Reviews

Purebred off-road machines like the Jeep Wrangler tend to evolve on a geologic timescale, which is appropriate because the Wrangler is built to excel when driven over actual geology. It’s a “solid axles, meet solid rock,” kind of thing. It’s therefore no surprise that the mid-cycle refresh applied to the 2024 Jeep Wrangler and Wrangler 4xe hasn’t changed the landscape much. In fact, we’d be surprised if you could spot the changes from 10 paces. But the changes are there, and though they’re subtle, they are meaningful nonetheless and for a range of reasons.More on the 2024 WranglerResized slotsIt starts at the front, where the vertical dimension of the slots in the grille has been shortened, with a thicker rim of body-color paint now outlining the trademark seven-slot array. On its own, this tweak would reduce airflow to the radiators, which must support powertrains including a turbocharged 2.0-liter four-cylinder, the Rubicon 392’s 6.4-liter Hemi V-8, and a largely carryover 3.6-liter Pentastar V-6. To compensate, the previously painted ridges between the slots have been opened up so they can admit more cooling air.This change was not made for the sake of a mere facelift. Instead, it’s a functional outgrowth of a new factory-installed Warn winch that’s now available—a first for the Wrangler. Though its lower profile has been tailored to fit the Wrangler, it nevertheless would have protruded up into the old grille’s airflow. Warn and Jeep also collaborated on small changes required to pass Jeep’s internal-performance and environmental-durability standards, including a reformulation of the winch’s internal grease. For its part, Jeep made alterations to the support structure of the front bumper. The result: a fully crash-tested, factory-installed 8000-pound Warn winch you can add to any steel-bumper-equipped Rubicon model by checking a $1995 box on the order sheet.Altered axleThough the grille ensures the standard 3.6-liter V-6’s cooling system can cope with an increased tow rating of 5000 pounds, the update that enabled that 1500-pound increase is hidden elsewhere. The Rubicon’s rear axle now employs a full-floating design instead of a semi-floating one. Rather than being one conjoined part, the rear axle shafts now “float” separately from the wheel hubs. There’s no palpable change to the Rubicon’s ride or off-road performance, but this change improves the camber stiffness, overall durability, and trail repairability of the rear axle. In addition to enabling a higher tow rating, the Rubicon’s standard “full floater” also lessens the reliability peril associated with fitting larger aftermarket tires.Willys evolvesOne of the more visible changes relates to the Willys package, which is now far more capable (not to mention expensive) than before because it has been upgraded with 33-inch Rubicon-spec BFGoodrich All-Terrain T/A KO2 tires, rock rails, and a standard electronically locking rear differential. Wide-stance axles and the Rubicon’s high-riding fenders come along with this change, making for a considerably tougher-looking and better-performing combination than before. But that tougher, taller stance also brings both improved ground clearance and approach/departure/breakover angles. Costing some $6000 less than a Rubicon, the Willys evolves from a budget appearance package to a compelling off-road choice that’s available as a two-door with a stick shift all the way up to a four-door 4xe model.New standard touchscreenClimb inside any 2024 Wrangler to see its most obvious update: a 12.3-inch touchscreen infotainment system. It’s nicely integrated into the mildly restyled dash, which includes horizontally arrayed center air-conditioning vents beneath the screen that blend into a recontoured passenger grab bar. The best part: The mondo screen is standard across the board, from the lowliest $33,690 two-door Sport up to the $89,390 (!) Rubicon 392. Built-in navigation isn’t available until you get to the Sahara model, but wireless phone mirroring and the app-based navigation it enables comes on all trims. The factory navigation system does have other advantages, including built-in Badge of Honor trail guidance and implementation of the Trails Offroad trail-library application that operates from cached data in places where cellular service is absent.We were dubious of the big screen at first because the Wrangler is, at its core, a convertible. But the display is robustly backlit, to the point where it was easy to read with the top and doors off while the sun streamed in over our shoulder. If anything, the transition from the deep shade of an underpass to full sunlight made it even more impressive. There’s also a prominent finger rest across the top and along the passenger-side edge, making it easy to brace your hand while you make selections—a boon on uneven terrain.A mix of visible and hidden changes makes the new Wrangler quieter than before. The quaint external wire antenna that used to whistle at speed and wobble when driven through brush is history, finally replaced by an in-glass windshield antenna. Meanwhile, the Premium Cabin package that comes gratis on High Altitude, Rubicon X, and Rubicon 392 models includes a windshield surround stuffed with additional insulation, as well as front side windows made from dual-pane laminated glass. The benefits of the new antenna setup were obvious, but it’ll take a sound meter and our test track to quantify the other benefits.Also inside, reengineered front seats with 12-way power adjustment—which didn’t exist previously because their controls must operate and survive when underwater, as they can be at full fording depth with the doors off—are available on the Sahara and up. The other interior change is less obvious but potentially more significant. Side-curtain rollover airbags have now been incorporated into the slim covers that conceal the rollover structure. They do have an unintentional side benefit: their slightly oblong shape makes it easier to grab onto the rollover structure to hoist yourself aboard.PHEVs for you and meBeyond that, the other sweeping significant change is the expanded availability of the 4xe plug-in-hybrid powertrain. Despite a piddling 22-mile electric range and not-great gasoline-only fuel economy, the Wrangler 4xe is the bestselling PHEV in the United States. The 4xe powertrain is also the most popular choice in the current Wrangler lineup, representing 38 percent of sales in 2023’s first quarter. That state of affairs seems set to accelerate, because the 2024 4xe lineup now includes an entry-level Sport S model for $51,790, with the off-road-focused Willys, Rubicon, and Rubicon X starting at $56,530, $62,380, and $70,880, respectively. Meanwhile, on the more civilized side, the 4xe Sahara goes for $58,640, while the loaded-to-the-gunwales High Altitude 4xe commands $68,790.Out on ragged sandstone, our 33-inch-tired 4xe Willys four-door (the Unlimited moniker was quietly retired at the end of 2022) proved the worth of this quiet and torquey powertrain as we motored silently over millions of years of nature’s jumbled handiwork. The skid plate protecting the underhanging battery pack touched down once or twice, but a gas-burning four-door Rubicon may have done likewise because the two models’ ground clearance and breakover-angle specs almost exactly match. The 2024 update includes many welcome convenience, comfort, and safety upgrades, but the bottom-line off-road experience hasn’t suffered one bit. In fact, things are significantly better from where we sit, in a vastly improved Willys that’s available as a gas-fed model or with the popular 4xe powertrain.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Jeep WranglerVehicle Type: front-engine, rear/4-wheel-drive, 2- or 5-passenger, 2- or 4-door convertible
PRICE
Base: Sport/Sport S/Willys 2-door, $33,690; Sport/Sport S/Willys 4-door, $37,690; Rubicon/Rubicon X 2-door, $47,190; Sahara 4-door, $49,620; Rubicon/Rubicon X 4-door, $51,190; Sport S 4xe, $51,790; Willys 4xe, $56,530; Sahara 4xe, $58,640; Rubicon/Rubicon X 4xe, $62,380; High Altitude 4xe, $68,790; Rubicon 392, $89,390
POWERTRAINS
turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 270 hp, 295 lb-ft; DOHC 24-valve 3.6-liter V-6, 285 hp, 260 lb-ft; turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 270 hp, 295 lb-ft + AC motor, 134 hp, 181 lb-ft (combined output: 375 hp, 470 lb-ft; 14.0-kWh lithium-ion battery pack (C/D est); 7.2-kW onboard charger); pushrod 16-valve 6.4-liter V-8, 470 hp, 470 lb-ft
TRANSMISSIONS
6-speed manual, 8-speed automatic 
DIMENSIONS
Wheelbase: 96.8–118.4 inLength: 166.8–192.5 inWidth: 73.9–79.3 inHeight: 73.6–75.5 inPassenger Volume, F/R: 54–57/45–52 ft3Cargo Volume, Behind F/R: 67–72/28–32 ft3Curb Weight (C/D est): 4050–5300 lb
PERFORMANCE (C/D EST)
60 mph: 4.0–7.5 sec1/4-Mile: 12.5–15.5 secTop Speed: 97–112 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 14–21/13–20/16–21 mpg4xe Combined Gasoline + Electricity: 49 MPGe4xe EV Range: 22 miTechnical 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

Wagons are a hard sell in the U.S. It isn’t because most people want an SUV (although they do). Nor is it that the sight of a longroof triggers PTSD from years of sibling abuse in the side-facing third row of Dad’s Country Squire (although it can). It’s that the market doesn’t make sense. Take the Audi RS6 Avant. It and the A6 Allroad launched for 2021, and the nearly one-third pricier RS6 outsells the A6. Avants, past and futureThey’re a hardcore bunch, those wagon buyers. And while the RS6 is wonderfully powerful and dynamically competent, it was a little too quiet, a little too refined, and a little too soft. They wanted an even more sharp-edged machine. For the 2024 model year, Audi listened to its customers and rolled out the updated model, now dubbed RS6 Avant Performance. The new RS6 Performance loses some sound insulation and gains 30 horsepower and 37 pound-feet of torque. The bump for the twin-turbo 4.0-liter V-8, now making 621 horsepower and 627 pound-feet, comes courtesy of a larger turbocharger impeller and new engine mapping. Peak boost is up to 23.2 psi from 20.3. The added boost comes with no additional lag. The hot-V engine instantly responds to throttle inputs, while the ZF-sourced eight-speed automatic benefits from snappy downshifts that are claimed to be quicker. Audi engineers also reworked the Torsen limited-slip center differential to help squelch understeer. The reduction of sound insulation on the firewall removes some isolation and gives the engine a larger bark inside. If that’s still not enough, there’s an available RS sport exhaust that’s even louder. The added power should be enough to knock the 60-mph time below the 3.0-second threshold—that won’t quite unseat the BMW M5 as quickest in the class, but the RS6 will no longer be one of the slowest. We’re talking a tenth of a second here, maybe two, but bragging rights are important. Don’t get caught up in this car’s numbers; how it feels is more important. New 22-inch Y-spoke wheels and Continental Sport Contact 7 tires cut 11 pounds versus the standard 21-inchers. And if you really want to reduce the unsprung mass, opt for the carbon-ceramic brake package, which takes nearly 17 pounds off each corner. The trade-off is a touchy brake pedal—or at least they have a learning curve we never quite mastered in our short drive in Napa Valley, but based on our experience with ceramic rotors in other VW Group cars, we think we’d acclimate to them, eventually.AudiAudiWith or without the optional brakes, the reduced unsprung mass transforms the steering from fairly muted to something with genuine feedback. The roughly 4900-pound wagon still carries its V-8 completely fore of its front axle line, and understeer is effectively restrained on a canyon blast. That is until you’re going too fast for the corner. The Continentals have lots of grip, and when stability control intervenes, it’s a gentle nudge that doesn’t kill the rhythm or make your passengers think you can’t drive. While the RS6 launched in the U.S. solely with air springs, the sportier Dynamic Ride Control (DRC) suspension quietly joined the option sheet a year later for 2022. It resists pitch and roll with hydraulics, but when an individual wheel moves, such as in a pothole, the hydraulics don’t increase compression resistance. Only when both wheels on an axle (such as during acceleration or braking) or on one side (during cornering) move in phase do the hydraulics keep the body plum. If you’re planning to track an RS6, DRC is worth the upcharge, but the stiffly sprung steel coils don’t come close to the comfort of the standard air springs. Visually speaking, the RS6 Avant Performance isn’t that different from its predecessor—the bumpers are tweaked a bit, and the exterior trim elements are now finished in matte gray. What you’ll notice more are the visual options: four different wheel finishes, three different mirror caps, three interior stitching colors, and three brake-caliper colors give plenty of combos. A Bronze Edition, limited to just 75 examples, combines bronze-colored wheels with pearl black paint that delivers a striking curb presence. It is worth noting that the mechanically identical RS7 Sportback Performance is also available, but for some reason, it’s $2000 more. Even at $126,895 for the RS6, Audi will surely sell as many as it cares to send over. But how about a moderately priced sporty wagon for the middle class? Maybe that would be too rational for this market. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Audi RS6 Avant PerformanceVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $126,895
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 621 hp @ 6000 rpmTorque: 627 lb-ft @ 2300 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 115.3 inLength: 196.7 inWidth: 76.8 inHeight: 58.5-59.6 inPassenger Volume, F/R: 53/48 ft3Cargo Volume: 30 ft3Curb Weight (C/D est): 4950 lb
PERFORMANCE (C/D EST)
60 mph: 2.9 sec100 mph: 7.5 sec1/4-Mile: 11.1 secTop Speed: 155-174 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 16/13/20 mpgExecutive EditorK.C. Colwell is Car and Driver’s executive editor, who covers new cars and technology with a keen eye for automotive nonsense and with what he considers to be great car sense, which is a humblebrag. On his first day at C/D in 2004, he was given the keys to a Porsche 911 by someone who didn’t even know if he had a driver’s license. He also is one of the drivers who set fast laps at C/D’s annual Lightning Lap track test. More

As we barrel toward an all-electric future, many EV makers have smartly concentrated on the most popular vehicle classes. There are now plenty of compact electric SUVs, but what if you desire something better suited to a large family? Three-row mid-size SUVs are the go-to choice, but the electric options are decidedly sparse and have been limited to expensive luxury brands. The 2024 Kia EV9 looks to change all of that. The EV9’s dimensions are very similar to the seemingly unassailable Telluride SUV’s, though the EV’s wheelbase is almost eight inches longer. We had the opportunity to drive a Korean-spec EV9 from Seoul to the east coast of the peninsula and back. After this first experience with Kia’s family-size EV, we anticipate it will be as successful as its gasoline-powered sibling.Related storiesThree EV powertrainsOf course, specs are vitality important here, so let’s jump in. The EV9 will be offered in three guises. The entry-level standard battery has a capacity of 76.1 kilowatt-hours and is estimated by Kia to deliver 223 miles of range. Output from the single rear motor comes to 215 horsepower and 258 pound-feet of torque. That should get the EV9 to 60 mph in 8.0 seconds or so.The Long Range models upgrade to a 99.8-kWh battery and are offered in either rear- or all-wheel-drive. The most recent information suggests that the long-range rear-drive model will deliver the same power as the standard-battery version, but range increases to 300 miles. The added weight of the larger battery slows 60-mph acceleration to around 9.2 seconds, which is comparatively pokey for a modern EV.We drove the Long Range with a second motor powering the front wheels. Combined with the rear motor, it churns out 379 horsepower and up to 516 pound-feet, although range drops to an estimated 270 miles. It should hit 60 mph in a much more respectable 5.0 seconds. EV9 initial driving impressionsKia is still finalizing how the North American models will differ from Korean-spec ones, but it’s a fair assumption we’ll get sportier tunings for the suspension and throttle mapping. Considering this is a mid-size, three-row family SUV, we really don’t see the need for a different tuning, since our K-spec EV9 was a pleasure to drive. Off the line, power delivery is as immediate as most other EVs and will easily exceed most drivers’ expectations. On the highway, the ride quality is appropriately soft while not being floaty over undulations. One-pedal driving is available by adjusting the steering-wheel paddles, and it’s easy to roll the EV9 to a complete stop smoothly. For more urgent deceleration, the brake pedal has a familiar feel and gets the job done, but you will feel the vehicle’s substantial weight shift forward. That mass factors in far less prominently on the few sections of curvy mountain roads, thanks to the underfloor battery that gives the EV9 a low center of gravity. It’s poised and very controllable when driven harder than is prudent. This instills confidence that you’ll be able to swerve around unexpected obstacles when you’re just cruising. We’re curious how the U.S.-spec EV9 will differ, but as it is, we don’t have any complaints in regard to driving. Well done, Kia.EV9 interiorIn contrast to the EV9’s attractive cyberpunk-like beveled exterior, the interior is softer and more inviting. The horizontal dash stretches from door to door and features what appears to be a single extra-wide display that extends from the instrument panel to the infotainment screen. In reality, there are two 12.3-inch screens, plus a 5.0-inch touchscreen for secondary climate controls. Despite what initially seems to be a lack of physical switchgear, there are indeed some shortcut buttons embedded in the woodgrain dash trim. You need to give those embedded buttons a serious push, but you get confirmation with a solid haptic tap back. We’re also pleased that there are levers for the temperature and fan controls just below and a volume roller dial in between. The infotainment system exhibits some slow reactions here and there but is easy to use with its numerous but well-organized menus.The cabin makes liberal use of sustainable materials, with most surfaces getting a grained-leather look. There are lots of attractive elements, and we even like the glossy plastic trim pieces, but many of the coverings we expect would be well padded are noticeably firm. As a result, they’re not as enjoyable to the touch. We’re especially thrown by the awkward van-like hump that supports the center of the dashboard. Its hard plastic shroud seems more at home in an airliner’s economy-class seatback, but we’re glad there’s at least something to interrupt an otherwise flat floor. It should keep errant objects from rolling from the passenger side to under the pedals, but we think it could have been styled to better blend in with the rest of the cabin.The front seats are firmly cushioned, and after an hour we began to feel some hard points. The synthetic upholstery looks and feels as downmarket as what you’d get in a rental-spec sedan. We’re hopeful that the U.S.-bound models will have other options and perhaps a textile covering similar to some of the interior trim elements. The driver seat has all of the necessary power adjustments to get comfortably situated, but we had to scoot the seat forward more than we preferred because the steering wheel doesn’t telescope far enough back.The seats have a recline feature with a powered leg rest for when you’re waiting while the battery recharges. There’s also a unique mesh headrest and a small lip behind it that you can hang your coat on. The floating center console has a roll-top cover, a wireless charger in the middle, and a large armrest bin. Underneath is a deep tray for larger objects. The second-row captain’s chairs are similar in appearance and comfort to the front seats. On our sample vehicle, they had heating, ventilation, and an oddly aggressive massage function. The seat vibrates and also kneads your back and bottom, but even in its lowest setting, it tended to scramble our innards. The seats slide forward and back quite a ways, but sadly we won’t get the 180-degree swivel function other markets will enjoy. A second-row bench is available and increases passenger capacity from six to seven.The twin third-row seats have enough headroom to accommodate adults, but second-row passengers will need to slide forward to give back-benchers enough legroom. Fortunately, there’s ample legroom for both rows in this configuration. Behind the third row, the cargo area can hold up to 20 cubic feet, which nearly equals the Telluride’s capacity. With both rows stowed, cargo space expands to 82 cubic feet. We’ll have to wait until later for the intermediate number that relates to stashing the third row while the second row is occupied.EV9 chargingKia fits the EV9 with an 11-kW on-board charger, which is sufficiently large to get the max out of most 240-volt Level 2 home- and public-charging setups. DC fast-charging capability, on the other hand, tops out at 230 kilowatts when plugged into 350-kW charging equipment using the CCS connector. Kia says says that should replenish the standard battery from 10 to 80 percent in only 20 minutes, with the larger long-range battery needing 24 minutes. Our earlier EV6 testing largely validated Kia’s claims in the past, so we don’t doubt their estimates here. On the whole, the 2024 Kia EV9 managed to exceed our admittedly high expectations based on the overall excellence of the smaller EV6. While some interior materials are somewhat disappointing, it doesn’t sour the overall experience. Pricing hasn’t been announced, but we would be shocked if it were anywhere as expensive as the limited batch of three-row electric SUVs already out there: the Rivian R1S, the Mercedes-Benz EQS SUV, and the Tesla Model X. That means, when it arrives late this year, the EV9 will have few if any direct rivals. And a higher-performing GT model also is in the works, which should further set the EV9 apart.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Kia EV9Vehicle Type: rear- or front-and-rear motor, rear- or all-wheel-drive, 6- or 7-passenger, 4-door wagon
PRICE (C/D EST)Base RWD, $56,000; Long-Range RWD, $63,000; Base AWD, $68,000; GT-Line, $73,000
POWERTRAINSRear Motor: permanent-magnet AC, 215 hp, 258 lb-ftOptional Front Motor: permanent-magnet AC, 215 hp, 258 lb-ftCombined Power (w/optional front motor): 379 hpCombined Torque (w/optional front motor): 442-516 lb-ft  Battery Pack: liquid-cooled lithium-ion, 76.1 or 99.8 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 230 kWTransmissions, F/R: direct-drive
DIMENSIONSWheelbase: 122.0 inLength: 197.4 inWidth: 77.9 inHeight: 69.1-70.1 inCargo Volume, Behind F/M/R: 82/TBA/20 ft3Curb Weight (C/D est): 5000-5800 lb
PERFORMANCE (C/D EST)60 mph: 5.0-9.2 sec1/4-Mile: 13.8-16.5 secTop Speed: 115 mph
EPA FUEL ECONOMY (C/D EST)Combined/City/Highway: 79-87/85-93/70-80 MPGeRange: 223-300 miContributing EditorWith a background in design and open-wheel racing, Mark Takahashi got his foot in the door as an art director on car and motorcycle magazines. He parlayed that into a career as an automotive journalist and has reviewed thousands of vehicles over the past few decades. More

It’s entirely possible to train an elephant to dance; the real trick is getting it to want to. Not that we’re comparing the 2024 Mercedes-AMG S63 E Performance to the world’s largest and strongest land-roving mammal, but since the car weighs in at an estimated 5500 pounds, measures 17.5 feet long, and packs nearly 800 horsepower, a certain similarity is undeniable. Our sample car’s Selenite Grey Magno satin paint only encourages the analogy. Fortunately, AMG has been challenging the laws of physics for decades, beginning with the original Mercedes-Benz 300 SEL 6.8 “Red Pig” in the 1970s. But even the most robust species needs to evolve; for the S63 E Performance, that means the addition of an electric motor and an F1-derived battery to the S63’s 4.0-liter 603-hp twin-turbo V-8. Together they’re good for a claimed 791 horsepower. More on the Mercedes-AMG S63AMG makes it clear that the focus of the S63’s hybrid powertrain is “less on electric range and more on best-in-class performance.” Fittingly, the S63 E Performance places the 188-hp electric motor at the rear axle and integrates a two-speed transmission and electronically controlled limited-slip rear differential. This allows the total output from the V-8 and electric motor to be delivered simultaneously. The car starts in EV-only mode, and we estimate the electric-only range should be around 20 miles at speeds up to 87 mph. An F1-derived hybrid systemIt takes quite a bit of complex choreography to ensure the S63 moves gracefully. At the risk of oversimplification, the system, referred to as a “P3 hybrid,” provides instantaneous torque from a standstill for faster launches and, if driven delicately, a smoother disposition around town. In the event of wheel slip at the rear axle, the AMG Performance 4Matic+ all-wheel-drive system performs a two-step and directs output to the front wheels via an electronically controlled clutch pack. Likewise, 4Matic+ provides all-wheel drive when the S63 is running on the electric motor alone. The 10.5-kWh battery, developed in conjunction with U.K.-based F1 engine manufacturer High Performance Powertrains (HPP), utilizes the lithium-ion energy storage system derived from the units used in the Mercedes-AMG Petronas F1 Team’s Formula 1 hybrid race cars. Comparatively light and compact, it can withstand the stress and heat buildup of repeated rapid discharge and recharge cycles while maintaining high current flow thanks to an advanced cooling circuit. Designed to keep the battery at an optimal 113 degrees Fahrenheit, the cooling system circulates liquid around all 1200 cells before entering an integral heat exchanger attached directly to the battery and then to another exchanger at the front of the car. A safety system is in place to reduce output if temps wander too far from the sweet spot and to safeguard the battery from accelerated degradation. Four levels of onboard regeneration are available, ranging from the almost freewheeling Level 0 to the almost one-pedal-driving Level 3, which can return over 90 kilowatts of energy to the battery, depending on driving conditions. We found Level 2 to be the ticket for comfortable cruising and Level 0 to be the right choice for the tight twisty roads of the Santa Monica Mountains. Interestingly, AMG says the only way to charge the battery to 100 percent is via the 3.7-kW onboard AC charger. Again, the battery is optimized for fast power delivery, not record-breaking economy runs, and the regeneration algorithms take this—and battery longevity—into consideration.Driving the S63Though the hybrid system sounds a little complicated and intimidating, any concerns about its viability disappear after a short stint at the wheel. The various elements mesh imperceptibly thanks to careful calibration of the software, along with the electric motor’s unique nature and its ability to provide immediate torque directly to the rear axle. Whether we were cruising the Pacific Coast Highway or hustling through the mountain roads above, the powertrain remains resolute with zero soft spots or clumsy handoffs. Such as a performance EV, plentiful shove is on tap at nearly any speed, but in the S63 it’s accompanied by a genuine high-performance V-8 exhaust, tuned just short of full blat in Sport and Sport+ modes.You engage Launch mode by selecting the Sport+ drive mode, applying the brake firmly, and matting the accelerator; sidestep the brake, and the S63 steps off with an uninterrupted burst of acceleration that defies the vehicle’s heft. Mercedes-AMG claims a 60-mph sprint in just 3.2 seconds. Note that the 2018 S63 sedan carried a 3.4-second 60-mph estimate; we managed to shave three-tenths off that estimate in our testing that model, giving us reason to think a sub-3.0-second real-world time is within the realm of possibility for the 2024 model. Stay in the throttle, and the electric motor’s two-speed transmission at the rear axle shifts imperceptibly into second gear at 87 mph, with the electric motor spinning at about 13,500 rpm before the shift. The two ratios play a significant role in optimizing maximum torque for low- and high-speed situations. Although the motor’s full blast of torque is available from idle, it does taper off at higher rpm, according to AMG. Top speed is an electronically limited 155 mph. The positioning of the electric drive unit above the rear axle should pay dividends in the form of front-to-rear weight distribution. Teamed with the standard adaptive air springs, up to 2.5 degrees of rear-wheel steering, and active anti-roll bars front and rear, the technology seemingly shrinks the footprint of the big sedan, encouraging you to cut a rug when the mood strikes. The electric motor’s instantaneous torque helps the S63 pivot out of corners with tangible results. S63 E Performance designStylistically, the S63 hews to the conservative side. Notable is the lack of the Mercedes star hood ornament, replaced by a flat silver-and-black AMG hood emblem. There’s also an AMG-specific grille and some tweaks to the fascia. At the back, one finds trapezoidal tailpipes and a rear diffuser. The 21-inch wheels are specific to the S63. But overall it cuts the profile of a clean, respectable sedan rather than a flashy extrovert. The interior includes the usual S-class opulence funneled through the AMG lens. That means infinitely comfortable seating at all four positions, bespoke upholstery and stitching in exclusive colors, and the requisite embossed AMG emblems to remind passengers you spent the big bucks. We found the relatively conservative infotainment screen a stylish and refreshing break from the recent spate of oversized screens and information overload. Elegantly integrated into the center waterfall above the console, it’s legible and easy to reach. Combined with the excellent head-up display, there’s more than enough available data for the driver to consume safely. Whereas the M-B Hyperscreen seems fitting in the brand’s largest EQ electrified models, its omission here helps preserve this vehicle’s purity. With the Mercedes-AMG EQS sedan serving the emerging high-zoot luxury-EV market and the traditional S-class plying the same well-heeled demographic it always has, the AMG S63 E Performance slips into a tiny-but-lucrative niche. The Audi S8, BMW 8-series Gran Coupe, and BMW Alpina B7 offer somewhat similar sporting four-door land-yacht options, but only the Porsche Panamera Turbo S E-Hybrid can match the S63’s advanced and effective one-foot-in-the-past-one-in-the-future hybrid powertrain. Plus, the S-class’s back seat remains the segment benchmark. Best of all, the S63 will dance all night whenever the mood strikes. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Mercedes-AMG S63 E PerformanceVehicle Type: front-engine, rear-motor, all-wheel-drive, 4- or 5-passenger, 4-door sedan
PRICE (C/D EST)
Base: $190,000
POWERTRAIN
twin-turbocharged and intercooled DOHC 32-valve 4.0-liter V-8, 603 hp, 664 lb-ft + AC motor, 188 hp, 236 lb-ft (combined output: 791 hp, 1055 lb-ft; 10.5-kWh lithium-ion battery pack; 3.7-kW onboard charger)Transmissions, F/R: 9-speed automatic/2-speed automatic
DIMENSIONS
Wheelbase: 126.6 inLength: 210.1 inWidth: 75.6 inHeight: 59.6 inTrunk Volume: 11 ft3Curb Weight (C/D est): 5500 lb
PERFORMANCE (C/D EST)
60 mph: 2.8 sec100 mph: 7.1 sec1/4-Mile: 10.9 secTop Speed: 155 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 17/14/24 mpgCombined Gasoline + Electricity: 50 MPGeEV Range: 17 miOnline EditorAndrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. A rust-belt native and tireless promoter of the region, he once won a $5 bet by walking the entire length of the elevated People Mover track that encircles downtown Detroit. More

From the February 1991 issue of Car and Driver.Jackie Stewart, racing great, high-­pitched telecaster, and practical Scots­man, once told us that he would put any used car he was thinking about buying through a carwash. Why? To see if it leaks, of course. As a corollary to this sound advice, we’ve always felt that driv­ing a car, any car, in a rainstorm will re­veal that car’s capacity to please and com­fort the driver. Rain, and lots of it, fell on us when we took the new Volvo 940 se­ries car on a preview run. We had the opportunity to drive the new car back to back at Volvo’s high­-speed track in Sweden on the kind of cold, rainy day that doubtless inspired Ingmar Bergman to create the many laugh-riot films he made with his pal Charlie McCarthy. And we’re forced to admit that settling into a warm, welcoming Volvo interior had a tonic effect on us. You might say the 940 both pleased and comforted us. More Volvo Reviews From the ArchiveVolvo’s newest entry in the North American marketplace replaces its top­-rung 760 series introduced here in 1983, and the new line includes, as before, both sedans and wagons. Both body styles are available, reading from bottom to top, as a GLE, a Turbo, and an SE, with base prices ranging from $27,885 to $33,630. The most apparent change, logically enough, is a newly sculpted exterior on the sedans. The rear end has been thor­oughly overhauled, with a higher deck lid, a rear window that’s been raked more steeply, and more rounded rear fenders. This removes much of the boxlike aspect of the 760 but does nothing to diminish the distinctive Volvo stance, a look that continues to communicate the strength and safety that’s long been Volvo’s spe­cial pride and property. Appearances aside, the new exterior treatment also delivers a twelve-percent-­lower drag coefficient—helping the 940SE achieve an EPA highway mileage a high as 25 mpg—and less wind noise than we found in its predecessors. On a more practical note, the new design has also resulted in a lower lift-over when fill­ing the large trunk with luggage. Inside, the seats remain the large, comfortable, heated repositories that larger drivers have come to know and love. Leather is standard on the top-of-the-line SE, optional on the others. The SE’s power adjustments allow you to rap­idly achieve a responsible driving position—or riding position, in the case of the front-seat passenger. A driver’s-side air bag is standard throughout the line. Volvo’s plain-spoken dash treatment, re­strained and readable, keeps the driver fully informed without flash or fuss. The 940 series uses two engines, both four-cylinders, as are all Volvo engines for ’91. The GLE’s power derives from the B-234F engine, a 2.3-liter sixteen­-valve double-overhead-cam unit that produces a modest but adequate 153 horsepower at 5700 rpm. Peak torque is 150 pound-feet at 4450. The Turbo and the SE use the B-230FT turbocharged and intercooled four-cylinder, a single-over­head-cam engine that develops 162 horsepower at 4000 rpm (4800 in the Turbo) and 195 pound-feet of torque at a low and re­warding 3450 rpm. All 940s are available only with auto­matic transmissions. The GLE gets the AW-72L, a four-speed with lockup torque converter and a new Automatic Locking Differential, and the other two use the AW-71 four-speed with the new differential. This differential provides the normal function of allowing the wheels to turn at different speeds when the car goes around corners, but will also—at speeds under 25 mph or from a standstill—lock both wheels together if one has somehow lost traction. The ALD’s aim is to make foul-weather driv­ing less frightening. The suspensions on the three sedans hold no surprises; the GLE and the Tur­bo use struts in front and a live axle in back, positioned by a Panhard rod and four trailing links, two on a rubber-isolat­ed subframe. Both ends have coil springs and anti-roll bars. The SE has an identical setup in front but has Volvo’s multilink independent rear suspension: each rear wheel is locat­ed by one trailing link, two lateral links, and a trailing arm. Coil springs, self-­leveling shocks, and an anti-roll bar com­plete the rear suspension. The GLE has 6.0-by-15-inch alloy wheels with 185/65HR-15 tires; the sportier Turbo rides on 6.5-by-16-inch alloys with big 205/55VR-16 tire , and the SE has 6.0-by-15-inch twenty-spoke alloy wheels with 195/60HR-15 tires. Not surprisingly, the Turbo is the most aggressive handler of the trio, due in large part to the wider wheels and larger tires. None of the three will be mistaken for anything but Volvos, no bad thing where a roomy sedan is concerned. Un­der way, the cars are capable and con­trolled and able to negotiate surfaces rough and smooth, straight and twisting, without incident. For the kind of high-speed, bad-weath­er driving Europeans so often encounter, the 940 sedans are more at home than most. We can think of a great many sedans that do not respond well to being put on high banking at speeds in the 110-mph range, but Volvos are not among this number. The 940s just keep whis­tling on through the wet, wipers sweep­ing the big windshield, creating their own sunshine.On a short handling course, the Turbo and the SE were the most fun, the Turbo because of its sportier tires and the SE because of its multilink rear suspension. None of the cars are neck-snappers—or head-turners for that matter—but only the GLE left us feeling the least short-changed in the power-supply category. The other sedans and the Turbo wagon bordered on being fun, which is not to damn them with faint praise . . . remember we are dealing with pillars of establishment cars here, not up­start nickel rockets.The new 940 lineup will be followed next year by a line of 960s that will be powered by Volvo’s new B-6304F 24-valve, twin-cam 2.9-liter inline-six. We drove this car also, and can say that the engine’s 204 horsepower brought the big sedan to an easy gallop with all the right sensory elements. We were also treated to a run in a 273-hp twin-turbo version of the 960, an engine that may or may not ever see production. The 960 se­ries did not come to the U.S. ahead of or with the 940 series because production had not yet reached maximum output at the engine plant where the replacement for the venerable Peugeot/Renault/Volvo V-6 is being built. The 940 series, sedan and wagons, will give Volvo a fresh set of foils with which to fend off the growing number of infidels storming the barricades of the $30,000-sedan empire. Oddly, in a world where all too many shapes are similar, Volvo’s staid styling serves to set it apart and may well contribute heavily to the Swedish automaker’s efforts to maintain the solid sales it’s seen in recent times.Arrow pointing downArrow pointing downSpecificationsSpecifications
1991 Volvo 940SEVehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICEAs Tested: $32,950
ENGINEturbocharged and intercooled SOHC inline-4, iron block and aluminum head, port fuel injectionDisplacement: 141 in3, 2316 cm3Power: 162 hp @ 4000 rpm 
TRANSMISSION4-speed automatic
DIMENSIONSWheelbase: 109.1 inLength: 191.7 inCurb Weight: 3300 lb  
EPA FUEL ECONOMYCity: 18 mpg Contributing EditorWilliam Jeanes is a former editor-in-chief and publisher of Car and Driver. He and his wife, Susan, a former art director at Car and Driver, are now living in Madison, Mississippi. More

From the February 1991 issue of Car and Driver.Mazda introduced the Protegé late in the summer of 1989, the same time the concept of “kansei engineering” and the tag line “It Just Feels Right” appeared in the company’s advertising. Rather than basking in its Miata and MPV successes, Mazda was moving and shaking, restructuring itself for more efficient decision-making. The goal was to recast its public image, from a maker of low-priced cars to a premium-quality specialty manufacturer. All of which has helped make the Protegé what it is: a slick and tidy four-door sedan that runs almost like crazy, welcomes four grown people, and looks shamelessly like a Mercedes 190. All for just a few dollars per month more than basic transportation.We previously drove this engine-chassis combination when we tested the new Escort GT (C/D, August 1990). Ford and Mazda jointly developed the Escort/323 platform, and Mazda supplies the sixteen-valve 1.8 used in both the Escort GT and the LX version of the Protegé. We liked the Escort GT, finding it quick, lively, responsive, and modern. But we did question its styling, wondering if so thoroughly improved a car should look so much like its predecessor and whether buyers in this category still appreciate the boy-racer look of aero tack-ons.More Archive Protegé ReviewsNo such misgivings apply to the Protegé. Its lines are clearly more elegant than the previous 323 sedan’s, and the finish is of a higher quality. A four-inch wheelbase extension (to 98.4) makes it markedly roomier than before and places it in the upper reaches of the class for sheer spaciousness. Obviously, Mazda is looking for an expensive-car feel to help distinguish its small sedan from the hordes of fine competitors crowding this market segment—a tactic that gives substance to Mazda’s stated intent to move its whole image a bit upmarket, thus staying in touch with the population’s baby-boom bubble as it moves into its peak-earning years. Viewed that way, the fact that the Protegé suggests a compact Mercedes (note the C-pillar area, including the back door, side glass, roofline, and fender contour) makes perfect sense. So does Mazda’s plea that the “323” designation—and its econohatch connotations—not be used in connection with the sedan. Climb into the Protegé and the im­pression of richness persists: except for a lack of polished-wood highlights (and, once under way, the lightness of the con­trols), you could almost be sitting in some scaled-down Stuttgarter. The molded plastic is all very good molded plastic, and the instrument panel’s lines and shapes, again, recall a 190- or 300-series Mercedes, in the angular hood over round dials and the horizontal band filled with rectangular vent outlets. Seeing the body contours from the driver’s seat also emphasizes an opportu­nity that the Ford guys apparently missed with the Escort: the Protegé’s lower cowl and beltline give it a much lighter, more contemporary feel. The Escort’s high windowsills seem unduly constrictive by comparison. Because we’re talking about a modern Japanese car from a major manufacturer, it almost goes without saying that the controls and switches are properly placed and satisfying to operate. Mazda has also done the right thing with steer­ing-wheel spokes and control stalks, al­lowing the former to hide the latter. How many wheels have we gripped whose spokes have been hopelessly mislocated, just so we could see switches whose oper­ation we’re going to learn by feel almost immediately anyway? We wish we could read the digital­-clock and radio-frequency readouts by feel, however, because broad daylight makes them all but invisible (the sole fail­ures of legibility in the Protegé’s other­wise excellent instrument layout). And we must also note that the seats, al­though generally well shaped and cor­rectly padded, have upper bolsters that create pressure points against some tor­sos. They are also covered with a cloth material that feels a little light-duty. “Light-duty” is definitely not a term to describe Mazda’s zesty 125-hp twin-cam engine. Though a bit clattery on start up, the 1840-cc four pulls the Protegé into motion with smooth, seamless urge. From a standing start, the light clutch en­gages positively and the tach needle then winds right around to the big numeral “7” with no obvious peaks or valleys in the torque trace. Snap the low-effort gear lever through redline upshifts and 60 mph comes and goes in 8.8 seconds. Af­ter 16.5 seconds, the car is a quarter-mile down the road, traveling 85 mph. Even­tually, it will settle into a 120-mph top speed. Even if those numbers don’t ex­actly represent stop-press headlines, they are at least the equal of the best Civ­ic’s and clearly superior to any Corolla’s. The engine’s flexibility stems in large part from its two-path intake tract, called “VISC,” for “Variable Inertia Charging System.” Intake air follows a long, curving route from the throttle to the valves, the length tuned for efficient cylinder fill­ing at moderate engine speeds. At 5500 rpm, a butterfly opens to produce a “shortcut” in the manifold, yielding the sort of high-volume, short-distance flow path that works effectively at higher rpm. And you are encouraged to make use of the entire operating range. The en­gine runs with that inviting, whip-me­-and-I’ll-rev-forever quality that makes engines of any power output delightful to work with. It gives out a nice, snarly ex­haust note when the revs are up and the pedal’s down, but it spins quite unobtru­sively the rest of the time. Our sole complaint about the powertrain concerns cradle rock: soft mounting bushings may get credit for the lack of engine harshness, but they also al­low so much wrap-up that on-off throttle action in the lower gears creates annoy­ing lurching. When it comes time to shut down the proceedings and get stopped, the Prote­gé’s brakes are up to the task. Vented discs, 10.1 inches in diameter, are fitted up front on all Protegés, and the LX (like the 4WD version) has 9.9-inch solid discs in back. (The SE uses 7.9-inch rear drums.) These brakes pull the 2550-pound car down from 70 mph in a long­ish 192 feet, but with exemplary feel and controllability. Even-shorter stopping distances may have been possible had our test car’s rear brakes not insisted on locking so readily. Variable-assist power rack-and-pinion steering helps the Protegé feel excep­tionally light and quick on its feet. But surely the principal contributor to that sensation is the suspension. Convention­al struts manage front-wheel action, but in back is Mazda’s Twin-Trapezoidal Link design: one trailing and two lateral links control the geometry of each strut, with the help of bushings that flex in carefully planned fashion. Some of the lessons learned from the second-genera­tion RX-7 suspension, which popular­ized the term “elastokinematics,” have now been incorporated to create a small degree of passive rear-wheel steering.Officially, the arrangement varies toe-in at the rear wheels in proportion to cor­nering loads. Near-zero toe-in at low lat­eral loadings is intended to enliven turn-­in response, and increasing toe-in as cornering force builds is supposed to aid stability by “steering” the heavily loaded outside rear wheel in the direction of the turn, keeping the car’s tail in line. Sounds sensible. In practice, the system has a noticeable effect, but its dynamics are a good bit more subtle and complex than the theory implies. Although the Protegé under­steers safely when cornering loads build up gently, very high speeds or sudden corner entry creates a liveliness in the tail that may or may not strike you as precisely what you want. Flick the steering wheel quickly and the outside rear wheel feels like it’s toeing out, as in the countersteer phase of active four-wheel steering. The back end leans around (though without exactly breaking loose) to immediately rotate the car onto its new heading. On playful mountain roads, we found this ersatz rear-steering quality useful. It neutralized a lot of understeer, and gave even this nose-heavy, front-drive car a surprisingly quick, lively, and neutral feel when tossed into bends with enthusiasm. And yet several staffers had moments when the little tail-wag caught them by surprise. On long freeway ramps with expansion strips or other sudden bumps, we often felt the rear of the car feint to the outside when we weren’t expecting it. Conceivably, an emergency evasive ma­neuver could give a driver just a little more to handle than they should have to worry about at such a time. The world today is awash in excellent little sedans, all of which offer—in vary­ing degrees and combinations—perfor­mance, quality, refinement, style, and value. But Mazda hopes buyers will think of the Protegé as an especially accommo­dating car that offers an unusually re­warding driving experience for $12,817.Arrow pointing downArrow pointing downSpecificationsSpecifications
1991 Mazda Protegé LXVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $11,598/$12,817Options: LX Value Package (includes air conditioning, power sunroof, and alloy wheels), $1160; floor mats, $59
ENGINEDOHC 16-valve inline-4, iron block and aluminum head, port fuel injectionDisplacement: 112 in3, 1840 cm3Power: 125 hp @ 6500 rpmTorque: 114 lb-ft @ 4500 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: control arm/strutBrakes, F/R: 10.1-in vented disc/9.9-in discTires: Bridgestone Potenza RE92P185/60HR-14
DIMENSIONS
Wheelbase: 98.4 inLength: 171.5 inWidth: 65.9 inHeight: 54.1 inPassenger Volume, F/R: 48/39 ft3Trunk Volume: 13 ft3Curb Weight: 2550 lb
C/D TEST RESULTS
60 mph: 8.8 sec1/4-Mile: 16.5 sec @ 85 mph100 mph: 27.8 secTop Gear, 30–50 mph: 12.1 secTop Gear, 50–70 mph: 13.2 secTop Speed: 120 mphBraking, 70–0 mph: 192 ftRoadholding, 300-ft Skidpad: 0.80 g 
C/D FUEL ECONOMY
Observed: 25 mpg
EPA FUEL ECONOMYCity/Highway: 25/30 mpg 
C/D TESTING EXPLAINED More

Things are heating up in the electric pickup segment. Rivian’s R1T makes for a bold initial showing from the startup manufacturer, while Ford’s F-150 Lightning is a strong counteroffensive aimed at warming up customers to the idea of a traditional full-size truck powered by electrons. General Motors, on the other hand, went full send with the outrageous GMC Hummer EV SUT, which forms the basis for the latest player on the field, the 2024 Chevrolet Silverado EV. Although the bow-tie brand has only let us drive a fleet-specific 4WT model thus far, this relatively humble work truck serves as a primer for what we can expect when the first customer models go on sale later this year. More on Silverado EVCasting the silhouette of a born-again Chevy Avalanche, the Silverado EV is a clean-sheet design that shares virtually nothing in common with existing internal-combustion Silverados. Think of it as a more palatable version of the bonkers Hummer, with the simplified 4WT model outfitted for the roughly 350 fleet customers who’ve raised their hands for highly capable, long-range electric trucks they can integrate into their job sites. For Chevrolet, the benefits of this approach include a single initial build configuration, plus valuable feedback on how its new rig handles rigorous duty cycles, or so the thinking goes. A Compelling FoundationThe 4WT is a no-frills alternative to the Silverado EV RST First Edition that Chevy will release to the public this fall. That truck’s dual-motor, all-wheel-drive powertrain will produce up to 754 horsepower and at least 785 pound-feet of torque, and it will feature standard air springs, rear-wheel steering, a removable mid-gate bed extender behind the passenger compartment, and upscale interior furnishings that better reflect its $106,895 starting price. In contrast, the dual-motor 4WT is spartan inside, rides on conventional coil springs, and does without the mid-gate and rear-steering hardware. Output comes in at a tamer 510 horses and 615 pound-feet. However, both initial Silverado EV models feature the same Ultium battery pack—a 24-module, 2923-pound behemoth—shared with the Hummer EV pickup. Based on Chevy’s claim that it has slightly improved upon the estimated 205.0 kilowatt-hours of usable capacity in the GMC’s pack, we estimate the 4WT’s battery at 215.0 kilowatt-hours—enough to earn it a 450-mile range figure from the EPA (the RST is rated for 400 miles, and a 3WT with a lesser pack and a 350-mile range launches later). It’s also enough juice to support the truck’s seven power outlets, including an array of hookups in the bed, which together provide up to 7.2 kilowatts of power to run a suite of tools and appliances—even your house for limited periods. Adding an accessory inverter increases those figures to 10 outlets and a heady 10.2 kilowatts. Unlike GMC with the Hummer, Chevy will print the Silverado’s not-great MPGe efficiency numbers (63 combined/67 city/59 highway) on its window sticker even though its weight is far above the 8500-pound GVW threshold where the company doesn’t have to.The Silverado EV employs a 400-volt architecture, but a neat trick that allows the two layers of its battery pack to switch from a parallel to series connection for fast-charging allows it to charge at 800 volts and gobble electrons at up 350 kilowatts. Chevy claims that 100 miles of range can be added in around 10 minutes. GM’s integrated charging network currently encompasses more than 130,000 locations. More will be added in the coming years as its EVs are adapted for compatibility with Tesla’s 12,000-unit network of U.S. fast chargers, with the eventual goal being GM’s full-scale switch to Tesla’s North American Charging Standard (NACS) plug. Perhaps just as important for those operating in remote areas, the Silverado EV also can be used to offload power to other EVs. ChevroletChevroletThe Silverado EV 4WT’s range, combined with an estimated 60-mph time of 5.4 seconds, is respectable considering the truck weighs around 8500 pounds—about half a ton less than the last Hummer EV pickup we tested yet still heavy enough to crush our scales, not to mention almost anything that gets in its way. But Chevy has made good use of the Silverado EV’s foundation: The 4WT is now rated to tow up to 10,000 pounds (up from Chevy’s early 8000-pound estimate) and is good to haul 1440 pounds (up from 1200) in its five-foot-11-inch cargo bed. It also can swallow several carry-on bags in its 11-cubic-foot frunk. For a rough comparison, Ford’s significantly lighter F-150 Lightning (by more than 1600 pounds) tops out at 320 miles of range, while its towing and hauling maximums stand at 10,000 and 2235 pounds, respectively. Form and FunctionAs a full-size truck, the 4WT EV is only marginally more massive than a conventional half-ton, crew-cab, short-bed Silverado. At 81.6 inches wide, it’s 5.1 inches narrower than the Hummer EV pickup, yet its 233.1-inch length stretches 16.3 inches longer. While the RST First Edition will sit on flashy 24-inch wheels, the 4WT trucks we drove had 18-inchers wrapped with LT265/70R-18 Bridgestone Alenza A/S 02 all-season tires. The EV’s futuristic design contributes to a slippery drag coefficient of 0.33, making it the most aerodynamic GM truck extant, but there’s no mistaking this rig for anything but a Silverado. Step inside the 4WT with its low door sills and flat, rubber-covered floor, and you’re greeted by a sea of dark, grained plastic that’s rather depressing considering this model’s $79,800 starting price (excluding the available $7500 tax credit). But durability and ease of cleaning are the goals here, as no work truck leads a glamorous life. A simple-to-read 8.0-inch digital instrument cluster is standard, as is an 11.0-inch center touchscreen that frustratingly incorporates the headlight controls and the settings for the truck’s regenerative braking, which range from a little to full one-pedal operation. Thankfully, a row of simple climate-control buttons and dials sit below it. The column-mounted shifter frees up space in the center console for spacious storage cubbies, including a seven-gallon main compartment. It’s the rear of the Silverado EV’s cabin that benefits the most from the truck’s cab-forward design and Chevy’s resulting decision to scoot the front seats forward. Stretch-out space in back is limousine-like, with the EV’s 44.3 inches of legroom extending about an inch farther than a regular Silverado crew cab’s. The rear seatbacks fold up to reveal additional storage. If this were a fancier model with the mid-gate feature, the rear bench could be folded down into the floor, effectively lengthening the cargo hold to a little over nine feet. A Refined WorkhorseCurrent GM truck owners will quickly acclimate to piloting the electrified Silverado. The 4WT moves along with the quiet refinement expected of an EV, with a synthesized hum playing through its stereo speakers only under hard acceleration. It feels as quick as any Silverado we’ve driven, with a responsiveness that makes short work of passing maneuvers on country roads. Even when hooked to a 9000-pound construction trailer, the truck shrugs off the extra weight like a diesel-powered heavy-duty pickup. Activating Tow/Haul mode revises the programming of the EV’s powertrain for maximum performance, while the strength of its regenerative-braking system meant we barely needed to use its friction brakes when bringing the almost fully loaded truck to a stop on flat ground. Aided by independent front and rear suspensions, plus a lower center of gravity compared to an internal-combustion Silverado, the 4WT’s driving experience is defined by its sorted composure. Say goodbye to the regular Silverado’s bump-induced wheel chatter from a primitive solid rear axle, and general maneuverability is quite good even without the help of rear-wheel steering. Though its soft suspension tuning and considerable body roll in corners keep you aware of its sheer size and mass, the Silverado’s steering is reasonably precise for a big truck, and its brake pedal is reassuringly firm. Add in the smoothness of the electric powertrain, and we often found ourselves traveling at higher speeds than we intended. Of course, the Silverado EV does have a few caveats: Working it hard will drastically reduce its range, and fully replenishing such a massive battery will require lengthy pit stops even at fast-chargers. For Level 2 charging, the Silverado can manage only 11.5 kilowatts rather than the 19.2 kilowatts available on the Hummer, which means a full charge will take more than 20 hours as opposed to just over 12. Also, Joe consumer can’t buy one yet. But the 4WT model is an impressive workhorse for fleet operators willing to pay the price for early adoption—and it’s an exciting teaser for what’s to come. Along with the RST, additional Silverado EV variants will join the lineup over the next 18 months, including an off-road-oriented Trail Boss trim with a lifted suspension, as well as shorter-range models with more approachable prices. Ram’s electric 1500 REV pickup also should hit the streets in that timeframe, at which point this bourgeoning segment will be ripe for its first proper comparison test. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Chevrolet Silverado EV 4WTVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base: $79,800
POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 510 hpCombined Torque: 615 lb-ftBattery Pack: liquid-cooled lithium-ion, 215.0 kWhOnboard Charger: 11.5 kWPeak DC Fast-Charge Rate: 350 kWTransmissions: direct-drive
DIMENSIONS
Wheelbase: 145.7 inLength: 233.1 inWidth: 81.6 inHeight: 78.0 inPassenger Volume, F/R: 71/65 ft3Front-Trunk Volume: 11 ft3Curb Weight (C/D est): 8500 lb
PERFORMANCE (C/D EST)
60 mph: 5.4 sec100 mph: 10.8 sec1/4-Mile: 13.9 secTop Speed: 110 mph
EPA FUEL ECONOMY
Combined/City/Highway: 63/67/59 MPGeRange: 450 miTechnical EditorMike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver’s reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines. More