Ford set a daring bar when it slapped a $41,669 base price on the new all-electric F-150 Lightning full-size pickup. That MSRP places the least expensive Lightning Pro model weirdly in line, price-wise, with an equivalent gas-fed, base-model, four-wheel-drive F-150 XL pickup. It doubled as a preemptive challenge to other makers of electric pickup trucks. Rivian's stunning R1T, our 2022 MotorTrend Truck of the Year? That starts at $67,500, but it's also smaller and aimed at luxury customers. So what about Chevrolet's new Silverado EV, the Lightning's (most) direct competitor?It looks like Chevy is trying to clear Ford's price hurdle, promising that the 2024 Silverado EV will start at $39,900—in WT trim with a smaller battery pack, with an undetermined amount of range. With destination charges estimated by GM at $1,695—the same as Ford charges to deliver its Lightnings—that price officially lands at $41,595. Do a little math, and that means the least expensive Silverado EV undercuts the least expensive Ford F-150 Lightning by $74. Clever, Chevy, clever.But this isn't the first Silverado EV that'll go on sale. We'll get a 400-mile "Work Truck" (WT) first, and we don't have pricing info on that. Later on down the line, we'll see the RST and First Edition models—ditto, no pricing info on those, either. The last variant to go on sale (for now) will be that smaller-battery WT version at $41,595. Because it's not available at launch, and we don't have pricing information on the trims that will be available first, it's a little hard to determine what sort of value the first run of Silverado EVs will offer potential owners.The cheapest WT model won't be available until the fall of 2023, along with the more mainstream Silverado RST and RST First Edition trims. Pricing for those models, as well as the 400-mile Silverado EV WT beating them all to market, is forthcoming.
The first thing to know about the 2024 Chevrolet Silverado electric pickup truck is that it shares next to nothing with its combustion-powered Silverado brethren. Neither does it share any body panels or glass with its GM Ultium platform stablemate, the 2022 GMC Hummer EV pickup. These facts distinguish it from its chief competitor, the 2022 Ford F-150 Lightning electric pickup truck, which is simply an F-150 crew cab converted to electric power. The more familiar Ford may be an easier sell to conservative old-school truckers, but Chevy's clean-sheet approach allows for better packaging and greater innovation.Chevy Could've Called It the AvalanchE 2.0The GM Ultium platform is rigid—rigid enough to allow Chevy to revive the notion of a unitized cab and box with an open bed that can expand into the truck's interior by folding down a midgate, as popularized on the Chevy Suburban-based 2002-2013 Chevrolet Avalanche and Cadillac Escalade EXT. The bespoke electric architecture allows the front seats to move closer to the front axle and farther away from the rear seats, while still leaving room for a 5-foot-11-inch box. That bests the combustion Silverado's by an inch and the Ford F-150 Lightning's by 4 inches. Fold the midgate down, and you get 9 feet of floor space to the closed tailgate—10 inches more than on a regular-cab, long-box pickup.Open the optional Multi-Flex tailgate and pop up its load limiter, and the floor measures 10-foot-10. As on the original Avalanche, the midgate can fold down, with the rear window and optional tonneau cover sealing the cabin from the elements. Or doff the tonneau, pop the rear glass out, stow it on the lowered midgate, and fully open the cab to the bed. One major difference between the Silverado EV and the Avalanche: The midgate and seat are split 60/40, and everything folds forward into the cab either 60 or 100 percent. The original Avalanche midgate folded backward to stow in the bed floor.Sizing Up the Chevy Silverado Electric TruckThe 2024 Chevrolet Silverado electric truck is roughly the same size outside as its crew-cab/short-box combustion-powered counterpart, but it's considerably larger inside. Substantial differences in width and length between the Silverado electric and the GMC Hummer EV serve to illustrate the GM Ultium platform's range of adjustability. The Silverado EV's 145.7-inch wheelbase is 10.1 inches longer than the Hummer pickup's and 1.7 inches shorter than a comparable crew-cab, short-box Silverado—while sharing the costly-to-develop crash safety structures. Varying the width of the suspension crossmembers and length of the control arms alters the track width affordably.Frunk SpaceThe F-150 Lightning's frunk is way bigger—like V-8 big. Chevy shrunk the Silverado EV's nose and then moved the HVAC componentry out of the dash and into the nose to free up cabin stowage space. Chevy's smaller "eTrunk" does feature tie-down hooks and a 120-volt power outlet, however, and on RST models the lid will open and close electrically. The storage capacity should match the Hummer EV's 9.0 cubic feet, well down from the 14.1 cubes available in the Ford electric truck's frunk.Power, Torque, Battery Range, and ChargingThe top-trim models of the 2024 Chevrolet Silverado EV will share the Hummer EV pickup's 24-module 200-kWh battery pack. Estimated range is 400 miles for both the RST and the work truck. Chevy will offer smaller battery packs, with the Hummer SUV's 20-module 167-kWh pack seeming like one obvious option. Two permanent-magnet-type motors will power all first-year Silverado EVs via single-speed reduction gearboxes. They're similar to the Hummer motors, and neither can be declutched during low-demand cruising. In First Edition RST models set to Chevy's Wide-Open Watts (WOW) mode, they'll be tuned to produce "up to 664 hp and 780 lb-ft of torque."Relative to the Hummer's Watts to Freedom (WTF) mode, WOW does without the sound-effects fanfare, and it propels the 2024 Chevrolet Silverado EV to 60 mph in a claimed 4.5 seconds. The more basic AWD commercial-fleet work trucks will produce "up to 510 hp and 615 ft-lb of torque." (Fleet managers are rightfully reluctant to arm employees with 600-plus-horsepower trucks.) Lower-powered and single-motor two-wheel-drive model variants are expected in the coming years.The GM Ultium platform's 800-volt system can accept 350-kW DC fast charging. We're told this will add 100 miles of range in 10 minutes. RST owners will have access to Ultium Charge 360, GM's holistic EV charging plan, which is designed to simplify the overall charging experience, providing access to more than 100,000 publicly available charging points across the U.S. and Canada. WT customers get access to a similar fleet service plan.Plugging Into the Silverado EVIt will be possible to plug devices into 10 AC plugs found in the 2024 Chevrolet Silverado EV electric pickup. There are four 120-volt outlets in the pickup box plus one each in the frunk and center console. There's a single 240-volt outlet in the pickup box, and an accessory "Power Bar" that plugs into the CCS charge port will provide two additional 120-volt outlets and one 240-volt socket. The Power Bar also enables buddy-charging of another EV, with the charging rate approaching that of a Level 2 home charger.In total, the system can export 10.2 kW of electric power, and the driver can specify a minimum remaining state of charge or driving range to stop exporting power to ensure safe return to a charging station. Probably not coincidentally, that just eclipses the 9.6-kW power-export limit of Ford's F-150 Lightning. All of this means it should be just as easy to power your house during an electricity outage with an electric Silverado EV as it is with an F-150 Lightning.Payload and TowingThe 2024 Chevrolet Silverado EV RST First Edition models will be rated for 10,000 pounds of towing and 1,300 pounds of payload. For comparison, the F-150 Lightning is rated for 10,000 and 2,000. Commercial work truck variants will initially be rated for 8,000 and 1,200 pounds, respectively. But a special towing-focused fleet model Silverado EV variant arriving for the 2025 model year will be rated to tow a whopping 20,000 pounds. This model will also get four-wheel steering like the GMC Hummer EV's to ease trailer maneuverability. And speaking of towing, initial Silverado EV RST models will feature the latest Super Cruise system, which supports trailer towing.Best-in-Class Drag CoefficientThe super-smooth nose, flush glass, flat underbelly, rear diffuser, an available tonneau cover, sail panels, and roof spoiler combine to give the 2024 Chevrolet Silverado EV what the manufacturer claims is the lowest drag coefficient of any production full-size pickup truck (with the Tesla Cybertruck an unknown for now). Frontal area should be similar to that of the combustion Silverado, but credit for several of those 400 miles of range surely goes to the wind-tunnel tuning team. The 24-inch wheels that come standard on top RST models are exceptionally smooth and fully closed except for five narrow slots to route cooling air to the brakes (the wheels are not directional). Chevy even claims the fixed running boards that come standard on the RST help manage airflow between the tires.Chassis DetailsThe 2024 Chevrolet Silverado EV's basic suspension design is quite similar to the Hummer EV's, featuring upper and lower control arms front and rear, and at least on First Edition RST models, standard rear steering adapted from the Hummer EV. And if you're wondering, Chevy hasn't decided whether the Silverado EV will offer Crab Walk functionality as the Hummer EV does. Automatic adaptive air suspension provides 2 inches of height adjustment up or down (Extract mode lifts the GMC Hummer 5.8 inches), and Continuous Damping Control shocks fine-tune the ride and handling characteristics on a millisecond basis on top RST models. Those versions also get standard 24-inch aluminum wheels, but don't fret about potholes—they'll be wrapped in 275/50-series tires for an overall diameter of 35 inches (top Hummers roll on 37s).Chevy Silverado electric work trucks will make do with steel springs, a passive damping system, and 18-inch steel wheels. Future model variants will likely be tailored more toward off-road capability, sporting more aggressive tires, perhaps greater height adjustability of the air springs, locking differentials, and improved electronic traction aids.Silverado EV Gets a Unique CabThe 2024 Chevrolet Silverado EV will only be available in crew-cab configuration, and its interior looks nothing like the combustion Silverado's or the Hummer EV's. Screens are all the rage nowadays, so top RST models get an 11.0-inch reconfigurable instrument cluster with five display theme options. Additionally, it features a 14.0-inch head-up display and a 17.0-inch "free-form" landscape-oriented infotainment screen; a volume knob is glued to the screen as in some Ford and Land Rover products, but this one is positioned at the top left instead of the bottom center. Hard buttons for frequently accessed features promise to make the system easy to master.We're told visibility over the lower cowl and shorter hood is greatly improved. All interior materials are "vegan," with initial RST production featuring handsome high-contrast charcoal and light gray PVC pleather seating surfaces accented with red piping and blue stitching. A completely flat floor leaves room for a deep, two-level front center console with 1 cubic foot of storage space. Moving the speakers up a bit on the doors allows stowage pockets to span each door's entire length. In back, the seat cushions fold forward to allow the seat backs and midgate to fold down flat, and there are shallow stowage bins beneath the seats.All Chevy Silverado EV RST First Edition models will get a laminated fixed-glass roof; we're promised this weighs about the same as a steel roof and headliner but affords better headroom. There is no sunshade, but Chevy says deep tinting keeps the interior from becoming a solar oven. As in a Tesla, there will be no ignition switch or start button; simply sit down with a registered key (or phone), and the electric Silverado EV readies itself to drive.Pickup Box FeaturesThe composite box will feature four upper and four lower tie-down hooks (missing from the show truck), plus the electrical outlets and tonneau cover (also missing) and Chevy's signature corner bed steps in the bumper. The floor features asymmetric arrow details at the rear that point toward the midgate split. Note that base and work trucks will lack the midgate. Cargo loading height matches the combustion Silverado's.Next-Level UpgradabilityThe Silverado EV will use GM's in-house-developed Linux-based software platform known as Ultifi (which should underpin all Ultium EVs). This platform is said to separate the vehicle's software from its hardware, enabling easier and more rapid software updates and feature upgrades. Described more broadly as a "customer experience (CX) platform," Ultifi gives owners a digital ID number and vehicle profile that eases access to various cloud services in pursuit of a "frictionless EV ecosystem."Availability and How Much Will It Cost?You'll start seeing commercial 2024 Chevrolet Silverado EVs on steelies roaming the streets in the second quarter of 2023. You can't have one of these unless you're a preferred commercial-fleet customer already negotiating with Chevrolet. Orders for civilian 2024 Silverado EVs opened January 5 to reserve an unspecified number of Chevy Silverado EV First Edition RST models priced at $105,000 plus an as-yet unspecified destination charge, which should match the Hummer EV pickup's $1,695. Delivery of these trucks will begin in the fall of 2023. Only after those reservations are filled will the system begin taking orders for other variants, the least expensive of which will start at $41,595 if we've guessed the destination charge correctly. And we probably have because that figure just undercuts the 2022 Ford F-150 Lightning's $41,669.2024 Chevrolet Silverado (EV) Specifications BASE PRICE $41,500-$106,500 (est) LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door truck MOTORS 2x 255-332-hp (est)/307-390-lb-ft (est) permanent-magnet-type electric, 510-664 hp/615-780 lb-ft (comb, est) TRANSMISSION 1-speed auto CURB WEIGHT 7,500-8,000 lb (est) WHEELBASE 145.7 in L x W x H 232.0 x 81.2 x 75.5 in (est) 0-60 MPH 4.5-5.0 sec (mfr est) EPA FUEL ECON (CITY/HWY/COMB) Not yet rated EPA RANGE (COMB) 400 miles (est) ON SALE Spring 2023 (commercial), fall 2023 (retail) Show All
At last year's virtual CES, Cadillac introduced a number of virtual concept cars under its Halo Concept Portfolio series. This year CES is happening in real life (well, mostly), and Caddy has a real-life concept car to show called Inner Space. Forget about steering yokes that fold away: The Inner Space is a completely autonomous luxury car for two, more of a suite-on-wheels than a traditional vehicle.Inside the smooth, sleek shape—one we'd like to call an Eldorado of the future, if the rear half of the car didn't remind us so much of Chevrolet's 1990 CERV III concept—is what looks like a luxury cabin for two. Doors and the roof open to reveal a single bench seat that splits and separates for easy ingress, then comes together for…. Well that's the question. For what?Not for a drive, certainly; there are no driver input controls, and atop a piece which we might have once called a dashboard, the Inner Space has a giant wrap-around screen that, so far as we can tell, all but blocks the view out of the massive windshield. (That seems strange given that the top of the cabin is nearly encased in glass.) Instead of pedals, the concept has pillows—and blankets and a set of slippers all arranged neatly on a tray that slides out from under the screen. Hey, baby, it's a long, boring drive to Phoenix and we've got nothing better to do... GM touts the Inner Space's entertainment system, which includes Augmented Reality displays—we're assuming that means you get to see where you're going on the big screen, presumably with some degree of interactivity—and a "Wellness Recovery" theme. Cadillac says the car uses an AI-driven interface that uses biometric input. Perhaps that means it knows when to cut the outside view, dim the lights, bring up the fireplace screensaver and put Barry White on the stereo.Not much is said about the mechanical features of the Inner Space except that the battery modules are spread about the car and not just concentrated in the floor, which opens up more inner space. The tires, specially designed by Goodyear, are designed to provide a quieter ride and are made with renewable materials such as soybean oil and silica from rice husks rather than petroleum.As car fans, we probably should object to a car that completely removes the driver from driving, but we can appreciate having a rolling two-seat cocoon for those long, featureless, fatiguing drives. We won't insult your intelligence by talking about a production version, but we do expect many of the car's features to make it to reality; the augmented reality technology seems particularly engaging. That and the pillows and the blanket. After all, it's a long drive home from Las Vegas.
The 2022 Ford F-150 Lightning is a big deal. Ford made headlines around the world when it announced the new electric F-150, not just because it was electrifying the best-selling vehicle in North America, but because of how affordable it made the EV pickup. With the 2022 Rivian R1T and 2022 GMC Hummer EV Pickup starting at $68,645 and $110,295 respectively, the F-150 Lightning's $41,669 start price is seen as democratizing the electric pickup. With the release of the F-150 Lightning's configurator today, that affordable aura still appears to hold true—so long as you don't need to step up to the optional 300-mile Extended Range Battery.Maverick-Sized Upcharge on F-150 Lightning XLT Extended Range?All F-150 Lightnings come standard with a dual-motor all-wheel drive system good for 426 hp and 775 lb-ft of torque. That setup is paired with the 98-kWh Standard Range Battery, good for a Ford-estimated 230 miles of range (EPA figures are still pending), on the base F-150 Lightning Pro, Lightning XLT, and Lightning Lariat trims. The optional 131-kWh Extended Range Battery is available on the XLT and Lariat, and standard on the range-topping Platinum; it ups power to 563 hp and 775 lb-ft of torque, while range jumps up to a Ford-estimated 300 miles on the XLT and Lariat, and 280 miles on the top-level F-150 Lightning Platinum.According to Ford's configurator, that 70-mile range cushion will cost F-150 Lighting XLT buyers a pretty penny. Starting at $54,669 with the standard battery, opting for the Extended Range Battery adds $19,500—roughly the cost of an entire Ford Maverick—to the F-150 Lightning XLT's base price.In other words, that means the cheapest 300-mile F-150 Lightning will set you back $74,169. That's more than the MotorTrend Truck of the Year-winning Rivian R1T, which can both go further on a charge and charge quicker than the Ford. It's worth noting that the Hummer EV Pickup beats both the Rivian and Ford in charge speed and range, though the only versions available now start in the six-figures.To be fair, Lightning buyers get more than 33 extra kWh for their extra 20 grand. Although Ford nominally lists the battery upgrade as a $10,000 option, it is bundled with Equipment Group 312A (listed as a $9,500 option, despite the fact that you can't separate it from the Extended-Range Battery). While confusing to consumers at best and intentionally misleading at worst, opting for the combined equipment and battery package does net Lightning XLT buyers quite a bit of extra features, such as 20-inch wheels, Ford's latest Co-Pilot 360 Advanced Driver Assist System, power tailgate with tailgate step and work surface, heated front seats and steering wheel, and the 9.6-kW Pro Power generator, among other things.Upcharge on F-150 Lightning Lariat RevealedIt's a similar story on the premium F-150 Lightning Lariat, though the upcharge for the Extended Range model is far less steep. Starting at $69,169, opting for either the Extended-Range Battery or Equipment Group 511A (both are bundled together) adds $10,000 to the pickup's sticker, bringing the price up to $79,169. As mentioned, there is no upcharge on the $92,569 F-150 Lightning Platinum, as the Extended-Range Battery is standard on that pricey luxury model.Regardless of the surprising premium one pays for the F-150 Lightning's larger battery, Ford expects demand to be robust. It has just announced that it'll be increasing production capacity from 80,000 units per year to 150,000 per year, based on unprecedented demand. F-150 Lightning deliveries are expected to begin this Spring.
Everyone is still gaga over tall vehicles. Trucks, SUVs, and crossovers remain in hot demand, but let's be real—not everyone can afford the most glamorous models. The good news for those looking to spend carlike money on a utility vehicle is there are plenty of SUVs, carlike crossovers, and wagons shaped like SUVs that are affordable. With modern vehicles advancing ever forward in terms of features, content, and style, we'd hesitate to call any of these low-cost crossover SUVs "cheap" in the pejorative definition of the word. Most come standard with must-haves such as folding rear seats and Apple CarPlay and Android Auto, and a few even have all-wheel drive as standard.Read on for the 15 least expensive crossovers and SUVs you can buy in 2022, and be sure to look up where they fall within their subcompact and compact classes in the MotorTrend Ultimate Car Rankings.
It appears Chrysler has a shiny new future. Analysts and car buyers, if they've been thinking of Chrysler at all, have been wondering what the future would hold for the brand in the post-merger universe (in which the PSA Group and Fiat Chrysler Automobiles formed Stellantis). Its reduced lineup, like that of sister brand Dodge, led some to imagine vultures circling overhead, despite some assurances from execs that the brand would "rebound" in the future. But the Chrysler Airflow concept shows there's some life in the heritage brand yet.Unveiled at the 2022 CES event, the Chrysler Airflow Concept appears near-production ready, with a feasible crossover SUV shape and fully electric powertrain. However, while Chrysler is using this opportunity to hawk connected features (like OTA updates) and high technology, and the underlying hardware appears likely to hit the road … it won't be for a little while. In the same announcement, Stellantis says its first Chrysler EV won't hit the road until 2025. That vehicle will almost certainly be a production version of this Chrysler Airflow, given its state of development, meaning anyone excited by its appearance will have to wait several years for the opportunity to buy one—while electric crossover rivals like the Nissan Ariya, Hyundai Ioniq 5, Ford Mustang Mach-E, and Toyota bZ4X will have a significant head start.A little late to the party, the Airflow should have the firepower to compete. The concept (and almost certainly the production version) features two 150-kW electric motors, one at each axle. With EVs, 1+1 does not always equal 2 when it comes to total system output, so don't expect a full 400 horsepower from the dual motor setup. But 375? Sure, that seems reasonable, and puts it right between a regular dual-motor Mach-E and its GT performance version.The battery size isn't detailed but Chrysler promises 350-400 miles on a single charge, which would put it on the highest echelon of contemporary EV range figures—although who knows where things will be in three years, when the Airflow is likely to arrive. Only the Lucid Air and Tesla's Model S currently meet or exceed those figures, the former pairing serious aerodynamic engineering with a massive 118-kWh battery. Given the name, Chrysler would be smart to lean heavily into the aerodynamic angle.Speaking of the name, it's an interesting one to revive. The original Chrysler Airflow was an ambitious, streamlined, futuristic … total market flop. Its curved, streamlined front end heralded the future, but the goofy waterfall grille and overall vibe just didn't gel with 1930s car buyers. It's doubtful anyone who isn't in automotive media or history will care, but it's an interesting naming choice.Inside the Airflow, Chrysler crows about the passenger experience, including the STLA SmartCockpit we told you about earlier. Stellantis isn't wrong about a change in emphasis from the raw hardware to the total ownership experience, especially as driver assistance systems become more capable and the relationship between vehicle and driver changes. Speaking of which, Chrysler will include its STLA AutoDrive Level 3 driver assistance system, which should gain capabilities in the future via OTA updates.Back to the future, let's talk about 2028: that's the date by which Chrysler promises a fully electric slate of vehicles. Remember, Chrysler sells just two vehicles to the general public today: the Pacifica and the 300—the Voyager variant of the Pacifica is now fleet-only, and, well, it's basically only a low-spec Pacifica anyway, not a standalone vehicle. The 300 is almost certainly a dead car walking, given that its Dodge platform-mates have been given termination notices; 2024 is the year that the Challenger and Charger will die in, with replacements confirmed … but as what, is unclear. And the impressive Pacifica Hybrid adequately future-proofs the minivan line, for a while.A new EV muscle car for the Dodge brand will be revealed in 2022, and it's not outside the realm of possibility that it'll be heavily related to the Chrysler Airflow. One EV that's comfortable and sleek, another one gruff and outrageous … seems like a healthy two birds, one platform strategy to us. It's been working for Chrysler and Dodge for decades, so it's sound.Whatever Airflow spawns or inspires, Chrysler says it will lead Stellantis itself into a new era that puts electrification at the fore. The Airflow is undoubtedly important for Stellantis in America, where it is now lagging on EVs, but the way it evolves what the Chrysler brand stands for—and the influence it has on the brand's future product—will be incredibly important. The entire industry is at a crossroads, and Airflow is Chrysler's way forward.
BMW calls the iX its technology flagship, but the 2023 BMW iX M60 aims to be the company's high-performance technology flagship. Built as a true M vehicle, the iX M60 features dual motors for a combined 610 horsepower while still achieving nearly 300 miles of range. The sportier EV crossover won't be all hardcore performance thanks to its air suspension system, innovative interior features, and connectivity that you've come to expect from the Bavarian luxury brand.High-Tech ChassisThe iX M60 leverages the latent performance potential of the relatively lightweight iX xDrive50 model, utilizing an aluminum spaceframe chassis, carbon fiber unibody, and carbon fiber reinforced panels for the roof, side, and rear sections. All that helps it com in at 5,769 pounds, with a large portion residing down low in the battery pack. Those exterior panels can also come in seven different colors, with Alpine White as standard and range from Dark Graphite Metallic, Phyronic Blue Metallic, Blue Ridge Mountain Metallic, Storm Bay Metallic, Oxide Grey Metallic, and Aventurin Red Metallic.A double-wishbone setup is found up front, while the rear is a five-link. All four corners are suspended by an air suspension system with electronically controlled dampers, which take roll, acceleration, deceleration, vehicle speed, and even steering input to make sure the body stays planted. That damper rate is further mapped differently depending on the "My Modes" setting, which is changed by a button on the center console. Steering is assisted by BMW's Servotronic with a variable ratio steering rate. This all is designed to deliver optimum handling and feel while also keeping the M60's height correct at any speed and any load. You can also adjust the height of the body manually if you think you need extra ground clearance or not.The wheels and tires the iX M60 comes with will, of course, also play a role in upping its performance over an iX xDrive50. The standard wheel is a 21-inch design wrapped in 255/50R21 sized tires on all four corners. The optional wheel is a half-inch-wider, 22-inch-diameter aluminum wheel with a unique aerodynamic design and Titanium Bronze color with a 275/40R22 tires. Behind either wheel are blue-painted, Brembo-made brake calipers with the "M" logo, letting bystanders know that you have the highest performance braking yet fitted to a stock BMW EV. It's a fixed four-piston caliper for each front wheel and a fixed two-piston caliper on each rear.High-Tech InteriorInside, every iX M60 will come standard with BMW's Live Cockpit Professional and Natural Interaction, which allows you to activate certain functions via your voice or even by gestures, much like your smartphone. Giving you and your occupants theater quality sound is a standard Bowers and Wilkins Diamond Surround Sound system. The headliner comes in Anthracite as standard but you do get five different interior colors to choose from. The Oyster, Mocha, and Black colored interiors come in perforated SensaTec synthetic materials but if you want the feel of real hide, you can get perforated leather coverings in Amido or Castenea Chestnut colors.Both the front passenger and the driver are treated to Active Seat Ventilation, but the hot part is the Radiant Heating Package. This system warms not only the seats, steering wheel, and armrests but also the door panels and dashboard, as found in some Mercedes products these days. You'll still get more traditional hot air to defrost the windows courtesy of an efficient heat pump system. A thermally insulated windshield helps keep that warm air in. Occupants are also surrounded by ambient lighting with LED strips located between the door cars and windows and in the Panoramic Sky Lounge LED roof.Fifth-Generation Rear MotorNow, we get to the fun bit: the e-motors that drive the BMW iX M60. BMW employs a three-phase AC synchronous motor out back, which according to BMW allows for more energy density, faster switching frequency, and better heat management—all of which translate to higher RPM, more horsepower, and more torque. More power and torque, indeed—the standard combined output of both the front and rear motor is 532 hp and 749 lb-ft of torque. Individually, the front motor provides 255 hp while the rear motor provides 483 hp in normal operation. In Sport Boost mode, that jumps to 610 hp while Launch Mode slams you in the back of your seat with 811 lb-ft of torque.Battery Type and CapacityThe iX M60 employs a lithium-ion battery pack with a 106.3-kWh nominal power capacity. It's capable of Level 2 AC charging at up to an 11-kW charging rate for a 0-100 percent charge in just over 10 hours. However, it is also DC fast charge capable at up to 250 kW, going from 10-80 percent full in about 35 minutes. In all, you'll get 280 miles of range out of the iX M60 on a full charge, according to BMW's preliminary EPA rating.If you're looking for the current epitome of EV performance with a focus on German build quality, you're going to want to take a look at the 2023 iX M60. At the very least, you're getting a taste of BMW's bright and powerful future. The 2023 BMW iX M60 is set to launch in June of 2022 with a base price of $106,095.
land-rover range-rover-sport Full OverviewI've done a lot of miles in diesel-powered Range Rover Sports. In 2016 I ran a handsome Montalcino Red Sport HSE Td6 with the 3.0-liter turbodiesel V-6 under the hood as part of the MotorTrend test fleet. And I loved it. Sure, it was slower than the punchy 510-hp Sport V-8 Supercharged I'd previously had. But the Td6 was a lovely, long-legged cruiser, the torquey oil-burning V-6 growling as the Range Rover devoured the miles on road trips through California, Nevada, Utah, and Colorado. And it routinely returned 25 mpg or better on a long run.Land Rover no longer offers diesel engines in any SUV in its U.S. lineup, not even in the chunky Defender. Jaguar Land Rover had committed heavily to diesel in the U.S. in a bid to reduce its overall fleet emissions—in 2015, JLR president and CEO Joe Eberhardt said every JLR vehicle other than the F-Type sports car would offer a diesel engine option by 2017—but the strategy was upended by the Volkswagen Dieselgate scandal. The diesel was quietly dropped late last year, with JLR sources saying demand for diesel engines in the U.S. "has been on a steady decline."That's a shame, because the 2022 Range Rover Sport D300 is an utter sweetheart.The Td6 Land Rovers sold in the U.S. were powered by the aging 3.0-liter V-6 "Lion" turbodiesel, a powerplant designed jointly by Ford and PSA in the early 2000s. The D300 is powered by the new Ingenium straight-six turbodiesel that has been rolled out across the Land Rover lineup in other markets over the past few months. The modular design of the Ingenium engine family means the 2.0-liter four- and 3.0-liter six-cylinder gas and diesel engines share the same bore and stroke and a significant amount of other hardware, thus reducing production costs.The 3.0-liter Ingenium diesel is available in four specifications: D200 with 197 hp and 368 lb-ft of torque, D250 with 245 hp and 420 lb-ft, D300 with 296 hp and 479 lb-ft, and D350 with 345 hp and 516 lb-ft. The D200 powers entry-level Defenders in Europe and other markets; the D300 is likely to be the volume-selling engine for diesel-powered Range Rover Sports. All the six-cylinder Ingenium diesels are mild hybrids, with a 48-volt integrated starter-generator mounted between the engine and transmission. Their aluminum block construction means they're lighter than the old iron-block Lion engine, too.The difference between the D300 and Td6 engines is obvious the moment you thumb the start button. The new straight-six is smoother on startup than the old V-6 and much quieter at idle. There's none of the growl of the aptly named Lion when you squeeze the gas to get the Range Rover rolling, either; the D300 merely purrs contentedly as the eight-speed automatic transmission works the torque. At constant-throttle cruising speeds, the Ingenium diesel is almost inaudible.With 42 more horses and 36 more lb-ft under the hood than my Td6 long-termer, the Range Rover Sport D300 is an even more relaxed and long-legged cruiser. And with that extra torque available over a wider powerband—the Lion V-6 made 423 lb-ft at 1,750 rpm, while the D300 Ingenium's 479 lb-ft is on tap from 1,500 to 2,500 rpm—it feels more alert in traffic and more responsive in hilly terrain.Fuel economy is better, too. The best I ever got out of the Td6 was 30 mpg. My 250-mile stint in the D300 saw it averaging around 37 mpg, dropping to 31 mpg when I upped my highway cruising speed from 75 mph to 85-90 mph. The Td6 had an effective cruising range of more than 500 miles. The D300 will easily go 100 miles farther.Tougher particulates emissions standards and the lingering stench of Dieselgate mean the diesel's days are numbered, particularly for cars, SUVs, and light-duty trucks. (Europe's heavy truck makers have recently signed a pledge to ditch pure diesels by 2040.) In Western Europe, where just a decade ago 58 percent of all new cars came with diesels, they accounted for less than 30 percent of sales in 2020.Against that background, there's something poignantly quixotic about the Range Rover Sport D300. Smooth, quiet, and efficient, with an excellent cruising range, it's a very, very good diesel version of an already good SUV. But from an emissions point of view, diesels just aren't good enough anymore. Right engine, wrong time.Looks good! More details?2022 Land Rover Range Rover Sport D300 Specifications BASE PRICE $95,000 (U.K., est) LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 3.0L/296-hp/479-lb-ft DOHC turbodiesel 24-valve V-6 TRANSMISSION 8-speed auto CURB WEIGHT 5,000 lb (mfr, est) WHEELBASE 115.1 in L x W x H 192.1 x 81.6 x 71.0 in 0-60 MPH 6.9 sec (mfr, est) EPA FUEL ECON N/A EPA RANGE (COMB) N/A ON SALE Now Show All
Modern-day Lamborghini has a habit of milking the underpinnings of its series-production cars for all they're worth in the shape of rebodied and somewhat mechanically upgraded (to varying degrees) ultra-limited editions. If you're unfamiliar, see examples named Reventón, Centenario, and Veneno, for starters, and the most recently controversial and maligned Countach LPI 8004. So it's not terribly difficult to sometimes take a cynic's view that says the company relishes finding relatively easy ways to convince its richest clients to tap further into their hedge funds or throwaway crypto profits rather than developing truly new machines—you know, the type of series-production cars we might decades from now remember just as vividly as we do the revolutionary ones Lamborghini earned its reputation on in the first place. So we were thrilled to discover after a recent drive of the Lamborghini Essenza SCV12 that this offering occupies a different strand on the company's genetic spider graph.What Is the Essenza, Anyway?The Lamborghini Essenza SCV12 is indeed another limited toy for car-crazy moguls, and it carried a starting price of 2.2 million euros. "Carried," because Lamborghini already sold all 40 of them. For the record, U.S. buyers paid whatever the dollar-to-euro exchange rate was on the day of their transaction; at this moment, the price would be nearly $2.5 million if you could still get one from the factory.The "SC" in the Essenza's name stands for "Squadra Corsa," which is the Italian manufacturer's motorsport division. ("Essenza" translates to "Essence" in English.) Squadra Corsa is responsible for developing Lamborghini's GT3 race cars, as well as running the Super Trofeo one-make series that exclusively features Huracán Super Trofeo Evo race cars competing in 50-minute sprint races. Like those Huracáns, the Essenza SCV12 isn't street legal, making it a hugely expensive track-only car aimed at wealthy gentleman racers, track-driving enthusiasts, and gotta-have-everything collectors.Other than the car, the purchase price includes two years of storage at Squadra Corsa's facility in Sant'Agata Bolognese, Italy, with oversight from technicians and 24-hour-a-day video surveillance for owners to look in on their cars whenever desire or paranoia takes hold. One bright spot: Unlike Ferrari and its FXX-K, for example, Lamborghini will allow Essenza owners to take their cars home or wherever they desire, rather than making it such an ordeal owners just leave their cars at the factory.Squadra Corsa does organize and support several arrive-and-drive outings per year at circuits around the world; simply show up, and your baby is there, prepped and waiting to rip. The 2022 schedule features 11 dates between February and December, with stops at famous U.S. road courses including Laguna Seca and Watkins Glen, and contemporary Formula 1 venues Barcelona and Abu Dhabi. Essenza SCV12 owners also get track time during Lamborghini's annual Super Trofeo World Finals event, scheduled in 2022 for early November at Portugal's Portimão circuit. The World Finals entry and accommodations are included in the car's purchase price for three years; other events carry additional entry fees plus the cost of consumables such as tires, fuel, brakes, etc. Lamborghini offers participants driver coaching from its stable of pros, though all Essenza lapping sessions are conducted in a track-day format, without actual racing.Owners also pay extra for any private track time they wish for themselves; the bill depends on the scope of the program but typically falls in the $50,000-$100,00-plus range. Another bright spot: You'll write the check, but one call to Squadra Corsa's concierge yields a proposed itinerary within 48 hours, covering everything you want to do on- and off-track, plus track rental, car shipping (if necessary, including overseas), meals, and anything else you need.Notable Chassis ConstructionHere's where the Lamborghini Essenza SCV12 gets good: This car is a long way from simply being a rebodied and retuned production model. It's effectively a purpose-built race car, though it isn't homologated for competition in any actual racing series. But that was the point: to build a track car unrestricted by the typical performance-limiting rules that govern global GT racing.Lamborghini did, however, pay big attention to safety, working with the FIA—the governing body of international motorsports—to develop the Essenza's safety technology beyond what GT rules require today. In that sense it's a bit of a rolling laboratory, a GT-style race car with a carbon-fiber monocoque chassis built to existing Le Mans Prototype safety standards. But where typical GT race cars use a steel roll cage, the SCV12's carbon cage is integrated within the monocoque structure, a solution you'll see down the road on actual racing-homologated GT contenders.Whereas the Essenza's carbon chassis is based on that of the Lamborghini Aventador, only the lower part of the monocoque is similar, the company says, with 60 percent of the chassis redesigned to hit the safety targets and comply with FIA standards. The front and rear frames, suspension, gearbox, and electronics were developed specifically for this car.What's It Like to Drive?Lamborghini let us behind the Essenza SCV12's Formula 1-style wheel for 16 laps of Las Vegas Motor Speedway's 1.1-mile road-course configuration. The nine-turn circuit is more club track than proper race course; most of it is taken in second or third gear, but the front straight allowed for an extra gear or two and speeds in the 140-mph ballpark before a reasonably challenging-to-nail heavy braking zone for the second gear Turn 1 lefthander. The venue, and the fact Lamborghini let us run whatever pace we wanted, was enough to demonstrate the Essenza's intriguing package of thrills combined with approachability for non-pro drivers.You get a kick out of the experience before you're even out of pit lane. Strapped into the five-point harness, the starting procedure is simple but fun, especially for motorsports enthusiasts: Flip on the master switch and briefly let the electronics boot up, then push the ignition button followed by the start button. Once the 6.5-liter V-12 thumps alive, hold the car on the brakes (left foot preferred), punch and hold the blue button on the steering wheel for neutral, and click the right-hand shift paddle once for first gear in the Xtrac-built six-speed sequential manual racing 'box. Foot off the brake, hit the throttle, and the automated clutch (there is no pedal) engages, and you're off.You bounce around as you trundle down pit lane, typical race-car behavior thanks to a limited-travel pushrod suspension that doesn't like painfully slow driving. The rear suspension is mounted straight to the gearbox, which serves as a stressed structural chassis element (common race-car architecture that's rare in production vehicles).Kill the pit-speed limiter by clicking a button on the wheel, and bam! The Essenza howls like only a naturally aspirated Italian V-12 does, noises exaggerated by the SCV12's unique and unrestricted Capristo exhaust system. The engine is the same as the Aventador's, but thanks to a less restrictive exhaust, a bespoke air-intake system that makes use of ram effect via the engine-feeding roof scoop, and a Motech motorsports ECU, it produces 820 hp at 8,500 rpm and 568 lb-ft at 6,000. That's a 60-hp and 37-lb-ft increase compared to the stonking Aventador SVJ road car. Gulp.But within a few laps, even once we turned the power all the way up—a mode switch on the wheel offers five settings beginning at 695 hp and ramping up in 25-hp increments with each click of the dial—the nuclear straight-line speed isn't what got us. Rather, with bespoke Pirelli slick tires and monster downforce from the aero package, the car's grip and handling have you shaking your head and giggling even on a slow track like the one we drove. For perspective, Lamborghini claims 2,645 pounds of downforce at 155 mph, with even more at higher speeds; that exceeds the downforce of a true GT3 race car. It's darn near almost enough to theoretically allow the car to drive upside down without falling off the ceiling, if the track allowed it.The LVMS road course didn't let us get near what the Essenza's aero and tire package can really do, but we still felt the massive grip, especially through a flat-out third-gear kink toward the end of the lap, and also in how late we could brake into Turn 1. (The steel brakes are by Brembo, with carbon-ceramics also available.) Braking-marker boards on the side of the front straight served as guides; Lamborghini pro drivers present during our test drive suggested braking at the third board from the end as we learned the car, and then suggested working our way down to braking between it and the second board. But after a few laps of feeling what the car was capable of and finding our confidence buoyed, we rocked the Essenza down the front straight past the third board, past the halfway point, and nearly all the way to the second marker before crushing the pedal.Holy Ferruccio, did it ever work. The brake pedal feels softer than you might expect in its first bit of travel then firms up significantly and provides outstanding modulation and control. There are no latency issues with the pedal, and that fact allowed us to bleed massive speed immediately, then remain easily in control as the back end wobbled before gripping back up through the middle of the braking zone. Finally, downshifts completed with a few satisfyingly solid clicks of the left-hand paddle, we trailed off the pedal at the turn-in point and the Essenza dug in, nailed the apex, and tracked out the other side with what we swear was a yawn. We're convinced we could have gone another 20 feet deeper into the braking zone—and we also weren't stupid enough to try it. But the fact we believe it after such a brief experience of the Essenza SCV12 says a lot about how much confidence the car inspires. We didn't bother recording lap times on this day, but Lamborghini told us the Essenza is some 3 to 4 seconds quicker than the Huracán GT3 race car around medium-to-high-speed tracks in the hands of pro drivers, despite it weighing a few hundred pounds more. We have little doubt this is accurate.Odds and EndsThe car's overall setup during our drive was tuned toward understeer just to keep things manageable for the amateur drivers Lamborghini invited to sample it, but there's a huge amount of adjustability in the Essenza. Even with this setup, we discovered we could rotate the chassis somewhat into the corners using the brakes and then confidently go to the power. One thing for drivers to keep in mind is that this is a heavier, long-wheelbase (114.4 inches) car compared to most racing models, so it's a bit more deliberate, relatively speaking, in its responses to inputs. Some people might even initially find it counterintuitive if they get into it with only the eye-catching power and torque specs in mind while expecting the knife-edge, snappy reactions of a car boasting a smaller footprint.With more time, we would have found a slightly more comfortable position for the steering wheel, which, just like the pedals, is easily and quickly adjustable to accommodate a range of driver sizes and preferences, and we disliked the screen mounted in the center of the roof above the dash. The latter is for displaying data to technicians after on-track sessions, but its location impedes your field of view somewhat when you try to look ahead through corners like you should always do. To its credit, Lamborghini says it has heard the same comment from some owners and is working on a better solution.Our biggest gripe, though, is we didn't have time to run another 50 laps. Not only for fun and to increase our speed and adapt ourselves more to what the car likes, but to also explore deeper into exactly what it can do when you make adjustments. Along with the power/engine map, the trick steering wheel (which we didn't mess with outside of the power settings) allows you to tune the differential, clutch, traction control, ABS, and power steering to your preferences depending on the circuit and the specific corners you're driving. There are also controls for brake bias, throttle behavior, and more. The total package makes for a mighty engaging and pure race car experience, even though this isn't technically a race car. Well, at least not a homologated one you'll ever see in true competition.In a way, then, you could call the Lamborghini Essenza SCV12 a car without a home, except Lamborghini and Squadra Corsa have created a community around it for the 40 owners who understood the vision and what the Essenza offers. But because of the car's limited numbers and track-only usability, there's a good chance you'll never see one in the wild, let alone running in anger. From that perspective, it's massively tempting to lump it in with those other rare, virtually one-off modern Lamborghinis that have come and gone and are now distant memories mentioned only occasionally by diehard hypercar nerds. And that's a shame, because after driving the Essenza SCV12 as it's made to be driven, we suspect we'll forever remember this one as being in an entirely different league.Lamborghini Essenza SCV12 BASE PRICE $2,488,357 (est) LAYOUT Mid-engine, RWD, 2-pass, 2-door coupe ENGINE 6.5L/820 hp @ 8,500, 568 lb-ft @ 6,000 DOHC 48-valve V-12 TRANSMISSION 6-speed sequential CURB WEIGHT 3,230 lb (est) WHEELBASE 114.4 in L x W x H NA 0-60 MPH 2.8 sec (est) EPA FUEL ECON NA EPA RANGE (COMB) NA ON SALE Sold out Show All
The warning signs have been hard to ignore. For Stellantis' Dodge, Ram, Chrysler, and Jeep brands, the V-8's time is almost up, even for the headliner specialty items like the Hellcat-powered musclecars that define the Dodge brand's contemporary identity. But it appears there is at least a stepping stone along the way to Stellantis' wide-scale adoption of EVs, in the form of a turbocharged, 3.0-liter I-6 engine that enthusiasts have dubbed the Tornado—and, briefly, that Stellantis itself confirmed was in production at a facility in Mexico.It all started (as it so often does) when a member on the AllPar enthusiast forums spotted an otherwise snooze-inducing fact sheet on the Stellantis media site about the Saltillo Engine Plant in Mexico. It included a short list of the engines it assembles for Dodge, Ram, and Jeep, including 5.7, 6.2, and 6.4-liter V-8s. But, for a brief period of time, this document had a couple of other tidbits.In the list of products, it noted a "3.0-liter GMET6 HO" that was "launched on Nov. 22, 2021." Wait, what? Let's break down the name, because Mopar folks are probably already latching onto the "GME" part of the codename. That is the FCA/Stellantis Global Medium Engine family, which provides the "Hurricane" 2.0-liter turbocharged I-4 engine for the Giulia, Stelvio, Wrangler, Cherokee, and several Maserati products—and, notably, is the ICE component of the Wrangler 4Xe powertrain. Add two cylinders to a 2.0-liter I-4 and you get … yup, 3.0 liters.It's fairly common for companies to create modular engine families, and with increasing emissions and efficiency regulations, it's appealing to be able to scale an engine up or down. Jaguar's Ingenium engine family is one example of the trend, as is the heavy sharing of engineering between Mercedes' M256 I-6 and the company's other modern I-4 and diesel products. So it makes a lot of sense that Stellantis is able to leverage the engineering that's already gone into the GME engine and create something that can take the place of the aging, inefficient V-8 offerings.That makes the rest of the engine code somewhat self-explanatory. T6 is shorthand for turbocharged I-6, and "HO" stands for "high output"—leading us to believe that there's likely a low-output variant that'll be hopped up with some sort of electrification, like the Mercedes M256, perhaps taking the form of the company's existing eTorque motor-generator light hybrid system. But the HO Tornado seems, to us, to be a performance-oriented version whose most likely mission is to replace the V-8s used in some or all of the company's products, like Grand Cherokee, Charger, Challenger, and perhaps some Ram 1500 models.FCA patents from November 2019 show a twin-turbo arrangement, with each turbo feeding three cylinders. Inline-sixes can be good performers, offering smooth power delivery and a great sound. And Chrysler has some experience with high-performance I-6s, particularly the company's Australian division, which leaned hard into raw performance with the interesting Hemi-6 line of engines, particularly the hot Six-Pack variants.And the stout and seemingly economy oriented Slant Six has always had its fair share of interest from the hot rod community, and it's beefy enough to take some boost. The company's V-8 offerings have always overshadowed its I-6 history, but there's nothing inherently wrong with the layout. Add a couple of turbos and modern engine controls, and there are plenty of bone-stock I-6 engines today pushing 400 hp, and the contemporary BMW M3 Competition pumps out 503 horsepower without any electrification.With the engine's assembly line (at least) already running in Saltillo, one thing is for sure: We'll know more soon.
The Mercedes-Benz Vision EQXX concept is design boss Gordon Wagner's way of showing us that he's dead serious about the death of the traditional three-box sedan.He's said it before, and he's saying it again: EVs will sacrifice the classic three-box design of a sedan at the altar of aerodynamic efficiency. ("Three-box" refers to the basic shape of a vehicle when viewed from the side, with the engine compartment, cabin, and trunk forming three box-like shapes pushed together.) When it comes to drag, a traditional trunk just isn't as good as a fastback design for cutting through the air. So-called four-door coupes are no longer a design statement, they're a necessity.Mercedes-Benz employees believe range is the EV customer's biggest concern today, so the company is doing everything it can to increase range without increasing prices. Optimizing a vehicle's aerodynamics are a big part of the puzzle. While it remains to be seen whether the company will push longtail designs like the EQXX with its tapering rear overhang, the long, sloping C-pillar is here to stay.The Grille's Gotta Go, TooWagner also confirmed the EQXX previews the new front-end design for Mercedes EQ EVs. The nonfunctional, light-up grilles of the current EQS and upcoming EQE models are effectively placeholders meant to ease the transition away from the grille as a primary design element. Instead, Mercedes will shift focus to the headlights, which make a three-pointed star design when the daytime running lights are switched on. Complementing those stars are a pattern of three-pointed stars embossed in the front fascia where a grille might've been in the past.Do You Really Need a Sunroof?Mercedes has also confirmed the EQXX's rooftop solar panels are not a concept gimmick. The company is hoping to begin offering the panels on production EVs in 2024 as an alternative to sunroofs and solid metal roofs. The company claims that, when combined with other technical advancements in the EQXX, the solar panels can reduce the load of non-propulsion systems enough to give the car an extra 15 miles of range on a sunny day.What About SUVs?SUVs are far more popular than sedans of any kind these days, so how will this new design ethos apply to future EV SUVs? Mercedes-Benz isn't ready to go into detail yet, but the same physics apply. SUVs, being taller, naturally have more frontal area to push through the wind, so optimizing their aerodynamics is even more crucial. The trick will be in balancing that against practicality, as today's so-called SUV coupes tend to sacrifice some amount of cargo space, rear head room, and rear visibility in the name of style.
