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Kia and Hyundai have been dealing for years with social media videos that show how easy it is to steal some of their models and encourage others to give it a shot.Around 9 million mostly base trim Kia and Hyundai vehicles are affected, and their owners have been offered steering wheel locks and other anti-theft devices in the past. Read on for a list of affected models.The new settlement will cost the automakers around $200 million, with $145 million set aside for customers’ out-of-pocket losses as they’ve dealt with this issue.The “Kia Challenge” TikTok fad will cost Hyundai and Kia another $200 million. The two automakers have agreed to pay an expected $200 million as compensation for customers who had their cars stolen or damaged in ways not covered by insurance. The money will also reimburse Hyundai and Kia owners for any losses due to paying insurance deductibles, higher insurance premiums, or other theft-related losses.Back StoryIn early 2021, users of the popular video-sharing site TikTok started seeing videos showing just how easy it was to steal some Hyundai and Kia vehicles built without push-button ignitions or an immobilizer, a device that prevents the car from moving if a key fob is not detected. Before going nationwide, the trend started in Milwaukee, Wisconsin, where the number of stolen Hyundai and Kia models was 25 times higher in the first half of 2021, even as the overall rise in thefts was just 2.5 times higher. According to Reuters, the $200 million settlement will cover approximately 9 million Hyundai and Kia vehicles, with up to $145 million set aside to cover customers’ out-of-pocket losses. Kia and Hyundai said they expect the court to approve the settlement preliminarily in July.Steering Wheel Locks Were Only a StopgapHyundai and Kia have spent years providing stopgap solution after stopgap solution, including free steering wheel locks and $170 anti-theft kits. In February, Kia and Hyundai said a free security software update would act like an immobilizer on vehicles without them. In April, the automakers worked with AAA to provide insurance for owners who lost coverage from other providers once it became clear how easy it was to steal one of these vehicles.2017 Kia Soul.Chris Doane Automotive|Car and Driver The $200 million settlement will cover costs associated with dealing with these issues for class-action participants. As part of the settlement, anyone who owns an eligible Hyundai or Kia vehicle and agrees to the deal will get that free software upgrade automatically installed on their next service visit at a dealer. If the software can’t be installed, the owners will get up to $300 to buy their choice of anti-theft devices.Around 9 million Kia and Hyundai vehicles were potentially affected by the Kia Challenge. The list of affected vehicles is below, with the easy-to-steal versions mostly the entry-level trims that did not have push-button ignitions. There are websites for Kia owners and Hyundai owners to get more information about their specific vehicle.Hyundai Models2011–2022 Accent2011–2022 Elantra2013–2017 Elantra GT2013–2014 Elantra Coupe2011–2012 Elantra Touring2011–2014 Genesis Coupe2018–2022 Kona2020–2021 Palisade2011–2012, 2019–2022 Santa Fe2013–2018, 2019 Santa Fe, Santa Fe XL2013–2018 Santa Fe Sport2011–2019 Sonata2011–2022 Tucson2012–2017, 2019–2021 Veloster2020–2021 Venue2011–2012 VeracruzKia Models2011–2021 Forte2021–2022 K52011–2020 Optima2011–2021 Rio2011–2021 Sedona2021–2022 Seltos2010–2022 Soul2011–2022 Sorento2011–2022 SportageContributing EditorSebastian Blanco has been writing about electric vehicles, hybrids, and hydrogen cars since 2006. His articles and car reviews have appeared in the New York Times, Automotive News, Reuters, SAE, Autoblog, InsideEVs, Trucks.com, Car Talk, and other outlets. His first green-car media event was the launch of the Tesla Roadster, and since then he has been tracking the shift away from gasoline-powered vehicles and discovering the new technology’s importance not just for the auto industry, but for the world as a whole. Throw in the recent shift to autonomous vehicles, and there are more interesting changes happening now than most people can wrap their heads around. You can find him on Twitter or, on good days, behind the wheel of a new EV.  More

The 2024 Chevy Silverado EV now has an EPA-estimated range of up to 450 miles.The new figure is for the fleet-oriented Work Truck trim level, which Chevy previously claimed would have 400 miles per charge.Set to launch first, the Silverado EV Work Truck for fleet customers boasts 510 horsepower and 615 pound-feet of torque.The 2024 Chevy Silverado EV will be able to go farther on a full charge than initially expected, at least the version that’s available to fleet customers. Chevy has announced the base-level Work Truck trim now has an estimated EPA range of 450 miles.Previously, the Silverado EV Work Truck (WT) had an EPA-estimated range of 400 miles, which remains the estimate for the snazzier RST model. The latter is expected to have a battery pack as large as 200 kWh, but it’s unclear whether the fleet-oriented WT will have more capacity that unlocks the extra range. Car and Driver reached out to a Chevy spokesperson to find out what led to the WT’s extended range, but we’ve yet to hear back.Among the Silverado EV lineup, the WT will first be made available to fleet customers sometime this summer. Its all-wheel-drive, dual-motor powertrain develops 510 horsepower and 615 pound-feet of torque. The WT for fleets also offers DC fast-charging speeds of up to 350 kW, which Chevy claims can add 100 miles of range in 10 minutes. After the initial launch, the company plans to offer a WT model for fleets that can tow up to 20,000 pounds.Pricing for the fleet-oriented 2024 Silverado EV Work Truck hasn’t been made official. However, Chevy is currently taking orders with refundable $100 reservations on its consumer site, which also lists the WT’s starting price at $41,595.Silverado EV StoriesThis 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 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

The 2024 Toyota Tacoma lineup packs eight trims, two cab and bed choices, automatic and manual gearboxes, and three versions of a new 2.4-liter turbo four.The popular TRD Off-Road model now has 33-inch tires, larger remote reservoir Bilstein shocks, a front-end lift, and a coil-spring rear suspension.There are now two top-dog models: an improved wide-track TRD Pro and a new Trailhunter designed to appeal to the overlander crowd.Toyota doubled down on its longstanding Tacoma success today, showing off a diverse and greatly expanded 2024 lineup that’s sure to fare well against the newest versions of the Ford Ranger and Chevy Colorado. Unlike those competitors, Toyota has not restricted the Tacoma to a single crew cab/short bed configuration that’s solely available with an automatic transmission.Instead, Toyota carries on with crew-cab and extended-cab configurations, with five- and six-foot beds available on the former and a six-foot bed paired with the latter. A new eight-speed automatic transmission replaces the unloved six-speed autobox, and a six-speed manual is still available in the base SR, TRD Sport, and TRD Off-Road models. A Tacoma for EveryoneThe new turbocharged 2.4-liter four-cylinder is available in three strengths, spread across eight grades: SR, SR5, a new TRD PreRunner, TRD Sport, TRD Off-Road, Limited, a new Trailhunter, and the TRD Pro. The base engine appears exclusively in the SR, where it makes 228 horsepower and 248 pound-feet of torque—significantly more than last year’s 159-hp base output. The iForce turbo four replaces last year’s V-6 and is the standard powerplant in the SR5, TRD PreRunner, TRD Sport, TRD Off-Road, and Limited. It generates the same 278 horsepower as the outgoing V-6, but torque is significantly increased, rising a full 20 percent from 265 pound-feet to a healthy 317 pound-feet. Output is dialed back slightly to 270 horses and 310 pound-feet when the six-speed manual is specified on TRD Sport and TRD Off-Road, but it’s a small price to pay. But the top offering is now the iForce Max, which adds a hybrid system that ups total output to 326 horsepower and a best-in-class 465 pound-feet of torque. The hybrid system also brings along a 2400-watt AC inverter that replaces the standard 300-watt unit. This setup is the base powertrain in the much-invigorated TRD Pro and newly introduced Trailhunter, but it is also notably available as an option in the TRD Sport, TRD Off-Road, and Limited. Fuel economy has not yet been released for any of these new powertrains, but chances are high that iForce Max hybrid ratings will be impressive and will, at the very least, significantly outpace the Ranger Raptor and Colorado ZR2.As rumored, the new Tacoma finally has disc brakes in back, and that allows for an electronic parking brake and certain high-end active safety systems, which are standard. The big party piece is, of course, the new coil-spring rear axle. But the transition to coils is not absolute, as the SR, the SR5 extended cab, and the TRD PreRunner—which only comes with the extended cab—have leaf springs supporting their hind ends. Put another way, the new five-link, coil-spring rear suspension is fitted to any crew cab Tacoma from SR5 on up.TRD Off-RoadAs before, the TRD Off-Road has the potential to be the most popular model. Its popular recipe still includes a push-button rear differential lock, high-level terrain management features, and an off-road-tuned suspension. But the tires are now 33 inches tall, and the suspension has been improved significantly, with a slight nose lift and Bilstein remote reservoir shocks that feature a long-overdue increase in piston diameter and hydraulic end stop control that should soften landings as the suspension approaches full compression. What’s more, a disconnecting front anti-roll bar is newly available, and Toyota says it will unlock even more suspension articulation than before.TRD SportThe TRD Sport formula carries on with sport-tuned shocks, pavement-oriented tires, and a hood scoop, while the Limited has been even more clearly defined as the smooth-riding truck for those that are not interested in off-road prowess. Its suspension consists of adaptive variable shock absorbers, and it stands alone in the lineup by utilizing a full-time four-wheel-drive system that operates like all-wheel drive until you lock the center differential for off-road traction.TRD ProThe vaunted TRD Pro remains the top dog for those who favor high-speed desert running, and its hand has been strengthened to do combat with the Ranger Raptor and Colorado ZR2. The standard-fitment iForce Max power output falls between those two, but it clearly tops them both in terms of torque. Moreover, its suspension has gained long-overdue beef, with the Pro gaining the high-riding, wide-track stance it never had before. Obvious fender flares are necessary because the track width is a full 3 inches broader than base model, and it rides 2 inches taller up front and 1.5 inches taller in back on its 33-inch tires and 18-inch wheels. Damping now comes from 2.5-inch Fox QS3 adjustable dampers—remote reservoir in back—and the rear end benefits from Fox IFP (internal floating piston) hydraulic bump stops that are nestled within the coil springs. The disconnecting front anti-roll bar is standard fare here.Tacoma vs. the CompetitionTrailhunterNew this year is the Trailhunter, an equal-billing marquee model for those who favor overland exploration. Like the Pro, it has the iForce Max hybrid powertrain, disconnecting front anti-roll bar, and high-riding, wide-track suspension. But the suspension features Old Man Emu position-sensitive remote reservoir shocks that are tuned to perform off-road while handling sustained bed loads and gear like rooftop tents. An onboard compressor is standard for airing up after airing down, and the Max hybrid’s 2400-watt AC inverter seems especially handy for powering gear like an electric fridge, while the panel of three upfitter switches should ease the installation of accessory lights an owner may want to add above and beyond the Rigid forward lighting and lateral “scene lighting” that comes standard.Inside ScoopThe new Tacoma’s interior finally corrects a longstanding bugaboo, with a seat that sits over an inch higher than before to correct the feeling that you were sitting on the floor. Up top, the roof has been raised a like amount, so the repositioned seat does not result in diminished headroom. Add this to an improved steering wheel with more telescopic range, and you get a vastly improved driving position. The interior is nice to look at too, with logical controls and a fresh look that suggests that no switchgear was carried over. The attractive center screen stands within easy reach, and the configurable digital gauge cluster and its attendant steering wheel controls looks refreshingly modern.There’s even more in the details. The Tacoma is now available with an electronic trailer brake controller and a trailer backup guidance system. An optional system of three rooftop shark fins utilizes the outer pair to maintain contact with an available trailer-mounted rear camera. Its crawl control feature is now able to work in 4 High instead of just 4 Low, and we fully expect it to operate much smoother now that the braking system includes rear discs and an electronic brake booster. The available tailgate can power itself up and power down, and it can be triggered by the handle, the key fob, or buttons set into the taillights. You can even nudge an open tailgate up with a knee or hand, which triggers the power actuator to take over and finish the job.Pricing and a full suite of specifications won’t be revealed until much later in the year, and we won’t get a chance to drive the Tacoma until we approach its fourth-quarter on-sale date. That timing applies to the iForce powertrain. The iForce Max hybrid powertrain will come later, not surfacing until the spring of 2024. That in turn dictates the arrival of the TRD Pro, Trailhunter, not to mention the optional powertrain configurations of the TRD Sport, TRD Off-Road, and Limited. Frankly, we’re glad for the staggered rollout, because the new Tacoma’s extensive menu of eight grades, two cabs, two beds, three engines, two transmissions, and a plethora of suspensions will take time to sort through. And that’s the thing with the new Tacoma’s multidimensional lineup. There really is something for everyone.Technical EditorDan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department. More

The 2024 Toyota Tacoma TRD PreRunner pairs a rear-drive drivetrain with off-road enhancements.Toyota limits the PreRunner guise to the two-door Tacoma.The PreRunner comes standard with equipment including a locking rear differential and 17-inch all-terrain tires.Toyota ditched the PreRunner moniker from the Tacoma line following the 2015 model year. For 2024, however, the automaker’s bringing the trim back to its latest-generation mid-size pickup truck. Related StoriesOriginally introduced for 1998, the Tacoma PreRunner paired the four-wheel-drive Taco’s looks (and many of its off-road-focused dynamic pieces) with the rear-drive model’s drivetrain. That basic formula carries over to the 2024 Tacoma TRD PreRunner, which packs plenty of off-road goodies but pushes power from its turbocharged engine strictly to the rear wheels.Toyota limits the TRD PreRunner guise to one body style: the two-door extended cab (or XtraCab in Toyota parlance) with a six-foot-long bed. As with all extended cab 2024 Tacomas, the TRD PreRunner lacks any rear seats, and it instead uses the space behind the driver and passenger’s chairs for additional cargo space. The rear of the cab also includes a number of locking storage cubbies, and the front passenger seat’s back folds forward and creates a flat surface. Likewise, the TRD PreRunner retains the rear leaf springs of lesser extended cab trims (the four-door Tacoma supports its rear axle with a set of coil springs).Befitting its status as a two-wheel-drive off-road machine, the Tacoma TRD PreRunner comes standard with the likes of a suspension lift, a locking rear differential, and 17-inch wheels wrapped in chunky BFGoodrich all-terrain tires. Additionally, the TRD PreRunner is capable of towing up to 6500 pounds.Alas, the TRD PreRunner is an automatic-only affair. It’s a real bummer for buyers looking to pair the PreRunner’s looks with the Tacoma’s available manual transmission.On the plus side, nonhybrid Tacomas—with the exception of the entry-level Tacoma SR—with the truck’s eight-speed automatic gearbox feature a variant of Toyota’s turbocharged 2.4-liter four-cylinder engine that produces 278 horsepower and 317 pound-feet of torque. Manual-equipped Tacomas, meanwhile, make do with just 270 horses and 310 pound-feet of twist.Much More on the TacomaPricing for all 2024 Tacoma trims remains under wraps, but we wager the TRD PreRunner will set buyers back at least $35,000. Look for the 2024 Toyota Tacoma TRD PreRunner to go on sale before the end of the year.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 their shared last name, Greg Fink is not related to Ed “Big Daddy” Roth’s infamous Rat Fink. Both Finks, however, are known for their love of cars, car culture, and—strangely—monogrammed one-piece bathing suits. Greg’s career in the media industry goes back more than a decade. His previous experience includes stints as an editor at publications such as U.S. News & World Report, The Huffington Post, Motor1.com, and MotorTrend. More