Honda's Sports Cars Are Going Electric: Here's What We Know

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.

mercedes-benz eqb-class Full OverviewThe electrification of Mercedes-Benz in America is off to a good start. The U.S. is already the top market in the world for the flagship EQS sedan, and dealers are eagerly anticipating the arrival of the more affordable EQE sedan this fall. Insiders are quietly confident that Mercedes-Benz can sell up to 45,000 electric vehicles stateside in 2023. And the perky 2022 Mercedes-Benz EQB will be a key contributor to hitting that number.Unlike the EQS and EQE sedans, the EQB is not built on a dedicated EV platform. Instead, it shares much of its structure with the conventional internal combustion GLB subcompact SUV. As we reported in our preview drive of the EQB350 4Matic late last year, the smooth, silent, punchy electric powertrain transforms the subcompact SUV. The EQB feels much more like a miniature Mercedes than the GLB.We've covered the EQB350 4Matic in detail, though since our drive Mercedes-Benz USA has confirmed the 288-hp, 383-lb-ft SUV will start at $59,100. And although no official figures have been released, informed sources suggest the EQB350's 70.5-kWh battery (its usable capacity is 66.5 kWh) will deliver an EPA-rated range of about 220 miles.The EQB300 4Matic is priced from $55,550, and at first glance it's the more compelling buy of the two. It's identical to the EQB350, right down to the last nut and bolt, as well as the 188-hp motor at the rear axle. The only difference is the power and torque output of the motor at the front axle, which has been dialed back to deliver a total system output of 225 hp and 288 lb-ft.Less power means slightly less performance—Mercedes says the EQB300 is about 1.8 seconds slower to 60 mph than its more powerful sibling, stopping the clock at just under 8.0 seconds. But less power also means there's less demand on the battery, which should equate to more range.Unofficial figures suggest the EQB300 4Matic will have an EPA range of 230 miles. Now, just as with an internal combustion engine, your mileage may vary, depending on how, when, and where you drive. But a 10-mile improvement in rated range isn't quite the headline number you might expect.That's because Mercedes has chosen to optimize energy consumption in both EQBs by using the permanently excited synchronous electric motor driving the rear wheels as often as possible, as the front motor's asynchronous design means it generates only minimal drag losses in partial-load operation. And that means the EQB350's more powerful front motor isn't always sucking down extra electrons. For most of your driving time, the two models are—in energy consumption terms—identical.Our key takeaway from the EQB350 drive—that the EV powertrain adds a level of refinement and performance that's missing from the gasoline-powered GLB—holds true for the EQB300. But keen drivers will notice a difference between the two EQBs on the road, especially if the road is one that twists and turns.In simple terms the EQB300 doesn't claw its way out of the corners with the same urgency as the EQB350. As a result, it doesn't feel as surprisingly lively or quite as much fun to drive. There's not a lot in it, and in truth few EQB customers are likely to notice, especially on the school run or the daily commute. The transition between regenerative and mechanical braking didn't feel quite as seamless as in the EQB350, either. That said, the multilink rear axle felt just as well-planted and delivered plenty of traction out of corners.Our European-spec EQB300s were all on optional 20-inch rims shod with 235/45 tires. That setup won't be available in the U.S., and we won't be missing anything. Our experience with the EQB350 suggests the standard 18-inch wheels and optional 19s will offer better low-speed ride. What's more, the 20s appeared to make the steering feel gluier and less linear, as if the system was working harder to twist a bigger contact patch.Mercedes offers three driver-selectable lift-off regen levels, actuated via the paddles on the steering column. There's also a mode that allows the car to use navigation data, traffic information, and speed sign recognition to automatically adjust the regen level itself. As with its more powerful sibling, on anything but busy city streets the EQB300 feels best to drive with the least amount of regen, as it enables it to flow more freely down the road.Visually, the EQB300 is identified by EQ-specific design tweaks such as the front and rear LED light bands. The tall, boxy bodywork delivers an interior that is surprisingly roomy. The second-row bench seat slides fore and aft 5.5 inches, and in the rearmost position, there's plenty of leg- and knee room for 6-footers. There's lots of headroom, too, even though the rear seat H-point is higher than that of the front to give rear passengers better all-around visibility. Load space ranges from 16.4 cubic feet with the third row in place, to 57.2 with the second and third rows folded flat.Although Mercedes-Benz makes it clear that in the event of a rollover it considers the optional third row suitable only for those under 5 feet 5 inches tall, the $1,250 option will appeal to those using the EQB for the school run. Why does it cost $400 more than in the GLB? The third-row seats fold flat into the load space floor, so the electrical hardware stored there in the EQBs must be moved into a compartment underneath that's accessed via a flap in the rear bumper.Standard equipment on the EQB300 includes the 10.3-inch digital instrument cluster and 10.3-inch touchscreen multimedia display for the MBUX multimedia system. Standard safety features include active lane keeping assist, blind-spot assist, and active brake assist.Those who prioritize range and performance over everything else will almost certainly opt for Tesla's Model Y Long Range, which also offers seven-passenger capability. But the Model Y costs a whopping $11,640 more than the EQB300— $13,390 more if you're comparing seven-seat versions.No, this Mercedes won't go as far or as fast as the Tesla. But it drives and feels like a real Mercedes and boasts a better-packaged and better-finished interior than the Tesla. Unless you're planning a lot of long, fast road trips in your compact luxury electric SUV, the quieter, more comfortable Mercedes-Benz EQB300 4Matic is a better value—and worth a second look.Looks good! More details? 2022 Mercedes-Benz EQB300 4Matic PRICE $55,550 LAYOUT Dual motor, AWD, 5-/7-pass, 4-door SUV ENGINE Permanent-magnet synchronous motor (rear) and asynchronous motor (front) 225 hp/288 lb-ft TRANSMISSION 1-speed auto CURB WEIGHT 4,800 lb (mfr) WHEELBASE 111.3 in L x W x H 184.4 x 72.2 x65.6 in 0-60 MPH 7.8 sec (MT est) EPA FUEL ECON, CITY/HWY/COMB Not yet rated ENERGY CONSUMPTION, CITY/HWY N/A CO2 EMISSIONS, COMB N/A ON SALE Fall 2022 Show All

Ever since the current-generation Ford Ranger landed on these shores—finally—a few years back, we've been looking abroad with some envy at the Ranger Raptor offered globally with swollen fenders, big ground clearance, and a twin-turbocharged Diesel engine with a stinking 369 lb-ft of torque. Anyone holding out hope for that particular Ranger Raptor, we're sorry—it's not coming, and it never will. But there's great news for you: the next one is. The 2023 Ford Ranger Raptor isn't only better than that old truck, it's also coming to America. And wait until you get a load of its specs.For one, that 2.0-liter turbocharged I-4 diesel is gone, and in its place is a 3.0-liter, twin-turbo V-6 worked over by Ford Performance and producing 284 horsepower and 362 lb-ft of twist. That's down a few lb-ft, but ups whopping 74 horsepower over the old truck. This performance engine features an anti-lag system similar to what is fitted to the Euro-market Focus ST. Power is channeled through Ford's familiar 10-speed automatic and a full-time four-wheel-drive system that features a two-speed transfer case. The off-road hardware is impressive. Requisite front and rear diff lockers are present, and there is a full complement of selectable terrain modes, including Baja mode for high-speed desert rips. Speaking of, the chassis has been reinforced in all the expected ways to cope with the severe stresses on the suspension of, say, hitting a medium-sized rock at 60 mph on the playa. That means that the suspension mounts are all beefed up, and some parts of the frame around the bed and spare tire well. You can see all the reinforcements in the image below, and they're not dissimilar from those in the 2022 Ford Bronco Raptor, which utilizes a similar frame.The suspension itself consists of beefy aluminum control arms up front, and a live axle with a Watt's linkage out back. Ford returned to Fox to swipe 2.5-inch Live Valve internal bypass shock absorbers to deal with wheel oscillation punishment. (Interestingly, these units are of a smaller diameter than the 3.1-inch units in the Bronco Raptor.) Ford claims that the Teflon-infused oil inside these revised shocks reduces friction—and performance-robbing heat—by 50 percent. Ford also promises better on-road comfort than the previous model. A Bottom-Out Control feature provides more damping force in the last quarter of the shock's travel, to prevent spine-rearranging slaps on the bump stops. There is some serious armor under this truck. 2.3mm steel plates protect vulnerable points underneath the front of the truck, and also protrude out from the bumper giving the truck a stylish underbite. The radiator, steering, engine sump, and differential are all protected. Most importantly, the new Ranger Raptor manages to keep the handsome, Maverick-influenced look of the "regular" next-gen Ranger intact while adding a serious dose of adrenaline. Remember, the current-gen Ranger wasn't initially designed for the American market—it was adapted after the fact from a global-market truck. And it shows. The new Ranger is a true global product, one designed with the U.S. in mind from the get-go, and we think the new Ranger Raptor shows that there was some serious forethought that went into ensuring it'd appeal to buyers on both sides of the pond—buyers that have very different conceptions of what a pickup should be. The elements you'd expect are all present—big fenders with black arch extensions, a grille with a "FORD" logo you could see from space, hood and fender blisters, and a rugged rear end with tucked up twin-exit exhausts. The loop and side rails on the bed look to us to be more of a Euro-market styling element, but perhaps that will come to us, too.The interior is much more modern than our Ranger, and obviously is very similar to the global Ranger we saw last year, with the expected Raptor touches—bright Code Orange accents, a sporty steering wheel, and bolstered sport seats.This is a good time to mention that you're looking at the ROW version, specifically the U.K. market version. Don't be surprised if there are minor variations in the American-market truck—head- and tail lamps and bumpers are often different in different markets. But it's a very close preview of what we will get, that has been loudly confirmed to the world by Ford—an American-market Ford Ranger Raptor, designed from the ground up with us in mind. That's something worth getting very excited about.