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C/D testing data shows a difference between Tesla and other EVs in how the car displays the estimated range remaining.Tesla’s displays appear to operate on a simple calculation of EPA range multiplied by the battery’s state of charge, while other EVs continuously adjust to account for driving conditions. We compared test results from our 75-mph real-world highway range test to uncover this disparity between Tesla and EVs from other automakers including Lucid, BMW, and Hyundai.A recent report from Reuters alleges that Tesla “rigged” the software in its cars to overestimate the estimated range remaining, leaving drivers disappointed when their vehicles couldn’t travel as far on a charge as advertised. A few California owners have now filed a proposed class-action lawsuit seeking unspecified damages.In Car and Driver range testing, we found distinct differences in the way that Tesla EVs’ in-dash range displays operate compared with those from other automakers’ EV models. Put simply, Teslas don’t adjust the numbers on their range display to account for recent driving conditions in the same way that other EVs do.Range display in a Tesla Model 3Michael Simari|Car and DriverWe analyzed test results for several different models in our real-world 75-mph highway range test, in which we measure, every 5 miles, the indicated battery state of charge percentage remaining, the number of miles traveled, and the car’s estimated range remaining.Because highway driving is less efficient than city driving, many EVs experience fluctuations in the car’s estimated range remaining, or distance to empty (DTE). The estimated range remaining often drops precipitously, and also inconsistently, as the car takes into account the higher speeds and lower efficiency of highway driving. That’s not the case with Tesla vehicles.In a 2021 Tesla Model S Plaid, for instance, the car’s displayed range estimate falls at a remarkably consistent rate throughout the test. It starts off with an indicated 100 percent charge and an estimated range of 350 miles. For every 5 miles traveled, the predicted range drops by more than 5 miles at a time, but it does so at a rate consistent with a very simple formula: the battery’s state of charge multiplied by the EPA-estimated range of 348 miles. Throughout the test, the indicated range never deviates more than 2 miles in either direction from this calculation. We’ve noted a similarly linear pattern in our tests of other Tesla models including a Model 3 and a Model Y. However, with a destination entered, the predicted battery state-of-charge shown in the navigation system is more realistic, but it doesn’t affect the miles-to-empty readout. 2023 Lucid Air Pure AWDMarc Urbano|Car and DriverOther electric vehicles show far more deviation in their DTE displays. In a 2023 Lucid Air Pure AWD, the display shows a 100 percent charge and an indicated range of 376 miles at the beginning of the test, against an EPA-rated range of 384 miles. The deviation between the indicated range and the expected EPA range fluctuates widely through the test, sometimes indicating a difference of just 1 mile below the expected EPA range but at another point growing to a difference of over 12 miles. This indicates that the car’s computer is adjusting the range estimate both upward and downward to account for differences in driving style, temperature, and other drive-cycle factors. Our test results for vehicles from other automakers including GM, Hyundai-Kia, and BMW show a similar pattern.Of course, there are also inconsistencies in EPA range estimates to begin with, and there’s no perfect formula for estimating a vehicle’s range. (See our previous story on the secret adjustment factor that Tesla uses for more details on how the company gets such big range ratings to begin with.) But while Tesla isn’t the only automaker that is aggressive with EPA labeling, this difference in how its cars estimate the displayed range in the vehicle is at best optimistic and at worst misleading.More on EV RangeSenior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

The 2024 Hyundai Santa Fe was first revealed last month, but now we have more details about the mid-size SUV.The new Santa Fe’s wild design transformation accompanies larger overall dimensions and a longer wheelbase. Its stretched proportions help increase interior space, and U.S. models see the return of a three-row configuration.The 2024 Hyundai Santa Fe’s shocking makeover was revealed to the world last month. While that spoils some of the surprise, Hyundai has now revealed more specific details about the new wildly styled mid-size SUV. Not only is the fifth-generation Santa Fe bigger than its predecessor in almost every way, but it introduces fresh features, including U.S. models regaining a third row of seats.Bigger and Bolder Than BeforeIf it wasn’t still called the Santa Fe, no one would know the Minecraft-looking ute seen in these photos has any relation to the outgoing generation, which debuted for the 2019 model year and received a facelift for 2021. To better ensure that onlookers will recognize the new Santa Fe is, in fact, a Hyundai, the company incorporates H-shaped front and rear lighting elements that complete the in-your-face design. Compared with the previous Santa Fe, the 2024 version grows front to back, up and down, and between its axles. It now measures 190.2 inches long, which is 1.8 inches more than before. That’s still about a half-foot shorter than the three-row Hyundai Palisade, but the distance between the Santa Fe’s axles has been extended by 1.9 inches. Its 110.8-inch wheelbase now provides more passenger space, specifically for the third row. Previously, the outgoing generation that was sold in other markets offered the extra row, but those sold on our shores were only offered with two rows.Full Details and SpecsWhile the new Santa Fe is just as wide as before, it’s now between about an inch or two taller (not counting the prominent roof rails that are available). Unlike before, it’s now available with giant 21-inch wheels—previously 20s were the largest set. Hyundai also says there’s more room for hauling people’s stuff, with cargo space behind the far-back row growing by a few cubes to 26 cubic feet. A larger liftgate aperture is supposed to make moving things in and out easier.A More Open Concept InsideWhen people climb into the redesigned Santa Fe, it’s possible they’ll confuse it for a Land Rover. That might not make Land Rover owners happy, but it’ll likely appeal to everyone else. We think the new dashboard design, with its upright layout and subtle H-shaped elements, looks handsome. We also appreciate the new column-mounted shifter and the inclusion of physical knobs for the audio system as well as some HVAC controls, which sandwich a 6.6-inch touch panel.The dash’s centerpiece is the single curved panel that houses dual 12.3-inch screens, one for the gauge cluster and the other for the infotainment system. The steering wheel looks upscale too—and it could’ve easily been pulled directly from a Defender. The center console is touted as being accessible for those in the front seats and the second row, and it features a pair of wireless charging pads above a hollowed-out section. Other unique features include a tray on top of the glovebox that sanitizes small items using ultraviolet light.Much More about the Santa FeFront-seat passengers looking to kick their feet up can deploy footrests, although it’s unclear if they’re standard or optional. The second-row captain’s chairs are available with power adjustments, and the third row can be reclined up to 10 degrees. Hyundai says second- and third-row passengers have more space to stretch out, with legroom measuring up to 42.3 and 30 inches, respectively. Compared with outgoing three-row models, that’s an increase of 2.7 inches in the far-back seats.The 2024 Santa Fe has a host of driver-assistance technology that ranges from automated emergency braking, automatic high-beams, blind-spot monitoring, and lane-keeping assist to semi-autonomous drive modes. Along with safety features that lock the doors so people don’t accidentally step into traffic, there’s a new driver-attention monitor and a radar-based reminder to check the rear seats.Powertrains and PricingThe Santa Fe’s powertrain options aren’t as radically different as its appearance. In fact, they’re essentially unchanged. While the base 2.5-liter four-cylinder will no longer be offered in North America, the 2.5-liter turbo four carries on with 277 horsepower and 311 pound-feet of torque. It again pairs with an eight-speed dual-clutch automatic transmission and front- or all-wheel drive.The plug-in-hybrid powertrain also loses its U.S. citizenship, but the hybrid variant—a turbocharged 1.6-liter four-pot paired with an electric motor—carries on. The setup includes a six-speed automatic and all-wheel drive and is expected to make the same 226 horsepower combined. We’ll have to wait to find out fuel-economy estimates, though, as those figures have yet to be certified by the EPA.Hyundai says the 2024 Santa Fe will reach U.S. dealerships sometime in the first half of next year. While the company hasn’t yet released pricing, we expect the entry-level model will start just under $40K now that the hybrid powertrain appears to be the standard setup. The mightier 2.5-liter turbo four paired with the top-spec Calligraphy model will likely put the Santa Fe’s price tag in the neighborhood of $50,000.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

While Hyundai was once known for inexpensive, drab economy cars, the Korean automaker’s lineup now features some of the most distinctive designs on the market. The shift, led by design chief SangYup Lee, is perfectly encapsulated by the 2024 Santa Fe. Just a few years ago, the Santa Fe was a fine-looking but unimaginative crossover, but a facelift for 2021 brought an unorthodox, catfish-like face that helped it stand out. Now the 2024 Santa Fe distinguishes itself even more within the crowded mid-size-SUV segment with a bold, boxy look that fits into Hyundai’s design language while still looking different than the rest of the lineup.Much More about the Santa FeCompared with the smoothly styled outgoing Santa Fe, the 2024 model is all hard edges and straight lines, with a rectangular body shape and an assertive stance thanks to trapezoidal wheel arches. The 2024 Santa Fe’s length has grown by 1.8 inches, and the boxy profile helps it appear bigger and more imposing than before. A nearly 2.0-inch-longer wheelbase also gives it a more planted look.The sharper styling falls in line with many recent Hyundai products, but the Korean automaker has impressively avoided the Russian-nesting-doll strategy employed by many other companies. Mercedes-Benz, for example, is particularly egregious with its “same sausage, different sizes” philosophy, with the CLA-, C-, and S-class sedans virtually indistinguishable to the average person outside of their overall dimensions. Hyundai, meanwhile, has managed to keep a common design theme while giving each car a unique look. The Santa Fe shares its razor-edged creases with the smaller Tucson crossover and electric Ioniq 5 but keeps the lines straight and horizontal. The other two cars create triangular indentations that give a more dynamic, sporting appearance versus the butch, tough look of the Santa Fe. Even the Ioniq 6, with its curvier profile and smoother surfaces, looks like it is part of the same family as the Santa Fe thanks to its sleek, unorthodox design and expressive lighting and trim pieces.It certainly appears that Hyundai cribbed some design features from other automakers, but the end product still looks distinct. The overall boxy shape and the body-colored trim on the rear side windows recall the current Land Rover Defender, but the front and rear fascias make it clear that this SUV hails from Seoul, South Korea, not Coventry, England. The squared-off body also gives hints of the Ford Flex, although we doubt Hyundai looked to that deceased crossover/station wagon mashup for inspiration.Along with sharp surface treatments, Hyundai has set itself apart from other automakers with its striking lighting elements. The current Tucson, Santa Cruz pickup, and Palisade feature a shield-like array of lights that blend into the grille, while Hyundai’s Ioniq electric vehicles have adopted an ’80s-themed pixel lighting style that recalls old 8-bit video games. The Santa Fe straddles that boundary—the headlights are integrated into the grille with a thin light bar connecting the two main units, which feature a blocky “H” graphic that looks similar to the pixel lights on the Ioniq lineup. That “H” motif also appears in the front bumper and the taillights, which are particularly unusual for how low they sit in the bumper.Styling is, of course, subjective, and not everyone will love the look of the 2024 Santa Fe. But there is no denying that Hyundai has created a distinctive-looking crossover and has crafted a family of vehicles that share common traits without all looking the same. Even if you’re not a fan of the styling risks the Korean automaker is taking, Hyundai has undoubtedly come a long way since the days of bland, A-to-B transport in the early 2000s.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Associate News EditorCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

Hyundai is showing a concept version of the new 2024 Santa Fe with many off-road tweaks.Called the XRT concept, we think this will eventually become a production trim level, though perhaps with less extreme changes.The XRT has all-terrain tires, a lifted suspension, and many accessories.With the new 2024 Hyundai Santa Fe sporting a newly boxy shape, it’s only natural that Hyundai would seek to amplify the mid-size SUV’s outdoorsy image. That’s exactly what this highly accessorized concept version of the Santa Fe called the XRT is for.XRT is already a rugged trim level that Hyundai offers for numerous models in its lineup, including the outgoing Santa Fe, the Tucson, the Palisade, and the Santa Cruz. But this XRT concept goes many steps further, suggesting that an eventual production off-road trim level for the new Santa Fe could offer more than the current XRT trim’s appearance tweaks. More on XRTWhile Hyundai isn’t releasing details about exactly what modifications it made, we can tell that the XRT concept has a raised ride height, chunky BF Goodrich all-terrain tires, and what look to be significantly improved approach and departure angles thanks to underbody changes. It’s also festooned with all manner of add-ons including a beefed-up roof rack with a cargo carrier and a spare tire, a ladder on the rear tailgate, and cargo boxes mounted on the rearmost side windows that look very reminiscent of what Land Rover offers on the Defender. The Santa Fe XRT concept doesn’t appear to have an interior yet.Full DetailsWe’d expect Hyundai to offer a production-ready XRT model soon, although it may not be quite as extreme as this concept. Still, we’re hoping that it offers some real mechanical upgrades compared with the standard model such as a raised suspension and off-road tires. Full details on the U.S.-spec 2024 Santa Fe lineup will be released later this year, so we’ll have to wait see what’s in store.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More