2023 Nissan Z Base Price
We already know "David," which is what Koneigsegg has named the its in-house EV inverter design featured on the Gemera. "David" can convert up to 750 kW of power from 850 volts of direct current flowing from the batteries into alternating current that can power the car's motors. The news today is that Koenigsegg has a name for the power unit that will feature this inverter, and plans sell its innovative in-house components in a new and incredibly powerful package.A single Koenigsegg Quark motor produces 250 kW, or 335 hp, and 443 lb-ft of torque at its peak output, and weighs just 63 pounds.The newly announced "Terrier" power unit features two of these Quark motors packaged around the fancy David inverter. The result is a plug-and-play EV power unit that puts out 670 hp and weighs less than 200 pounds, and also offers cross-axle torque vectoring performance. The output shafts are equipped with planetary gear sets, and the unit can be even mounted directly to a vehicle chassis—no subframe required. Koenigsegg believes there are extensive applications for the compact, high-power unit, including boats and aviation, where it could replace high-revving engines that normally require additional gearing, providing a lighter and less complex solution.On the hybrid Gemera, which features a battery pack powering three Quark motors linked up with a three-cylinder internal combustion engine, the goal was smooth and seamless acceleration with no power loss. Koenigsegg's name for the optimized power and torque map it has programmed into its Quark motors to achieve this is "Raxial Flux," which sounds fancy and has something to do with how the network of motor components in the motor interact.Today's electric motors are typically split between two different conceptual designs. Radial flux motors are power dense with a magnetic field radiating perpendicular to the axis of rotation, commonly packaged as a pancake or hub motor. Axial flux motors are currently more common, and barrel-shaped with a magnetic field radiating parallel to the axis of motion. Our E-motors 101 piece goes into more detail on how it works. Koenigsegg's new "Raxial Flux" have seemingly engineered a motor capable of both typical characteristics for optimized motor performance.While we wait for more details on the layout of the Quark motor, we posit it likely has its permanent magnets arrayed in a manner that can be energized either axially or radially, and that there are electric stator winding phases located both radially and axially, and energized independently under whatever conditions are optimal for each design's power and torque delivery. Essentially, Koenigsegg smashed both layouts together and designed programming to make it work.What you really need to know is that it means "optimal" power delivery from the motor, and doesn't need a transmission or step gears because "the RPM of the motor is right from the get-go," according to CEO Christian von Koenigsegg.Peak torque and power from the electric motors is reached 20 seconds into acceleration, and then the motors drop to nominal output. At this point, the 600-hp three-cylinder gas engine carries the car to top speed.
aston-martin dbx Full OverviewMeet the 2023 Aston Martin DBX707, the world's fastest, most powerful gas-fed SUV. What you need to know up front is that when Tobias Moers left AMG to take the top job at Aston, he almost immediately set the company's sights on Lamborghini. Not, as you might expect, by announcing a new supercar. No, Moers instead figured Lamborghini's first ever SUV, the Urus, presented a juicier target.Moers had liked what he'd seen of Aston's own SUV debutante, the DBX, during his due diligence prior to making the jump from AMG. The DBX's fundamentals were good, he thought—all it needed were some powertrain and suspension upgrades, plus a couple of other changes, and Lamborghini's snarling, extrovert Urus could be knocked from its perch as the world's fastest, most powerful SUV.The suffix in "DBX707" refers to the number of European ponies under the shapely Aston's hood. In America, that's 697 hp, 56 more horses than the Urus musters. (Though shy of the Dodge Durango SRT Hellcat's 707 hp, remember: That SUV was a one-and-done 2021 model that lacks a 2022-or-beyond followup. Also, we specify "gas-fed" because Tesla's Model X Plaid and Rivian's upcoming R1S pack much more hp.) And Aston Martin claims this DBX707 has a top speed of 193 mph, making it 4 mph faster than the Urus (and far faster than a Model X Plaid, which tops out at 163) at full throttle on an empty autobahn. Take that, Lamborghini.With its 697 hp and 664 lb-ft of torque, the 2023 Aston Martin DBX707 packs a significantly bigger punch than the regular DBX. The extra power and performance come courtesy of a revised spec of the M177 4.0-liter V-8 used in the exhilaratingly rapid Mercedes-AMG GT 63 S 4-Door Coupé. The GT 63 S version of the engine, which has twin-scroll ball-bearing turbochargers for faster response, makes "only" 630 hp, but its torque output is identical.The Aston Martin DBX707 engine drives through the same Speedshift MCT wet-clutch nine-speed automatic transmission used in high-power, high-torque Mercedes-AMG cars. The transmission includes a Sport+ mode with launch control and a full manual control mode. A new e-diff has been fitted to the rear axle to handle the high torque loads and deliver a quicker locking rate. The final drive ratio is shortened by 7 percent compared with the regular DBX to help get the DBX707 to 60 mph in less than 3.5 seconds.Suspension upgrades include compression and rebound damping that is increased by 20 percent and 10 percent, respectively, on the front shocks, and 15 percent and 5 percent on the rears. The electronic active roll system is recalibrated to deliver 50 percent more torque on low body motions, and the roll control is now more rear-biased at higher cornering speeds to reduce understeer.To ensure the stiffer suspension works effectively, the stiffness of the front shock top mounts is upped by 55 percent with the addition of a cross brace, and the front control arms are fitted with hydraulic bushings to improve ride comfort and bump isolation without compromising dynamic performance. A 0.16-inch-thick underbody panel improves torsional stiffness by 1.3 percent for better steering response and impact control.As you'd expect in a 5,000-pound-plus SUV capable of 193 mph, the standard brake setup features carbon-ceramic rotors: 16.1-inch units clamped by six-piston calipers up front, 15.0-inch items at the rear. Standard wheels measure 22 inches and are shod with Pirelli P Zero tires. You can order all-season tires if you want, but that means the Aston Martin DBX707's stop speed is restricted to a mere 186 mph. Exclusive to the DBX707 is a new and optional 23-inch wheel, though you can't get all-season tires for it.Grafting iconic sports car graphics onto a big two-box SUV is a challenge—just ask Lamborghini—but Aston Martin chief creative officer Marek Reichmann's team of designers has, by and large, succeeded in making the regular DBX look as glamorous as the rest of the Aston Martin family.The new DBX707 adds muscle to the glamour. The roof spoiler is bigger. A new front fascia features a bolder grille, larger cooling intakes for the brakes, and a more aggressive front splitter. The rear fascia is new, too, with quarter-panel vents integrated into the bumper, and a large diffuser underneath flanked on either side by dual exhaust outlets. The sportier styling details don't compromise practicality, though: Front and rear departure angles remain the same as the standard DBX, and the 707 can be ordered in Europe with a retractable tow hitch.Inside, the 2023 Aston Martin DBX707 can be had with either sport or comfort front seats, the former offered with a unique herringbone perforation pattern on the backrest and squab. A vertically mounted rotary controller is added to the center console to allow rapid selection of drive modes.The 2023 Aston Martin DBX707 is expected to arrive in the U.S. in the middle of 2022, with prices starting from $235,086.Looks good! More details?2023 Aston Martin DBX707 Specifications BASE PRICE $235,086 LAYOUT front-engine, AWD, 4-door, 5-passenger, SUV ENGINE 4.0L/697-hp/664-lb-ft twin-turbo direct-injected DOHC 32-valve V-8 TRANSMISSION 9-speed automatic CURB WEIGHT 5,000 lb WHEELBASE 120.5 in L x W x H 198.4 x 78.7 x 66.1 in 0-60 MPH 3.4 sec (MT est) EPA FUEL ECON (CITY/HWY/COMB) 14/20/16 mpg (est) EPA RANGE (COMB) 360 miles (est) ON SALE Summer 2020 Show All
toyota tundra Full OverviewToyota has been making hybrids for well over 20 years, but the all-new 2022 Toyota Tundra's i-Force Max hybrid powertrain is something new, at least for Toyota. While Toyota's other hybrids (most notably the Prius) use a parallel system (where a gasoline engine and two electric motor-generators connect to a planetary gearset transmission), the i-Force Max—which will also serve as the sole powertrain for the upcoming 2023 Sequoia—is a series system, sandwiching a 48-hp electric motor between a 3.4-liter twin-turbo V-6 and a traditional 10-speed automatic transmission.Toyota: Pickups Need Their Own Hybrid SystemWhy the change? According to Toyota, one limitation of the parallel approach is that it cannot deliver continuous maximum torque to the ground because the engine must always route some of its power to a motor-generator that is not directly connected to the wheels. The series system allows both gasoline engine and electric motor to dump 100 percent of their available torque into the driveline simultaneously, and torque is what pickup trucks need. A clutch between the gasoline engine and the electric motor allows the Tundra hybrid to move on battery power alone, but it does so only at slow speeds and light throttle application.Total system output for the i-Force Max is 437 horsepower and 583 lb-ft of torque, an increase of 48 horses and 104 lb-ft over the non-hybrid Tundra. EPA fuel economy estimates aren't finalized, but Toyota's tests show an increase of 2 mpg in both city and combined cycles, with highway mpg unchanged. Raw numbers: 20/24/22 mpg city/highway/combined for the 4x2 hybrid, 19/22/21 for the 4x4 hybrid, and 19/21/20 for the 4x4 TRD Pro model. Unfortunately for Toyota, those numbers trail the hybrid version of the Ford F-150; the F-150 PowerBoost boasts 25- and 23-mpg combined estimates for 4x2 and 4x4 models, respectively.Speaking of the Ford F-150 PowerBoost, Tundra shoppers hoping for a mobile power station like Ford's ProPower system are out of luck. Hybrid Tundras have the same 120-volt, 400-watt outlets as non-hybrid versions, but nothing like Ford's optional 240-volt, 7,200-watt system. Toyota said it didn't think it was something customers were clamoring for. There is no way it missed the news stories about Texans using F-150s to heat their homes during last winter's freeze-induced power outage, a situation with a possible repeat one year later as a winter storm descends on the state this week. Toyota is based in Texas, and some of its employees surely experienced last year's winterpocalypse first hand. Let's hope the power grid holds up this time.Tundra i-Force Max Hybrid: Impressive RefinementWe sampled various Tundra hybrid models, and what impressed us most was the i-Force Max's refinement. Keep in mind what a massive change this is for Toyota: The engineers effectively turned their backs on two decades of parallel hybrid development and did something completely new, yet the i-Force Max system is every bit as smooth and seamless as any other Toyota hybrid.Under very light throttle, we occasionally noticed a slight bump as the clutch between the engine and motor closed. Decoupling is seamless; like most hybrids, the Tundra shuts its gas engine off early as you coast to a stop, and the only indication we had that the engine had dropped out was the hybrid chiming—a sound many electrified vehicles play to alert the sight-impaired of their silent approach. Speaking of sound, the hybrid Tundra uses the same piped-in engine soundtrack as the gas truck, boosting our impression that this is one of the most non-hybrid-like hybrids we've driven. Someone who wasn't clued in might well think they were driving a Tundra with a conventional V-8.Toyota's engineers told us their goal for the hybrid system was to create a diesel-like torque curve with strong low-end power. The electric- and turbo-boost gauges—Toyota didn't fit the Tundra with a traditional power flow gauge, which is too bad—shows that the i-Force Max's electric motor primarily works at low speeds and low rpm, filling in the gap between the driver hitting the accelerator and the turbos building boost. The motor also helps out under sudden full-throttle demands—goosing the accelerator to pass, for example—providing a jolt of juice until the turbos spin up. The motor's job is effectively to eliminate turbo lag, which isn't much of an issue in the Tundra to begin with, and once the turbochargers are doing their thing, the electric motor stays mostly dormant. Because the motor is positioned ahead of the transmission, i-Force Max fills in torque dips while the transmission shifts, but Toyota's 10-speed snaps to attention nicely, and it's certainly smoother than the Ford hybrid's 10-speed.Hybrid Delivers What We Expected When Towing, But Not Off-RoadingWe towed a 4,500-pound Airstream travel trailer with a hybrid Tundra, and the electric boost allowed us to move off smartly—a notable change from the non-hybrid Tundra, which needs a lot of revs to get a trailer into motion. Hybrid-equipped Tundras tow slightly more than their non-hybrid counterparts, with tow capacity ranging from 10,340 pounds for the 4x4 Capstone to 11,450 for the Limited 4x2 model with a crew cab and short bed. However, the towing champ in the Tundra lineup is still the lightweight non-hybrid SR5 model, which can pull up to 12,000 pounds.We took a Tundra TRD Pro (it's exclusively a hybrid) on a fairly challenging off-road course and were surprised at how little the hybrid powertrain came into play. Our cross-country trip in the Rivian R1T and our time with the Jeep Wrangler 4xe has made us fans of electric off-roading, but when we shifted the transfer case of the Tundra TRD Pro to 4-Low range, the gas engine started and stayed running for the length of the trail, and we were unable to detect the hybrid system offering assistance as we crawled through the dirt and mud. We asked Toyota's engineers why there's no silent electric off-roading option, and they cited the clutch between the engine and motor. Connecting and disconnecting the engine and motor would cause a jerk, the antitheses of the smooth throttle modulation that off-roading requires. They assured us the motor can help out if you open the accelerator climbing a grade or crossing a bog.The Tundra i-Force Hybrid LineupToyota is offering the i-Force Max hybrid powertrain as standard for the TRD Pro and new top-of-the-line Capstone models. It's optional in the Limited, Platinum, and 1794 Edition trims, but not the basic SR and SR5. All Tundra hybrids have crew cabs—the battery lives under the rear seat—but buyers can choose from 5.5-foot-bed, short-wheelbase or 6.5-foot-bed, long-wheelbase variations. The price premium for the i-Force Max hybrid is $3,400 in all models, so the range spans from $53,995 for the short-box 4x2 Limited to $66,115 for the long-box 4x4 1794 Edition. The hybrid-only TRD Pro lists for $68,500, while the Capstone goes for $75,225; both are available exclusively as four-wheel-drive, short-wheelbase, short-bed models.Speaking of the Tundra Capstone, we got our first drive in this high-zoot competitor to the Ford F-150 Limited, Chevrolet Silverado High Country, GMC Sierra Denali, and Ram 1500 Limited. What sets the Capstone apart from other Tundras? Outside, it gets extra chrome for the grille (at first glance, it isn't all that easy to distinguish from the Platinum and 1794 models) and big, shiny 22-inch wheels, along with Capstone lettering on the door. Inside you'll find two-tone black-and-white leather of the same type used in the Lexus LS, open-pore wood, ambient lighting, and a high level of standard equipment—every available feature in the Tundra comes standard except for towing mirrors, adaptive air suspension, air springs, and a head-up display, which are optional.Although we like the idea of a high-end Tundra, we have to wonder whether any of the Capstone designers has ever owned a pickup truck. The two-tone interior looks beautiful, and the soft leather on the steering wheel feels great under our palms. But white leather on the armrests, steering wheel, and dashboard? On a pickup? Someone didn't think that one through, unless Toyota plans to add a built-in sink to wash your hands after hooking up a trailer or loading the bed with fill dirt. And those 22-inch wheels might look nice, but they take the Tundra's lumpy ride, which already deteriorates quickly on bad pavement, and make it even worse. (And yes, we tried the adjustable suspension's Comfort and Sport modes; we think they should be labeled "uncomfortable" and "just a smidgeon more uncomfortable. ") A $75,000 truck with a dirt-magnet interior and a dreadful ride? We'll take a pass.But the rest of the hybrid lineup? Yes, we like it. Much as Toyota might want us to believe otherwise, an electrified pickup like the Tundra i-Force Max is a world away from a true electric pickup like our Truck of the Year-winning Rivian R1T, the Chevrolet Silverado EV, the Ford F-150 Lightning, or the GMC Hummer EV. But a well-built, refined truck that uses less fuel and does a better job at towing and hauling—and one that imposes no penalty from its drivers save a slightly higher price? That seems like a sensible proposition to us.Looks good! More details?2022 Toyota Tundra i-Force Max Hybrid Specifications BASE PRICE $53,995-$75,225 LAYOUT Front-engine, RWD/4WD, 5-pass, 4-door truck ENGINE 3.4L/389-hp/479-lb-ft twin-turbo port- and direct-injected DOHC 24-valve V-6, plus 48-hp/184-lb-ft electric motor; 437 hp/583 lb-ft comb TRANSMISSION 10-speed auto CURB WEIGHT 5,700-6,200 lb (mfr) WHEELBASE 145.7-157.7 in L x W x H 233.6-245.6 x 80.2-81.6 x 77.5-78.0 in 0-60 MPH 5.8-6.3 sec (MT est) EPA FUEL ECON 19-20/21-24/20-22 mpg (est) EPA RANGE, COMB 644-708 miles ON SALE Spring 2022 Show All
kia ev6 Full OverviewAround 2012 a certain upstart electric automaker out of California you might have heard of really started to show car buyers the myriad perks of engineless driving. Kia says its top brass took notice, foresaw change, and that same year commanded its ranks to pivot toward electrification. Initial products of that effort, the Niro and Soul EVs, highlighted the challenges of creating electric cars with fewer compromises than compelling factors. Neither left Tesla looking over its shoulder for Kia, but neither did Kia give up trying to create a standout EV. The EV6 is the result of that decade-long push.Launching alongside the Hyundai Ioniq 5 and Genesis GV60—all three share the Electric-Global Modular Platform, E-GMP, set to underpin numerous upcoming HMG products—the EV6 does what earlier electric Kias could not: It appeals on multiple levels, among them style, practicality, technology, and performance.EV-SixyKicking off with the style aspect, there is the EV6's category-defying form, made possible by its not-based-on-a-gas-car, clean-sheet design. At 184.3 inches, this dedicated electric is less than 1.0 inch longer than the 2023 Kia Sportage compact crossover. Yet the EV6's wheelbase spans 114.2 inches, identical to that of our 2020 SUV of the Year winner, the one-size-up three-row Telluride. At 74.0 inches wide, it's almost a half an inch broader than the largish Kia Stinger. The 6.1 inches of ground clearance is slightly less than offered by the subcompact Soul, backing up the visual impression of lowness. A Volkswagen ID4 or Ford Mustang Mach-E stand at least 3.0 inches above the 60.8-inch-tall EV6; its Hyundai Ioniq 5 platform-mate is more than 2.0 inches taller.Dramatic proportions complement the dramatic sheetmetal. Fiercely squinting headlights capture attention at the front, notably free of the "tiger nose" grille providing familial recognition between combustion-powered Kia vehicles. Behind those, the absence of an engine allows the hood to be almost impossibly compressed; this clamshell stamping cleanly integrates shutlines with the top of the headlights and wheel arches. The sharp rake of the A-pillar is mirrored by the rear windshield—elements in particular that keep the EV6 from being lumped in with conventional SUVs, and rather, impart it with a sporty, sleek wagonoid presence.Within that long wheelbase are E-GMP's batteries, offered in 58.0-kWh standard-range or 77.4-kWh long-range capacities. The standard pack is single-motor/rear-drive only, and dual-motor/all-wheel drive is available with the big battery. EPA-certified range for the EV6 is as low as 232 miles with the standard battery and as high as 310 miles on the big-battery, rear-drive model, while the big-battery, all-wheel-drive setup falls in between with 274 miles on a charge. It is one of today's most efficient EVs.E-GMP's 800-volt charging capacity means that a 350-kW DC fast charger can jump the battery from 10 to 80 percent in less than 20 minutes—very quick. The Ioniq 5 and GV60 share these capabilities, though the Genesis is offered exclusively with the 77.4-kWh battery.The wheels aren't all that the battery can power. Its available vehicle-to-load (V2L) functionality allows external electric devices to plug in, creating the potential to run accessories anywhere the EV6 can travel. That load can even go to a different electric vehicle in need of juice. Or it can be used to make actual juice; we witnessed V2L firsthand as a blender plugged into an EV6 puréed a tasty tomato soup during our drive's lunch stop.How Does It Drive?Kia invited us to drive the EV6 through hills and valleys in Northern California's Sonoma, Lake, and Mendocino counties. The verdant scenery is fine, but the area's incredibly technical and sinuous roads are better.Having already sampled the standard-battery, rear-drive EV6 overseas, we focused our drive time on the big-battery, all-wheel-drive version of the EV6. Its 320 hp and 446 lb-ft of torque is delivered smoothly, linearly, and immediately—not so different from other similarly powerful EVs, but still thrilling. The EV6 rapidly reaches any speed within the range of posted limits; Kia estimates a 5.1-second 0-60-mph time, likely conservative given the 4.4-second sprint our test team recorded from an equally powerful Ioniq 5.The accelerator pedal's directness makes shifting the car's balance intuitive. It is easy to get the EV6 to squat down on its rear tires and leap out of corners. Toggling through Eco, Normal, Sport, and Snow drive modes changes the pedal's responses, from intentionally lazy in Eco to almost alarmingly aggressive in Sport. Those modes also change the torque balance between the front and rear drive motors, minimizing the front's involvement in Eco to maximize range and adjusting the split dynamically in Sport to optimize traction.Don't mistake those paddles on the steering wheel for shifters—they're toggles that allow the driver to choose the level of regenerative braking. The driver can completely switch off the regenerative effect (like engine braking), allowing the EV6 to keep momentum when the accelerator is lifted. When fully armed, the regenerative function allows for one-pedal driving—which Kia calls I-Pedal—by slowing the vehicle strongly, even on downhill gradients. In I-Pedal or any of the three levels below it, the driver can choose their desired braking effect while putting charge back into the battery.These options proved useful on varied roads. On straight, flat sections where a consistent speed should be maintained, we'd switch regen off to ease coasting. If the road turned downhill, we'd tap to a higher setting to keep speed from building and recharge. On twisty sections we'd alter the settings depending on the corner ahead, similar to dropping gears in a combustion car for engine braking. Through town, I-Pedal made it easy to keep with traffic and avoid the friction brakes. When we did press the brake pedal, transitions between regen and friction were typically imperceptible. There's also a Sport mode for that pedal, which firms it up and shortens its travel slightly.An Electric Carving KnifeAs we discovered in our earlier drive, ex-BMW engineer Albert Biermann's tuning acumen is evident in the EV6's handling. (The former BMW M boss took charge of Hyundai Motor Group's R&D department in 2018, and although he recently retired from that post, his legacy is sealed in the EV6's E-GMP platform; Kia calls it Biermann's capstone project.) The steering's quick ratio and relatively light effort make the vehicle easy to place on a road, especially given its width and wheelbase. How the steering and powertrain interact makes the EV6 feel pointy, engaging.Yet its claimed curb weight of 4,661 pounds is obvious. Like with other EVs packing an underfloor battery, the center of gravity is low, which minimizes body roll. Yet a feeling of inertia, of the car's weight straining against its tires, is a factor in any fast bend. The GT-Line examples we drove have no chassis changes over the lower Light or Wind trims, but their 235/45R20 tires give a clearer picture of available grip.Again that weight is felt in how the EV6 handles undulations, but its body motions are predictable and adeptly controlled. Ultimately, the EV6 comported itself enjoyably on the truly demanding roads Kia plotted for our drive route—and the dual-motor version we zeroed in on here helps offset that heft when punching out of corners. The Kia seems accurately positioned as a sporty counterpart to the Ioniq 5, while the upcoming Genesis GV60 should feel more luxurious.… And a Comfortable CruiserIn terms of highway cruising, the EV6 is one of the most relaxing vehicles we've sampled as of late. At such speeds it feels eminently settled and smooth. Wind noise is hardly intrusive, though it is noticeable only due to the absence of other mechanical sounds. The latest version of Kia's Highway Drive Assist, which we've found useful and effective in other contemporary Kias, makes things even easier for those willing to give up steering and accelerator control to a computer on the freeway.Although the sections of Highway 101 we traveled are coated in ultra-smooth pavement, most of the rest of the drive route's roads were not. Unlike our experience in the Ioniq 5, we felt textures and imperfections through the EV6's suspension and steering wheel, though it comes off more as a feeling of connection than harshness. Impacts are felt but comfortably rounded off. Genesis may opt for a plusher tune in its interpretation of E-GMP, but Kia's rendition balances ride and handling impressively.Sustainable, Autonomous, and Sporty?The EV6 is the tip of the brand's electric spear. Kia is readying a diverse range of electrified vehicles, and it plans to invest $25 billion into 11 new global EVs by 2026. Sustainability will be a focus, and to that end the EV6's interior contains the equivalent of approximately 100 beverage bottles' worth of recycled plastic, as well as vegan leather upholstery. But the brand admits that it still has things to learn in making its battery sourcing and manufacturing processes greener end to end.Autonomy is the buzzword of the day, yet it's intriguing how Kia has delivered such a driver-focused vehicle while touting its goals in this area. The brand assures us that self-driving cars won't dominate its lineup. Drivers who enjoy driving will still have options—to be sure, they have one now in the 2022 Kia EV6—but inevitably future electric Kias will push harder on supported-driving technologies. Until that day, the EV6 will shine not for its futuristic tech but rather for its delightful dynamic characteristics and, get this, its affordability. The EV SUV starts at under $35,000—kind of—and is available for sale in Kia dealerships in all 50 states.Looks good! More details?2022 Kia EV6 BASE PRICE $42,115-$57,115 VEHICLE LAYOUT Front- and rear-motor, RWD/AWD, 5-pass, 4-door SUV MOTORS 168-hp/258-lb-ft AC permanent-magnet electric; 225-hp/258-lb-ft AC permanent-magnet electric; 99-hp/188-lb-ft front and 225-hp/258-lb-ft rear AC permanent-magnet electric, 320-hp/446-lb-ft comb TRANSMISSIONS 1-speed automatic CURB WEIGHT 4,000-4,700 lb (mfr) WHEELBASE 114.2 in LENGTH X WIDTH X HEIGHT 184.3 x 74.0 x 60.8 in 0-60 MPH 5.1-8.0 sec (mfr est) EPA CITY/HWY/COMB FUEL ECON 116-136/94-101/105-117 mpg-e ENERGY CONSUMPTION, CITY/HWY 29-31/25-33 kWh/100 miles CO2 EMISSIONS, COMB 0.00 lb/mile (at vehicle) ON SALE IN U.S. Now Show All
You laughed at us when we first imagined the Apple Car in 2016. "It's too podlike and not exciting enough to wear the Apple moniker," you complained.Look who's laughing now. The pod, for better or worse, is the future of automotive design. Just peek at the likes of the Canoo Lifestyle Vehicle or the Cruise Origin or the Amazon-backed Zoox, each of which essentially is a stylized passenger cell.The reasoning is simple: simplification. With compact electric motors instead of bulky internal combustion engines and no need for steering columns or gas and brake pedals, our projected autonomous future strips down the automobile to its most basic elements, a concept Apple has for decades applied to everything from cell phones to wristwatches.That said, pods need not look boring, which is why we went back to the drawing board and reimagined the Apple Car. Or should we say, cars.The Apple TouchIt may pain Apple fans to read this, but the company rarely creates truly original pieces of hardware. Its products instead tend to improve on existing concepts. For instance, Apple's earliest personal computers—the more rudimentary Apple I of 1976 and the more familiar-looking Apple II of 1977—were beaten to market by the likes of the Altair 8800 in 1975. Likewise, the first MP3 players and smartphones, the MPman F10 of 1998 and the IBM Simon Personal Communicator of 1994, went on sale years before Apple revealed the iPod (2001) and iPhone (2007).This is no knock against Apple's hardware, which with exceptions such as the Apple III is generally competent in its own right, but rather a commendation on the software environment the company created over the years. Credit the late Steve Jobs' decision to forgo licensing Apple's operating system to other hardware manufacturers, a strategy the company tried briefly in the mid-1990s during the reign of then-CEO Michael Spindler. (Jobs ended this process upon his return to Apple.)By maintaining integration between Apple's software and hardware, the company could "take responsibility for the user experience from end to end," as Walter Isaacson wrote in his 2011 book, Steve Jobs. Following Jobs' death in October 2011, Apple's current CEO, Tim Cook, regularly espouses the same beliefs."We love to integrate hardware, software, and services and find the intersection points of those because we think that's where the magic occurs … and we love to own the primary technology that's around that," Cook told Kara Swisher of The New York Times in response to a question regarding Apple's automotive ambitions.Recent Apple hires provide evidence the company continues to toy with the idea of fully developing its own car. The man said to be heading the program? Kevin Lynch, the executive responsible for turning the Apple Watch into one of the Cupertino, California, tech giant's core products. Lynch is much more a software developer than an automotive or autonomy engineer, but worry not.Over the past few years, Apple successfully recruited automotive industry talent such as Ulrich Kranz, former CEO of Canoo and former head of BMW's i division; Michael Schwekutsch, who previously served as Tesla's vice president of engineering; and Anton Uselmann, an engineer whose résumé includes stints at Mercedes-AMG and Porsche.Given Apple's nearly $2.9 trillion market cap (as of this writing), the company certainly has the means to develop and produce its own car. Nevertheless, developing and building an automobile is not the same as developing and building personal electronic devices such as computers, tablets, and smartphones. Or vacuums, as Dyson discovered when it attempted to mass produce its own electric vehicle.As company founder James Dyson revealed in his 2021 memoir, Invention: A Life, the company invested $700 million into its stillborn EV project, which it ultimately abandoned. Blame the various costs associated with the production and storage of a "relatively low-volume" vehicle Dyson intended to sell directly to consumers."[W]e would have [had] to sell the car at $210,000," Dyson wrote. "There are not many people who will buy a car at [that] price."The Apple Car(share) ProgramRumors persist that Apple plans to partner with an established automobile manufacturer to build its vehicle. Such a move may help Apple keep the per-unit costs reasonably low. How such a business relationship may affect Apple Car consumers is a different story.Although it's possible Apple decides to sell vehicles directly to the public, we hear it may ultimately pursue a car- or ride-share model, wherein Apple owns the vehicles and consumers pay to use them, à la Zipcar, with an autonomous twist. In this sense, then, Apple's model for its car program may more closely mirror Cruise's or Waymo's, wherein a user schedules one of Apple's autonomous electric vehicles to take them from Point A to Point B.We foresee riders being able to schedule recurring rides, too; just imagine an Apple Car showing up outside your door Monday-Friday to waft you off to work or shuttle the kids to school. If Apple goes this route, the company will likely—initially, at least—limit its vehicles' use to metropolitan areas where lower speeds and streets laid out in predictable grid patterns are the norms.Admittedly, we're working here with an assortment of crumbs we've gathered from sources and publicized leaks to come to this conclusion. Apple's car plans could take an entirely different route from what we're hypothesizing, or perhaps Cook and company will scrap the program altogether.Nonetheless, an autonomous car-sharing service seems the most sensible way for Apple to enter the automotive space. After all, there's a reason Alphabet created Waymo and why General Motors and Honda, not to mention others, invested in Cruise.Much like Apple's electronic devices, the company's potential crop of autonomous vehicles will likely rely on clean design, user-friendly ergonomics, and easy integration with Apple's various products to create a user experience distinct from those of competitors—and we think the company's CarPlay interface may play a key role.The Apple CarPlay PushToday, CarPlay largely serves to display and control Apple devices running certain iterations of the brand's mobile operating system, but tomorrow, CarPlay could effectively replace the native infotainment systems now used by automakers.Per a Bloomberg report, Apple is looking to take CarPlay to the next level as part of a project the company's working on, dubbed "IronHeart." If successful, IronHeart will reportedly give CarPlay access to control various vehicle settings, including the host car's climate, seat, and audio selections.Apple will likely struggle to convince automakers to let CarPlay control such features, but consumer demand for a more fluid experience between their personal vehicles and mobile devices could ultimately force carmakers to play ball. Little is known about the IronHeart project to those outside of Apple (and likely to many of those within Apple, as well). There's even a chance Apple has already scrapped IronHeart—assuming the project ever truly existed at all.Yet it makes sense for Apple to invest in a project such as IronHeart, if only to give drivers a more standardized user experience between the mobile devices they use and the cars they pilot. Cynics are sure to view IronHeart in a darker light as a way for Apple to collect pertinent information to use in the development of its own vehicle.This may be the case. Still, if our hunch is correct and Apple's car program takes on the form of a car-share service, then we think the company's intentions are far less nefarious. Rather, we wager Apple's goal for IronHeart is to turn CarPlay into a portable profile, allowing its autonomous cars to preemptively adjust comfort and convenience features to the individual preferences of a given passenger.The Apple Car ExperienceImagine the entirely possible future where, with few exceptions, private vehicles are banned from major metro areas such as San Francisco, New York City, and Chicago. Sure, you can take public transportation into the city, but you better hope your destination is located close to a train or bus stop.Alternatively, you can drive your personal car to an Apple Car pickup point located just outside the city. Once parked, the Apple Car you scheduled via your smartphone's app will whisk you away to your specific metropolitan destination with no driving required.An array of vehicle-mounted cameras and lidar sensors work with Apple's Maps app, which includes high-precision mapping of specific metropolitan areas, to help Apple's fleet of cars safely react to unforeseen obstacles, such as pedestrians and road debris. Additional peace of mind comes courtesy of the Apple Cars' vehicle-to-vehicle and vehicle-to-infrastructure communication systems, which allow the autonomous cars to wirelessly "communicate" with one another and the surrounding infrastructure. Energy-dense battery packs afford many hours of continuous operation.Although some users will lease a private Apple Car, most will subscribe to the service that allows them to use the company's fleet of shared autonomous vehicles. Apple Car lessees and subscribers will largely consist of individuals who frequently enter city centers that ban private vehicles.Those unable to or uninterested in justifying the cost of an Apple Car lease or subscription, however, will be able to pay to ride in one of these self-driving EVs on a single-use basis, provided there's a fleet car available for such use. If none is, then single-use customers may decide to forgo the familiar interface of the Apple Car for a readily available autonomous vehicle from a competitor such as Cruise, Waymo, or Zoox.In this hypothetical future, we foresee Apple introducing its automotive worldview with two models of autonomous vehicles for its users to catch a ride in: a larger, boxy multipurpose vehicle, dubbed the ePod, capable of carrying multiple passengers and their associated goods, and a smaller, single-seat option, better known as the ePod Solo. Down the line, there would be a whole fleet of offerings, ranging from eight-passenger vans to open-top sports cars.No matter the model, Apple Car users will need only pair their CarPlay profile to the vehicle, which then automatically adjusts the likes of the display interface, climate control, seat settings, and more to the individual rider's personal preferences. To increase profits, Apple will offer the option to unlock certain features for a small fee. This includes access to the Apple Arcade collection of mobile games, exclusive programming from Apple TV+, and even in-car workouts and meditations through Apple Fitness+.Is the Apple Car Really Coming Soon?Apple's automotive doings remain a moving target, and much about what the company intends to produce in this space has changed since we first imagined the tech giant's four-wheeled machine more than a half-decade ago. That said, the rumor mill indicates the company continues to tinker away at developing a vehicle—there's even chatter Apple targets a launch as early as 2025. In other words, it's only a matter of time until Apple vindicates or disproves everything we think we know about its car program, from the vehicle's (or vehicles') potential design to the whole operation's potential business model.
Speculation can be simple, a few folks gathered at a bar and wondering about the future. Creating a physical manifestation of that future and bringing it to life is anything but. Our process began with Garrett DeBry, an ArtCenter College of Design grad, concept artist for BMW and Toyota, and the man who developed our first Apple Car concept in 2016.DeBry is a proper futurist, spending hours poring over Syd Mead designs and listening to the Interstellar and Blade Runner 2049 soundtracks while working on sketches. From our side, we looked further into the future this time around, which afforded DeBry the freedom to design a vehicle that would fit into an Apple Car ecosystem, rather than imagining a comparatively simple autonomous Uber competitor.His inspirations range from the wraparound corner windows of Apple's flagship Chicago store to Amazon warehouse robots to the natural materials and organic shapes of the iconic midcentury modern Charles Eames lounge chair. On this project, DeBry worked to minimize automotive design to its core elements. This thought process is how we ended up with the ultra-slick suspended teardrop you see here, but that was only the start.Once DeBry submitted final sketches, we called on teams from around the world to lift his design off the page. Our second take on the Apple Car was painstakingly modeled in CAD so we could provide the files to a local 3-D print shop. After multiple days printing the 16-piece scale model you see here and bringing DeBry's design into the material world, it received countless coats of paint and finishing touches.Once we reached that point, Mumbai, India-based automotive photographer Kunaal Kelkar came to town to employ his own wizardry. Kelkar's work first came to our attention in 2020 when he published a shockingly realistic photo set that was in reality a scale Lamborghini Huracán posed on a wet treadmill. For the Apple Car, he spent four days building a future city almost entirely out of Apple products found around our offices. The results speak for themselves.
ford explorer Full OverviewTwo years into the pandemic, a fair number of people continue to take a break from their house/and immediate urban environs by heading outdoors and getting away from everything. For instance, Ford Explorer owners report a 56 percent increase in off-road use over the past three years, according to the company. Whether that's partially caused by lockdowns or changes in consumer tastes, the fact is more people are into off-road-oriented vehicles. That's why Ford launched the Timberline subbrand: It delivers slightly more capability off the pavement for those who want to hit the trails more often while looking a little more badass. The 2022 Ford Explorer Timberline is the first model to boast this package, and Ford has also announced an Expedition Timberline.The 2022 Ford Explorer Timberline also targets Subaru customers who are avid campers and hikers. Although the Timberline is equipped so as to sit a level above any standard Subaru, it would pair well with the Ascent Wilderness rumored to be coming later this year.How does the 2022 Ford Explorer Timberline compare to its regular sibling? Are the upgrades worth the price? We headed from Los Angeles to the San Francisco Bay Area and back to find out.What's So Special?Beefier tires are the first thing you notice when walking toward the 2022 Ford Explorer Timberline. The Bridgestone Dueler all-terrain rubber has an aggressive tread pattern, and it bumps the Explorer's look. The tires aren't as off-road capable as the Jeep Wrangler's, but they are sufficient to tackle a dirt trail or snowy path. Compared to the regular Explorer, these tires are a night and day difference and will help you get to your camping spot or cabin. Road noise is their biggest drawback, as it is significantly louder compared to the regular Explorer—to the point where it's a bit difficult to hear passengers sitting in the back. The tires wrap high-gloss black 18-inch wheels exclusive to the Timberline and which sport the Timberline logo.While Ford raised the suspension 0.55 inch, the Explorer Timberline gets a 0.8-inch lift overall thanks to the tires adding a quarter inch. That's not enough for the Timberline to look much different height-wise, but its approach and departure angles rise to 23.5 and 23.7 degrees, respectively, up from 21.0/22.3 for the next-best Platinum.Look closer at the grille, and you'll see a couple of LED lights nicely placed on top of it. When the sun goes down, these lights illuminate the trail like it's daytime.A unique grille, new front fascia with orange detailing and orange hooks, and more black plastic on the sides and rear make the Explorer Timberline easily identifiable. If that's not enough to tell people what you're driving, badges on the SUV's rear and sides proclaim it as a Timberline. Meanwhile, steel skidplates protect nearly every inch of the underbody.How Unique Is the Interior?Like the exterior, the 2022 Ford Explorer Timberline's interior has cool details that are exclusive to the trim. The Deep Cypress Activex seats combine dark green leatherette with gray cloth, and they blend nicely and look the part. After two five-hour drives, the seats still felt supportive and pleasant, and friends traveling with us called them out as being notably comfortable. The green leatherette and orange contrast stitching expands to the door panels, and a gray-stone mesh apliqué ups the dashboard's look.Besides the seats and fancy trim, as well as rubber floormats and the Explorer Timberline logos on the front headrests, the interior is pretty much like any other Explorer's. The bad news is that the small 8.0-inch screen comes with the old SYNC 3 infotainment system, which lacks the new version's modern graphics and easy-to-use features. But wired Apple CarPlay and Android Auto are standard.Our Timberline test model came equipped with second-row captain's chairs that allow easy access to the third row. Once you make it back there, legroom and headroom are pretty good, even for adults. The four rear seats fold flat, allowing you to place large items should you need the space for your camping gear.How's the Drive?All 2022 Ford Explorer Timberlines are powered by the Blue Oval's 2.3-liter EcoBoost l-4, delivering 300 hp and 310 lb-ft of torque, and a 10-speed auto sends the power to all four wheels. What's different from other Explorers, however, is the Torsen limited-slip differential, which can send torque to the wheel with the best traction depending on road conditions. The Terrain Management System features several driving modes, including Trail and Deep Snow/Sand to cruise better when navigating off the pavement.Ford fitted the 2022 Explorer Timberline with the same shocks as the Explorer Interceptor, the SUV you never want to see in your rearview mirror. The suspension means the Timberline rides stiffer on pavement; we felt almost every pothole and rut we encountered. The last regular Explorer we drove—a rear-wheel-drive XLT—felt bouncy and unsettled, which is quite different from how the Timberline rides. We didn't get a chance to drive the Timberline on a trail, but we expect the shocks will deliver a soft ride when hitting a dirt road, though we'll reserve final judgment for when we get to drive it off the concrete. The steering also feels different; it's numb and lacks a connection with the road, perhaps at least partially due to the beefier tires.The 2.3-liter EcoBoost is adequate for the Timberline in terms of power. During our testing, it accelerated from 0 to 60 mph in 6.8 seconds, a decent number given the tiny displacement and big body. We noted a strange noise coming from the back of the vehicle when accelerating at wide-open throttle, but things were mostly silent on the road—except for the tire noise coming into the cabin. On our figure-eight course, the numb steering revealed itself as arguably the worst thing about this SUV, but we were pleasantly surprised by the actual handling, which was relatively impressive.What's the Deal?For $47,705 as tested, the 2022 Ford Explorer Timberline looks good and adds potentially useful equipment for people who intend to head into nature. It's not cheap, but you get enough for your money to make it an attractive choice. Compared to the regular Explorer, the Timberline looks better and rides better. And not insignificantly, it keeps its price shy of $50,000, so even those who aren't avid outdoor enthusiasts might find the Timberline attractive.2022 Ford Explorer Timberline Pros and ConsProsGreat looksUseful off-road equipmentSpacious interiorConsLooks good! More details?Tire noiseStiff rideNumb steering 2022 Ford Explorer Timberline Specifications BASE PRICE $47,540 PRICE AS TESTED $47,705 VEHICLE LAYOUT Front-engine, AWD, 6-pass, 4-door SUV ENGINE 2.3L turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 300 hp @ 5,500 rpm TORQUE (SAE NET) 310 lb-ft @ 3,500 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 4,608 lb (51/49%) WHEELBASE 119.1 in LENGTH x WIDTH x HEIGHT 198.8 x 78.9 x 70.7 in 0-60 MPH 6.8 sec QUARTER MILE 15.3 sec @ 89.0 mph BRAKING, 60-0 MPH 127 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 19/22/21 mpg EPA RANGE, COMB 376 miles ON SALE Now Show All
"What'll be the 0-60-mph stat of 2036?" That question was posed during multiple brainstorming sessions for the launch of our InEVitable project. My response was that having served us for a half-century, 0-60-mph will surely survive another 15 years. But its relevance is clearly fading. At one end, hypercars are bumping into the physical limits of tire traction in the barely sub-2.0-second realm, while the heart of the market has sort of decided that anything in the 6-to-8-second range is plenty quick enough for purchase consideration. Not surprisingly, that represents the average 0-60 time of every stock vehicle we've tested over the last five model years (6.2 seconds) plus one standard deviation (1.8 seconds). Autonomy will undoubtedly dull 0-60's luster even further. When anyone else is driving, folks prefer gentle launches. Of course, ubiquitous autonomy is way further out than 15 years.So, what can we test or research and report that you might be more interested in over the next 15 years? We considered the current barriers preventing wider adoption of battery electric vehicles. Range and charging are the two biggies. Charging infrastructure is gradually improving across the country, but some 60 percent of Americans (and an even larger slice of our readership) can utilize a Level-2 charger at home or at work to meet their daily commuting needs. And with the 52 separate BEV models on the EPA's 2021 and 2022 data sheets averaging 266 miles of official range, we reckon our audience faces little or no legitimate "range anxiety" around town.Longer trips are problematic. Most EVs run out of juice before their combustion counterparts and then take longer to "juice up." So we thought, let's come up with a number that tells folks how much longer it would it take to make a trip, of say, 1,000 miles (the farthest most folks would consider driving in a day). And we're optimistically assuming that within 15 years, the frustrations we experience today with inoperative or unavailable chargers, payment hassles, etc. will be relics of the past.So we rounded up range and charging info for all 52 of those EPA-rated EVs along with similar info for a the top-selling combustion, hybrid, and plug-in hybrid vehicles to compute the difference in time it would take to cover 1,000 miles traveling 70 mph between stops (a legal, or at least prevalent and non-felonious speed on most interstate highways).We assumed a fixed 10-minute time required for every vehicle to slow down, exit, enter a filling station, hook up, pay, stow everything, and return to traveling 70 mph. For combustion refueling we had drivers stopping with 5 percent of fuel remaining and a refueling flow rate of 10 gallons/minute. The combustion fleet averaged 14.7 hours to make the trip (68.4 mph). At the top were vehicles with either a high enough EPA highway rating or a large enough gas tank to require only one stop, resulting in a total trip time of 14.5 hours for an average speed of 69 mph. At the bottom sat the range-extended BMW i3, with a 2.4-gallon tank that would require 12 fuel stops, stretching the trip to 16.5 hours for a 60.7-mph average speed.Then we computed travel times for every BEV the EPA has tested, using DC fast-charging information provided by manufacturers or measured by reputable third parties. These times generally represent charging from some minimum to 80 percent state of charge, above which the charging rate slows considerably. The savviest EVs come with navigation aids that optimize trip planning by suggesting charging locations that align with these suggested max/min battery charge levels.Beyond two outliers, every EV needs between 15.3 hours (Lucid Air, 65.4 mph average) and 23.5 hours (Mini Cooper SE, 42.6 mph). That means driving a kilomile in that Lucid only takes 4 percent longer than in a combustion vehicle, whereas in the Mini you'll spend 60 percent longer on the road. The average of the DC fast-charge vehicles was 18.2 hours/55.5 mph, or 24 percent longer than the average combustion vehicle. Numbers that are sure to improve greatly over 15 more years of continuous progress in battery chemistry, EV powertrain efficiency, and charging speeds. Those outliers? The Chinese Kandi city car features a tiny battery and no DC fast-charging, so it would have to stop 19 times for a 7-hour charge each time, resulting in a 6.6-mph average speed. Road-trip torture. Similarly, a Nissan Leaf S lacking the $1,690 Quick Charge option would take 35 hours to make the trip, stopping five times for a four-hour charge, averaging 42.6 mph.Will 1K LTS become the next 0-60? Doubtful. Might it better inform your perception of an electric vehicle's viability for road trips? Let us know at [email protected],000-Mile Legal Trip Speed How long does it take to drive 1,000 miles traveling 70 mph between stops? EV Charging Time Information* Vehicle EPA hwy range (miles) DC fast-charge time, X-Y% charge (min) X (lower state of charge) Y (higher state of charge) Time to first stop, 100-X% (hours) Time between stops, Y-X% (hours) Number of stops required Total time at stops (min)** 1,000-mile trip time (hours) Average speed (mph) Percent longer than combustion vehicle*** Audi etron 221.9 30 5% 80% 3.0 2.4 5 40 17.6 56.8 20% Audi etron Sportback 221.5 30 5% 80% 3.0 2.4 5 40 17.6 56.8 20% BMW i3 136.4 34 0% 80% 1.9 1.6 8 44 20.2 49.6 37% BMW i3s 136.4 34 0% 80% 1.9 1.6 8 44 20.2 49.6 37% Chevrolet Bolt EUV 222.9 69 4% 80% 3.1 2.4 5 79 20.9 47.9 42% Chevrolet Bolt EV 235.1 69 4% 80% 3.2 2.6 5 79 20.9 47.9 42% Ford Mustang Mach-e AWD 193.7 36 20% 80% 2.2 1.7 8 46 20.4 49.0 39% Ford Mustang Mach-e AWD Ext Range 249.2 36 20% 80% 2.8 2.1 6 46 18.9 53.0 28% Ford Mustang Mach-e California 281.8 36 20% 80% 3.2 2.4 5 46 18.1 55.2 23% Ford Mustang Mach-e RWD 215.0 36 20% 80% 2.5 1.8 7 46 19.7 50.9 34% Ford Mustang Mach-e RWD Ext Range 277.1 36 20% 80% 3.2 2.4 5 46 18.1 55.2 23% Hyundai Ioniq 153.3 54 2% 80% 2.1 1.7 8 64 22.8 43.8 55% Hyundai Kona EV 226.0 47 10% 80% 2.9 2.3 6 57 20.0 50.0 36% Jaguar i-Pace EV400 221.0 40 2% 80% 3.1 2.5 5 50 18.5 54.2 26% Kandi K27 (Level 2 only) 51.6 420 2% 100% 0.7 0.7 19 430 150.5 6.6 923% Kia Niro Electric 213.6 60 2% 80% 3.0 2.4 5 70 20.1 49.7 37% Lucid Air Dream P (19" wheels) 471.0 20 15% 80% 5.7 4.4 2 30 15.3 65.4 4% Lucid Air Dream P (21" wheels) 451.0 20 15% 80% 5.5 4.2 3 30 15.8 63.3 7% Lucid Air Dream R (19" wheels) 520.0 20 15% 80% 6.3 4.8 2 30 15.3 65.4 4% Lucid Air Dream R (21" wheels) 481.0 20 15% 80% 5.8 4.5 2 30 15.3 65.4 4% Lucid Air Grand Touring (19" wheels) 516.0 20 15% 80% 6.3 4.8 2 30 15.3 65.4 4% Lucid Air Grand Touring (21" wheels) 469.0 20 15% 80% 5.7 4.4 2 30 15.3 65.4 4% Mini Cooper SE 101.9 36 2% 80% 1.4 1.1 12 46 23.5 42.6 60% Nissan Leaf (40 kWh) 131.3 40 5% 80% 1.8 1.4 9 50 21.8 45.9 48% Nissan Leaf (62 kWh) 202.2 60 5% 80% 2.7 2.2 6 70 21.3 47.0 45% Nissan Leaf (62 kWh, No Quick-Charge Option) 226.0 240 5% 80% 3.1 2.4 5 250 35.1 28.5 139% Nissan Leaf SV/SL (62 kWh) 192.5 60 5% 80% 2.6 2.1 6 70 21.3 47.0 45% Polestar 2 222.1 20 20% 80% 2.5 1.9 7 30 17.8 56.2 21% Porsche Taycan 4S Performance Battery 201.4 22.5 5% 80% 2.7 2.2 6 33 17.5 57.0 19% Porsche Taycan 4S Performance Battery Plus 237.7 22.5 5% 80% 3.2 2.5 5 33 17.0 58.8 16% Porsche Taycan Performance Battery 210.7 22.5 5% 80% 2.9 2.3 6 33 17.5 57.0 19% Porsche Taycan Performance Battery Plus 239.8 22.5 5% 80% 3.3 2.6 5 33 17.0 58.8 16% Porsche Taycan Turbo 218.4 22.5 5% 80% 3.0 2.3 5 33 17.0 58.8 16% Porsche Taycan Turbo S 203.9 22.5 5% 80% 2.8 2.2 6 33 17.5 57.0 19% Rivian R1T 314.0 50 2% 80% 4.4 3.5 3 60 17.3 57.9 18% Tesla Model 3 Long Range AWD 333.8 31 20% 80% 3.8 2.9 4 41 17.0 58.8 16% Tesla Model 3 Performance AWD 299.0 20 20% 80% 3.4 2.6 5 30 16.8 59.6 14% Tesla Model 3 Standard Range Plus RWD 234.7 30 20% 80% 2.7 2.0 6 40 18.3 54.7 24% Tesla Model S Long Range 387.7 20 20% 80% 4.4 3.3 3 30 15.8 63.3 7% Tesla Model S Performance (19" Wheels) 373.2 30 20% 80% 4.3 3.2 4 40 17.0 59.0 15% Tesla Model S Performance (21" Wheels) 323.2 30 20% 80% 3.7 2.8 4 40 17.0 59.0 15% Tesla Model S Plaid (21" Wheels) 341.0 27 20% 80% 3.9 2.9 4 37 16.8 59.7 14% Tesla Model X Long Range Plus 356.3 30 20% 80% 4.1 3.1 4 40 17.0 59.0 15% Tesla Model X Performance (20" Wheels) 332.2 30 20% 80% 3.8 2.8 4 40 17.0 59.0 15% Tesla Model X Performance (22" Wheels) 289.0 30 20% 80% 3.3 2.5 5 40 17.6 56.8 20% Tesla Model Y Long Range AWD 305.5 30 20% 80% 3.5 2.6 5 40 17.6 56.8 20% Tesla Model Y Performance AWD 289.0 30 20% 80% 3.3 2.5 5 40 17.6 56.8 20% Tesla Model Y Standard Range Plus RWD 222.1 30 20% 80% 2.5 1.9 7 40 19.0 52.8 29% Volkswagen ID4 1st 230.2 38 5% 80% 3.1 2.5 5 48 18.3 54.7 24% Volkswagen ID4 Pro 237.1 38 5% 80% 3.2 2.5 5 48 18.3 54.7 24% Volkswagen ID4 Pro S 230.2 38 5% 80% 3.1 2.5 5 48 18.3 54.7 24% Volvo XC40 Recharge 188.0 40 20% 90% 2.1 1.9 7 50 20.1 49.7 37% *Charging time info taken from manufacturer data or test data reported by third parties. AVERAGE (excluding Level-2 vehicles) 18.2 55.5 24% **Includes time spent slowing, parking, charging, paying, accelerating back to 70 mph: 10 min ***The average of many combustion, HEV, and PHEV vehicles was 14.7 hours to travel 1,000 miles (68.4 mph). These charge times are were quoted from 0 percent, but our calculations involve pulling over at 2 percent. Trip time may be reduced by charging from 5 or 20 percent. Show All
Aircraft fabricator Hawley Bowlus completed construction of the first Bowlus travel trailer in 1934 for the purpose of transporting flight crews to isolated takeoff locations. It's touted as the first aluminum riveted travel trailer in the world, even pre-dating Wally Byam's Airstream. Now the trailer is back with a tasteful modern update.Bowlus reports that "over half of the original Bowlus' built in the 1930s are still around today, often held in private collections." The lightweight 1,100-pound Bowlus was revolutionary for its time, attracting celebrity and media attention. In 2011, a 1935 Bowlus Road Chief sold at an auction in Scottsdale for $187,000. Fast-forward 90 years, and the Bowlus brand continues.The company currently sells three models: Terra Firma, Endless Highways Performance Edition, and Endless Highways Edition. They start—repeat, start—at $265,000, $240,000, and $215,000, respectively. Let's just say, if you're strapped for cash—or anything short of ridiculously, lavishly, richly well-off with a suitcase full of bands—the bespoke Bowlus may not be for you. But we can still dream, right?The trailers have avoided a fundamental technological overhaul for decades, but Bowlus has announced a few interior, exterior, and technology updates for its 2022-model-year luxury travel trailers. The kitchen has been redesigned with soft-close drawers, an improved air conditioning system, a "60-Second Hitch" towing connection assistance system, an integrated Bluetooth Smart Brake, and updated 13-diode LED taillights to clean up the look.In all of our travels around the United States, we've encountered a smorgasbord of travel trailers, massive toy haulers, million-dollar RVs, high-end off-grid teardrop trailers, and overland camper vans at campgrounds, on the road, and off-grid. But we've never, ever encountered a Bowlus. But when we do someday come upon one, at least now we know how to differentiate a 2022 model. Now that's a morsel of knowledge that'll surely impress new campfire friends.
Think back to the cabins of the land yachts that plied American highways from the 1970s and you will no doubt call to mind the phrase, "," made famous by the as he smiled at camera from somewhere in the vicinity of a mid-decade Chrysler Cordoba. However, a more comprehensive view of the market back then reveals an endless wave of a synthetic material every bit as warm and lush as Montalbán's dulcet tones—velour. For a stretch of 15 or so years, it was nearly impossible to order a Detroit-built barge that didn't feature floor-to-ceiling wannabe-velvet as its interior pièce de résistance.Velour's dominant turn at the tiller of automotive styling was in step with the fashion and design trends of the day, reflecting the deep-pile carpets, upscale throwback upholstery, and of course the full velvet suits dominating both nightlife and the gym as the world reveled in a new polyester paradise.At the same time, it presided over the last hurrah for what could be considered adult-oriented automotive advertising, the tail-end of TV and print campaigns that targeted a more mature audience—rather than pandering to the approaching swell of youthful yuppies that were poised to take over the consumer mainstream with their endless amounts of disposable income.Science Brings Luxury to the Masses Ads For Mom and Dad(dy)Out With the Softest of Whimpers
Whether we're talking features per dollar, calories burned per hour, or hours played per video game, enthusiasts of all kinds search for solutions that extract the most out of what we put in. That applies to EVs, too.Range is not the end-all be-all when it comes to EV bragging rights. Even an eight-ton abomination with the aerodynamics of a townhouse could reach 500 miles of range if it was fitted with an impractically heavy and expensive high-capacity battery. Instead, we want to praise the EVs that travel the farthest per gallon of gasoline equivalent (33.7 kWh).