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It’ll be more expensive to charge at Electrify America stations starting on March 6.The company is raising its per-kilowatt-hour and per-minute prices—varied by location—by up to 5 cents.Pass+ members who pay $4 per month for discounted rates will also be impacted by EA’s upcoming price hikes.Get ready to pay more money when connecting to one of the thousands of Electrify America chargers scattered across the country. The company is raising rates up to 5 cents for its per-kilowatt-hour and per-minute charging options—which vary based on location—starting on March 6.People who have a Pass membership as well as guests who aren’t members will see the price for a per-kilowatt-hour session jump from 43 cents to 48 cents. Meanwhile, that same group will see prices in states that require per-minute charging also increase by 5 cents from 32 to 37 cents. That’s the price hike for fast-charging speeds up to 350 kW; the rate rises 3 pennies from 16 to 19 cents for those charging at speeds of 90 kW or less. Car and DriverWhile Electrify America says the people who pay $4 per month for the company’s Pass+ membership save roughly 25 percent on charging costs, they’ll still be affected by the upcoming price hikes. Their per-kilowatt-hour rate will jump from 31 cents to 36 cents. As with the people who don’t get a discount, Pass+ members see their per-minute pricing rise by 3 cents (0.12 to 0.15) for up to 90-kW charging speeds and by 5 cents (0.24 to 0.29) for up to 350-kW speeds.EA first made the announcement earlier this month in an email sent out to customers. The company cited rising energy and operational costs as the reason for the increased rates. Electrify America says it’s the largest fast-charging network in the country, most recently claiming 800 total stations and 3500 DC fast-chargers.Other Electrify America 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

Before the 240Z arrived, the Datsun roadster showed that Japan could deliver sports-car thrills.This example has the later 2.0-liter engine, with twin SU carburetors and a recent rebuild.The auction runs through February 28. Car and DriverWhen the Datsun 240Z landed in California for the 1970 model year, many were shocked that Japan could produce a world-class budget-friendly sports car. Those who were more familiar with Datsun weren’t so surprised: There’d been a sporting Datsun in U.S. showrooms for the past five years.Related StoriesHere, up for sale on Bring a Trailer—which, like Car and Driver, is part of Hearst Autos—is one of the best of the breed. This Datsun 2000 roadster is a zippy little open car that combines the best elements of open British sports cars with a gutsy 2.0-liter engine and Japanese build quality. With the auction slated to end on Tuesday, February 28, bidding is currently at $11,500.Bring a TrailerCar and Drivertagged the Datsun 2000 Roadster as a future collectible way back in 2010. Known as the SRL311 in Datsun cognoscenti circles, the 2000 Roadster was raced by Bob Sharp and John Morton, and it continually posted class wins in SCCA racing. It was the cheapest sports car in its division, but it beat the pants off everything else anyway. Overseas, the SRL311 was known as the Fairlady, as was true of the 240Z. The Fairlady nameplate can trace its heritage back to the 1950s, with the second generation of cars arriving in the U.S. in 1960. These cars are pretty and cheerful but fairly terrible to drive. They were based on the Datsun pickup truck, and they feel like it.Bring a TrailerThe later 1600 Roadster and the 2000 Roadster that followed are entirely different machines. Nissan (Datsun’s parent company) changed to a sedan-based design with an independent front suspension and a well-sorted leaf-spring setup in the rear. The engine was at first a 1.6-liter OHV four-cylinder, which later got five main bearings for durability. The later 2000 Roadsters, like this example, saw a displacement bump to 2.0 liters, got a five-speed manual gearbox, and could be ordered with a competition package with dual carburetors. Power was rated as 150 hp SAE gross, pretty lively for the 1960s, especially in a car that weighed barely over 2000 pounds.Along with many a podium finish, the roadster also features in a little-known David vs. Goliath rivalry. When Toyota fielded the gorgeous 2000GT in SCCA racing, the cars were supposed to go to Peter Brock’s BRE racing team. At the last minute, Carroll Shelby flew to Japan and charmed Toyota execs into giving him the contract instead. Brock had made a name for himself in Japan by getting a car called the Hino Contessa to perform and win a few races. Hino was snapped up by Toyota in the 1960s and turned to truck production only—namely, the Hilux. But the president of Hino was still on good terms with Brock, and he just so happened to have gone to school with the then-president of Nissan. Brock couldn’t get Datsun USA to part with a couple of Roadsters; instead, Brock’s came direct from Japan.There then followed a game of cat-and-mouse whereby Brock would show up at out-of-California races where Shelby’s 2000GT team was hoping to pick up an easy win or two. The Roadsters were running in a different class, but it was easy enough to hold up the 2000GTs and let the competing Porsches and Triumphs slip by. In the end, the 2000GT team lost the championship, and Toyota slunk home embarrassed.Bring a TrailerBring a TrailerEven without the fun footnotes of early Japanese SCCA history, the 2000 Roadster is a wonderful driver. The 240Z and the 510 are better known, but you can’t beat an open car for full involvement. This example is set up as a driver’s car, with a sorted suspension, Dunlop Direzza performance tires, and a host of recent engine work. The stickers that once covered the underside of the trunk show a lifetime spent attending various California rallies and generally having a lot of fun. It’s time for the next owner to add their own.Car and driverCar and driver Lettermark logoContributing EditorBrendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki’s half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. More

An electric version of Ram’s full-size commercial van is coming Stateside later this year. Stellantis confirmed the EV version of the ProMaster will be unveiled in the first half of 2023, and deliveries will begin in the latter half of the year. We expect the EV version to be competitive with the Ford E-Transit in terms of payload capacity. Ram is joining Ford in the world of electric #Vanlife and making good on its promise to introduce an electric ProMaster van by the end of 2023. We know that the commercial van will be unveiled in the first half of 2023, and deliveries will begin in the latter half of the year. A Stellantis spokesperson confirmed to C/D that the ProMaster EV is coming to the North American market. StellantisRelated StoriesOther than the rough timeline, and a single teaser image, we don’t have any specifics about the ProMaster EV yet. What we do have are images and specs for Fiat’s E-Ducato (pictured at top), which is essentially a rebadged ProMaster. So it’s reasonable to glean some information from the E-Ducato, which is already offered in Europe, to inform our speculation on the upcoming ProMaster EV. The E-Ducato is offered with two battery options, a 47.0-kWh standard pack and a larger 79.0-kWh optional pack. On the less stringent WLTP cycle, Fiat claims 146 miles of range for the standard battery and 229 miles of range for the larger pack. Accounting for the differences of the U.S. EPA range cycle, that could put the standard battery right in contention with the 126 miles offered by Ford’s E-Transit van, while the larger pack could beat the Ford by a significant margin. Fiat’s claimed payload capacity of up to 4189 pounds is down from the 4680 pound maximum payload offered by the current gasoline-powered ProMaster, but beats the E-Transit’s 3880 pound maximum. 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 EditorJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

Lordstown Motors has halted production of the Endurance electric pickup truck, citing issues with supplier components.The truck has been in production since last fall, with Lordstown planning to assemble about 500 units with current funding.The Lordstown factory was purchased by Taiwan’s Foxconn in the spring of 2022, with the tech giant planning to produce a number of EVs stateside, although few have been built to date.The Lordstown Endurance, has only been in production for a few months, but the truck is now facing a production halt. The EV maker said it “has experienced performance and quality issues with certain Endurance components,” leading it to make the decision to stop production temporarily. The company’s response to the performance and quality issues, which it did not specify in detail, also affects completed trucks that are awaiting delivery to customers. But the entire pool of affected trucks only amounts to 19 vehicles that have either been delivered, or are currently being used internally by the company.Enduring Challenges with the StartupThe EV maker said it is working with suppliers on the causes of these issues and that potential solutions could include retrofits and design modifications, as well as software updates. The formal decision to issue a recall, however, was made in light of “a specific electrical connection issue” that could produce a loss of power while driving.The Lordstown Endurance is unique among electric pickups—and EVs as a whole—in that it features in-wheel hub motors. The truck produces a combined 440 horsepower, thanks to its four motors, and is powered by a 109.0-kWh battery. However, this setup gives the truck an EPA-estimated range of 193 miles, which places it near the bottom end of the spectrum for electric pickups currently on the market. The truck’s overall positioning and $65,060 starting price perhaps make it a curious choice in a segment finally seeing some compelling choices—and some serious competition from longtime automakers.2023 Lordstown Endurance.”While our experienced team has made significant progress in addressing the underlying component and vehicle sub-system issues affecting the Endurance build schedule, we remain committed to doing the right thing by our customers and to resolve potential issues before resuming production and customer shipments,” said Edward Hightower, Lordstown Motors CEO & president. Production of the Endurance began in early October 2022, just a few months after the plant was sold to Taiwan’s Hon Hai Technology Group, better known as Foxconn. At that time the company said it planned to assemble only up to 500 trucks, with 50 having been scheduled for delivery in 2022. The rest were slated to be delivered in 2023, “subject to raising sufficient capital.” Therefore, there are still a few asterisks to the entire venture. Jay Ramey grew up around very strange European cars, and instead of seeking out something reliable and comfortable for his own personal use he has been drawn to the more adventurous side of the dependability spectrum. Despite being followed around by French cars for the past decade, he has somehow been able to avoid Citroën ownership, judging them too commonplace, and is currently looking at cars from the former Czechoslovakia. Jay has been with Autoweek since 2013.  More

Honda is adding a cheaper LX base trim to the 2023 CR-V, as first reported by Capital One.The 2023 Civic is adding back the LX, too, and it now starts under $25,000.Honda says these LX models should help the company ramp up production.Honda is lowering the base price of two of its most popular models, the Civic and CR-V, thanks to the reintroduction of the base LX trim level. Both had previously dropped this price-leader model for 2023 but a Honda spokesperson told C/D that Honda decided to add back the LX due to “unprecedented demand.”That’s good news for shoppers on the price front, as it causes the 2023 Civic’s base price to drop by $1400 and the 2023 CR-V’s to drop by $3200. Honda also says that it should help on the availability front, as these less well-equipped vehicles won’t be as production-limited by the microchip shortage.More on Civic and CR-VThe 2023 CR-V LX starts at $29,705 and does without much of the equipment offered on the EX. It has 17-inch steel wheels with hubcaps instead of the EX’s 18-inch wheels and a manual driver’s seat instead of the EX’s power-adjustable seat. And it doesn’t have a sunroof, heated front seats, or a blind-spot monitoring system. But it does have the same 190-hp turbocharged 1.5-liter inline-four engine and it offers all-wheel drive as a $1500 option like other CR-V trim levels.Civic LXHondaThe Civic LX, which starts at $24,545 for the sedan and $25,545 for the hatchback, is similarly decontented compared with the Civic Sport that sits a level higher in the lineup. It has a 158-hp 2.0-liter inline-four and comes only with a CVT automatic; the hatchback’s Sport and Sport Touring trims still offer a manual, but you’ll pay more for those.Neither LX version is listed yet on Honda’s consumer site yet but we found CR-V LXs listed in dealer inventory. Honda says the LXs will be added to the website within the coming weeks.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

Ford has revealed a new Edge L for the China market, but the new crossover is not expected to replace the aging Edge in America.The Edge L is powered by either a 248-hp turbocharged 2.0-liter inline-four or a hybrid setup pumping out a combined 271 horsepower.The interior features screens galore, with a 12.3-inch digital gauge cluster sitting aside a 27.0-inch central display.Reports have suggested that the Ford Edge will be discontinued in the United States after the 2023 model year, ending a 15-year run for the nameplate. But over in China, the mid-size crossover is still going strong and a new Edge L was revealed yesterday, bringing sharp styling, three rows of seating, and an available hybrid powertrain. FordThe new Edge L doesn’t look anything like the Edge sold stateside, which has been languishing since 2015 with only a light facelift in 2019. The Edge L features a fresh look dominated by horizontal lines, with a wide grille bookended by L-shaped LED headlights. The blacked-out roof is a trendy look, as is the fin in the bodywork that rises at the C-pillar to give the bulky crossover a little pizzazz. The Edge L stretches 196.9 inches from nose to tail, about 8.0 inches longer than the U.S.-market Edge and only a couple of inches shy of an Explorer. The all-wheel-drive, seven-seat Edge L has two powertrain options, starting with a turbocharged 2.0-liter inline-four producing 248-hp and 279 pound-feet of torque. Ford is also offering hybrid setup good for a combined 271 horsepower and 299 pound-feet of torque, and Ford claims this powertrain will be good for around 37 mpg.More New FordsThe cabin is decked out with a 12.3-inch digital instrument cluster and a gigantic 27.0-inch touchscreen that spans most of the dashboard, a feature we expect will migrate into U.S.-market Fords in the near future. The interior design is clean and modern, and lots of amenities are on offer, including a head-up display and ambient lighting. The China-built Edge L will go on sale in that market this spring, and we hope that Ford decides to offer it in the U.S. to bridge the gap between the Escape and Explorer and continue the Edge’s lineage.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