The 2025 EdisonFuture EF1-T and EF1-V Are Wildin’ Out With Style
EdisonFuture, a California-based startup, is looking to cash in on the e-pickup craze by launching an F-150-sized light-duty full-size electric truck of its own, powered by a range of battery and motor options that includes a 450-mile battery pack and a three-motor configuration good for a reported 700 combined horsepower. Should the legacy and better-established newcomers to this space be worried?
What the Heck Is EdisonFuture?
This subsidiary of SPI Energy used to be aligned with another spinoff called Phoenix Motorcars. That group made a business of retrofitting Ford medium-duty trucks to electric power.
But don't let this fact—and the resemblance of its steel wheels to those of a Ford F-150 XL work truck—lead you to presume this is another modified Ford. EdisonFuture VP of product management Edmund Shen assures us the EF1-T pickup and its van counterpart, the EF1-V are both engineered from scratch by Livermore, California-based EdisonFuture.
Ford F-150-Sized, Not F-150-Based
EdisonFuture sees the heart of the e-pickup market as the traditional half-ton size and capacity. So the EF1-T's dimensions and mission don't stray far from the perennial best-selling F-150 and its Lightning electric variant, though it's proportioned more like the forthcoming 2024 Chevrolet Silverado EV—that is, with a shorter "dash to axle" in front, a roomy four-door crew cab, and a 6.5- or 8-foot bed. (Exact body dimensions have yet to be released.)
In person, the flat nose and primary headlamp details are more reminiscent of Chevy's electric pickup, while the continuation of the LED lights to form a C-clamp look resembles an F-series Super Duty. Remember, though—it's not a Ford!
Three Drive Configurations, Multiple Batteries
EdisonFuture plans to cover the market much like Chevrolet and Hummer EV, with offerings ranging from rear-wheel-drive, single-motor to dual- and tri-motor all-wheel-drive setups. Likewise, there will be a choice of battery pack sizes available to suit various budgets and expectations. To date we only know that the single motor version will accelerate to 60 mph in 6.5 seconds. The two-motor version will produce about 600 hp and be good for 0-60 mph in 4.5 seconds. The three-motor version will produce 700 hp and drop the 60-mph time to 3.9 seconds. EF1-V van models will only offer rear or two-motor all-wheel drive, each of which is rated to hit 60 mph in 6.5 seconds.
These will be permanent-magnet motors, and we're told one or more may be clutched, allowing them to idle when not needed during cruising. There's no word yet on battery sizes, but the base truck is said to be good for 300 miles, the two-motor one will go 380 miles, and the top model can cover 450 miles on a charge. A DC fast charge will bring the battery from 0 to 80 percent charge in 25 minutes.
Aero Sleek, With an Optional Solar Roof
The "SPI" in the parent company's name stands for Solar Power Innovations, so it should come as no surprise that EdisonFuture will offer a solar roof option on both the truck and van leveraging SPI Energy's latest photovoltaic solar cells. Each will have a similar solar-collecting surface area, and in southern California sunshine we're told it should be capable of adding 15-25 miles of range on a sunny day.
The pickup features a three-piece nesting fastback cover that shelters the cargo area, adds to the total solar-cell surface area, and greatly improves aerodynamic drag when fully closed. Rear visibility is provided by camera mirrors, as the cargo cover obscures rear visibility.
Three-Seat Front Bench, Two- or Three-Row Van Seating
Both models displayed at CES 2022—a high-spec pickup and low-spec van—featured a roomy three-seat bench in front. The EF1-V van on display was built for cargo-schlepping fleet duty, showing the lowest of three roof heights. This one is more consumer focused and hence designed to fit comfortably in residential garages, but we're told the highest roof will allow a person to stand in the back (given the height of the floor, that'll be a tall van).
Passenger-oriented versions with windows will feature a choice of two or three rows of seating. The van can be configured to carry 260 to 400 cubic feet of cargo and features sliding doors on either side with "barn doors" in the rear.
Pickup Cab and Box Features
A 17.5-inch floating touchscreen controls all the infotainment features, the long dash surface provides extra solar cells, when so equipped, and the doors can be equipped with removable toolboxes. Side view mirror images are supplied via camera and displayed on dedicated screens located near the A-pillars. A full set of tie-down points is provided in the box, along with what looks like provision for a gooseneck or fifth-wheel trailer hitch.
Towing Capacity
The EF1-T Standard model with a single rear motor is rated to tow 7,500 pounds, the EF1-TP premium two-motor variant can do 9,000, and the top EF1-TS Super tri-motor range topper is good for 11,000 pounds. For the EF1-V van, rear-drive models can tow 7,500 pounds, two-motor AWD long-range models are rated for 8,000 pounds.
So Should the Others Worry?
Competition is competition—unless or until it isn't. Funding could run out, investors may lose their nerve, the executive suite might get raided, or any of a million other potential pitfalls could darken EdisonFuture's, future. But the truck looks intriguing and the initial specs are promising, so we wish the new venture luck.
You may also like
bmw m5 Full OverviewThe new 2022 BMW M5 CS (short for Competition Sport) is not only the most outrageous version of the F90 (sixth generation) M5, but also one of the most ridiculous production BMWs of all time. It's certainly the most powerful: The S63 M TwinPower twin-turbo 4.4-liter V-8 makes 627 hp at 6,000 rpm and 553 lb-ft of torque between 1,800-5,950 rpm. The peak-torque figure is the same as you find in the M5 Competition, but it's available in the M5 CS for an additional 90 rpm. That might not seem like much, but keep in mind the M5 Comp's peak-torque rpm-range already exceeds the standard M5's by 170 rpm. In terms of M5-vs.-M5-vs.-M5 horsepower comparisons, the M5 Competition makes 617 horsepower at 6,000 rpm, and the standard M5 600 hp.The 2022 BMW M5 CS gets more than just additional power and revs compared to its "lesser" versions. It features the same chassis and suspension upgrades the M5 Comp boasts over the M5—stiffer engine mounts and suspension springs, 0.2-inch lower ride height, more negative front camber, and a stiffer rear anti-roll bar and toe-link ball-joint mounts. BMW says the M5 CS receives additional "spring and Dynamic Damper Control tuning" compared to the M5 Competition "to take advantage of the lower vehicle weight and of the optionally available (no-cost) Pirelli P Zero Corsa ultra-high-performance tires." Take note of the point about the rubber, as we'll circle back to it shortly.Ah, speaking of weight, the M5 CS tipped our scales at 4,089 pounds, whereas BMW says the M5 Comp checks in at 4,344 pounds. We have not had the opportunity to weigh an M5 Comp but suspect it would check in lighter than its official weight, due to the parameters under which BMW estimates its cars' curb weights. Either way, this is a notable difference between the two models, and the M5 CS' diet consists of additional carbon-fiber-reinforced plastic pieces, including the hood with vents in unpainted carbon fiber, the front splitter, mirror caps, rear diffuser, and rear spoiler. The engine cover is also made from CFRP, and further weight reduction comes thanks to less sound-deadening throughout the car.So, what do these upgrades yield in performance terms? We ran the 2022 BMW M5 CS through our standard battery of MotorTrend tests, with impressive outcomes.Gas ItIn our acceleration testing, the 2022 BMW M5 CS produced its best launches via its launch-control mode. This produced consistent, clean, and smooth yet explosive launches, and we noted how well the car put the power down without drama. Indeed, it exhibited zero, or almost zero, wheelslip; the AWD just dug in and blasted the car down the track. Our best 0-to-60-mph time came in at a double-take—hell, triple-take—inducing 2.6 seconds. That's the fifth-quickest time we've ever recorded to 60 mph, behind cars like the Tesla Model S Plaid, Ferrari SF90 Stradale Assetto Fiorano, Porsche Taycan Turbo S, Porsche 911 Turbo S, McLaren 720S, Lamborghini Aventador SVJ, and Audi R8 V10 Plus, to name a handful. It also means the CS is even quicker than BMW claims: The company says this M5 reaches 62 mph in 2.9 seconds, so even if we knock off 0.2-second to estimate a 60-mph time of 2.7, our 2.6-second time remains ahead.The BMW's performance through the quarter mile was no less stunning, with a time of 10.7 seconds at 129.7 mph. Only eleven MT-measured quarter-mile elapsed times have been quicker: the same cars mentioned above (and a bunch more). If you're employed as a wheelman by nefarious characters who appreciate the quickest of getaways, look no further; if Hollywood remade John Frankenheimer's 1998 cult-classic Ronin today, we know which new production car should feature in it.Slow Your RollDespite BMW's boast about the M5 CS' reduced poundage, the fact remains that a car of this size and a two-ton curb weight needs to stop as well as it goes. No problem there, as the standard carbon-ceramic brakes brought the M5 CS to a halt from 60 mph in just 101 feet, beating Cadillac's CT5-V Blackwing by 1 foot and trailing the Porsche 718 Boxster GTS 4.0—which weighs 916 pounds less—by only 2 feet. The brake-pedal feel was firm and consistent, and we felt good bite from the 20-inch Michelin PS4S tires. Our only knock against the overall setup is that the firm pedal's short-release travel makes it difficult to trail brake precisely into corners.DynamicsAh, did we just mention tires? As impressive as the 2022 BMW M5 CS performed on the Michelins, it really wants to live on its available, more aggressive, and stickier Pirelli P Zero Corsas. When we say, "available," we mean theoretically offered by BMW, but that's where things went slightly sideways for our test. (You can get the car smokingly sideways easily, too, for the record.) Unfortunately, supply-chain shortages affecting all walks of industry have hit the tire business as well, and despite our best efforts we were unable to source a set of the Italian rubber. Not only would it have almost certainly provided an even shorter stopping distance in our braking test, but it also would have improved the CS' performance on the skidpad and around our figure-eight course.Nevertheless, the big sedan pulled an average of 1.04 g on the skidpad, and it recorded a best figure-eight lap time of 23.2 seconds at 0.92 g average. The skidpad number equaled that of the CT5-V Blackwing, and the BMW bettered the Cadillac around the figure eight by 0.2 second and 0.03 g.These are all solid numbers, and we achieved them despite the M5 CS exhibiting loads of understeer on the skidpad and quite a lot of oversteer when exiting corners around the figure eight. Indeed, it was easy to see the M5 CS simply could not reach its full potential on these tires, which was a shame.Yes, You Want OneDespite being unable to record the absolute best test results, we saw more than enough from the 2022 BMW M5 CS to tell us the mechanicals are there. The engine is brilliant, the outright speed is breathtaking, and the brakes are good. The steering in its sportiest setting is quite nice, too; it loaded and unloaded clearly on the skidpad, which told us precisely when the front tires gained or lost grip. This is a proper driver's car, and then some, and it's the most capable BMW M5 of all time, by far. For all these reasons, we're still cursing the damned supply chain.On second thought, perhaps we're looking at this all wrong: We now have a legitimate excuse to get our greedy hands back on the 2022 BMW M5 CS when the better shoes become available—and we'll be thrilled to run it to its mega limits all over again, with even more impressive performance.Looks good! More details?2022 BMW M5 CS Specifications BASE PRICE $143,995 PRICE AS TESTED $148,995 VEHICLE LAYOUT Front-engine, AWD, 4-pass, 4-door sedan ENGINE 4.4L Twin-turbo direct-injected DOHC 32-valve 90-degree V-8 POWER (SAE NET) 627 hp @ 6,000 rpm TORQUE (SAE NET) 553 lb-ft @ 1,800 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,089 lb (56/44%) WHEELBASE 117.4 in LENGTH x WIDTH x HEIGHT 196.4 x 74.9 x 57.8 in 0-60 MPH 2.6 sec QUARTER MILE 10.7 sec @ 129.7 mph BRAKING, 60-0 MPH 101 ft LATERAL ACCELERATION 1.04 g (avg) MT FIGURE EIGHT 23.2 sec @ 0.92 g (avg) EPA CITY/HWY/COMB FUEL ECON 15/21/17 mpg EPA RANGE, COMB 342 miles ON SALE Now Show All
lincoln corsair Full OverviewThe 2021 Lincoln Corsair Grand Touring sounds like a losing proposition. Why pay Nautilus midsize SUV money for a compact SUV? Well, the Corsair's design for starters. The 2021 Lincoln Corsair's attractive curves gracefully slice through the luxury SUV noise—look elsewhere for angular or sporty styling. Now consider the Grand Touring model's plug-in hybrid powertrain, and the Corsair begins to make sense. This intriguing Lincoln is one refresh away from true excellence, but the Corsair Grand Touring already offers enough to steer open-minded shoppers away from Audi, Volvo, and Lexus dealerships.A Shrinking SegmentWith plug-in hybrid versions of the Mercedes-Benz GLC and BMW X3 discontinued for the U.S. market, only four players remain. Lexus burst onto the scene with the new NX450h+, Volvo has the long-running XC60 T8, Audi offers the Q5 TFSI e, and Lincoln sells the Corsair Grand Touring. All four deliver on the promise of plug-in hybrids—great efficiency like a hybrid, but with miles of electric-only range. Recharge them by plugging in at night, then set out the next day on EV-only propulsion once again. When it's time for a road trip, the SUV turns into a conventional hybrid; the gas-fueled engine takes you wherever you want to go. That's what makes plug-in hybrids so appealing. Despite their greater powertrain complexity, they can serve as an introduction to electric cars.If you aren't ready to try fully electric models, the Lexus NX350h also exists in this space. A standard non-PHEV hybrid, the NX350h undercuts the Lincoln and its direct competitors in price but can't match the flexibility a plug-in provides.Grand Touring = Best Performing Lincoln Corsair?Comfort and smoothness are higher priorities for Lincoln than sportiness, but who says you can't enjoy those qualities swiftly? The 2021 Lincoln Corsair Grand Touring (and essentially the unchanged 2022 model, which starts at $51,525 and would cost $62,125 similarly equipped) enter the plug-in compact luxury SUV segment with 266 hp from an Atkinson-cycle 2.5-liter I-4 and its electric motors. Acceleration to 60 mph takes 6.3 seconds, quicker than the base 250-hp Corsair 2.0 (7.3 seconds) and two tenths of a second ahead of the 295-hp Corsair 2.3. The Corsair Grand Touring's 6.3-second performance comes in hybrid mode; travel in EV-only mode, and responses are more leisurely unless you press the throttle all the way down—the Lincoln will then get the message and turn on the gas engine again.The 2021 Lincoln Corsair Grand Touring faces quicker competition outside of the Lincoln dealership. The last Volvo XC60 T8 Recharge we tested hit 60 in just 5.0 seconds. An updated model offered alongside the standard T8 Recharge version is said to shave a half second from that time, which would match a 2021 Audi Q5 plug-in hybrid we tested. The Audi hybrid reached 60 in only 4.5 seconds. As for the new NX450h+, a 5.5-second time means Lexus is still certifiably quick unless your other car is a Corvette or Tesla.What the Lincoln Corsair Grand Touring numbers don't tell you is how the engine sounds. For a luxury SUV, it's simply too loud. If you never drove the competition, you might never know to expect better, but of course we have—and we do. The Audi, for one, is quieter for around-town driving when the engine is on.Otherwise, the Corsair Grand Touring delivers on the unofficial Lincoln promise of quiet and comfortable cruising. An adaptive suspension is standard on the plug-in, and the ride quality is good, even on our test SUV's gorgeous 20-inch wheels. You'll experience slightly more body motions from the Lincoln than you might from the Audi, and the steering lacks feel. The Lincoln's planetary continuously variable transmission is smoother in everyday driving, however, and the brakes feel fine until the very end of their travel, when they pull back more than you'd expect. Drivers can get used to this Grand Touring quirk without much trouble, and no SUV in this four-vehicle segment has perfect brake feel. There's room for improvement, but Lincoln did a good job here.In 60-0-mph panic braking, the 2021 Lincoln Corsair Grand Touring comes to a stop in 115 feet, which compares to 131 feet for the 2022 Lexus NX450h+, 116 feet for the 2021 Audi Q5 plug-in, and 114 feet for the Volvo XC60 T8 Recharge. One note from our test team about the Lincoln: The brakes began to smell during this part of its time at the track, which involves four consecutive stops from 60 mph. In figure-eight testing, which evaluates braking, acceleration, handling, and the transitions in between, the Corsair fared surprisingly well for a luxury-first SUV. The Lincoln completed the MotorTrend course in 26.9 seconds at 0.64 g (average), far better than the 2022 Lexus NX450h (28.4 seconds at 0.57 g) and not much different from a 2020 Lincoln Corsair 2.3 (27.3 seconds at 0.67 g)On the road, the Corsair lacks the light and entertaining feel that defines the Ford Escape, one SUV the Lincoln shares its platform with. With Lincoln's focus on luxury, however, that's not a huge loss. Drive the Corsair Grand Touring sensibly, and the Lincoln remains in its element.Lincoln Range and Efficiency vs. Lexus, Audi, and VolvoRange is hugely important in a plug-in hybrid; models with greater range allow you more time to luxuriously glide along under electric power. The Lincoln has a 14.4-kWh lithium-ion battery pack and manages the second-best EPA-rated PHEV efficiency rating, behind only the Lexus. Electric-only range comes in at 28 miles, again second best to the class-leading Lexus. Volvo trails the pack in efficiency and EV range but is preparing another T8 Recharge model with a claimed 32 miles of EV range.Vehicle EV Range PHEV Efficiency, EPA Combined Efficiency as a Hybrid, EPA Comb. 2022 Lincoln Corsair Grand Touring 28 miles 78 mpg-e 33 mpg 2022 Lexus NX450h+ 37 miles 84 mpg-e 36 mpg 2022 Audi Q5 TFSI e 23 miles 61 mpg-e 26 mpg 2022 Volvo XC60 T8 Recharge 19 miles 57 mpg-e 25 mpg Show AllAfter your electric miles are up, the Lincoln's four-cylinder engine takes over seamlessly, and the luxury SUV operates as a hybrid. As with the competition, drive modes allow you to save your EV juice for later if you want. Put it all together, and the Lincoln can travel farther in EV or normal hybrid modes than the Audi and Volvo models presently rated by the EPA, but not as far as the Lexus.We just wish the Lincoln Corsair didn't have a worst-in-class 11.1-gallon gas tank. The tiny tank means you'll stop sooner on long highway road trips. But for day-to-day driving, the average luxury SUV customer will likely want the Lincoln's extra EPA-rated range over the electrifying speed of the Audi and Volvo. Once the updated XC60 T8 Recharge arrives in the U.S., the extra EV range may make it more of a player. The Corsair Grand Touring, however, undercuts that Volvo and others by thousands with its low-$50,000 base price. Our optioned-up test SUV carried an MSRP in the low-$60,000 range, like the Lexus and Audi but still below the Volvo.With the Lincoln, expect charging to take around 3.5 hours on a Level-2 240-volt charger, or 11 hours with a standard 110-volt outlet. As this is written, the Lincoln qualifies for a $6,843 tax credit. That's less than the $7,500 you can get for the Lexus and the 2022-model-year Audi but more than the Volvo's $5,419. (The new longer-range XC60 qualifies for the full $7,500.)Lincoln Luxury Inside Is a Mixed BagInside, the 2021 Lincoln Corsair's interior mostly justifies its $61,035 price, depending on what you seek from a luxury SUV. We still appreciate the Detroit Symphony Orchestra-sourced entry chimes and the soft material on the inside of the door pulls—the latter is a detail Lincoln and Lexus regularly get right. The center stack of controls might look intimidating at first, but over the course of our time with the SUV, we found them easy to use without even looking down. The Audi has a higher standard of interior quality, but more of the Lincoln's interior controls can be operated quickly, from volume and tuning to temperature and fan speed. That's thanks to the angle of the center stack—it's not completely vertical like so many other cars—and because of its mix of tabs and physical knobs.The biggest drawback inside isn't materials or the large Ford-sourced key fob. Rather, it's the tech. The Corsair's 8.0-inch screen isn't angled toward the driver the way the screens in the Audi and Lexus are, nor is it big enough to meet today's standards. No, bigger isn't always better, but in this case the size is a downer, whether you're using the split-screen display within Apple CarPlay or using the 360-degree camera system.Lincoln's 12.3-inch digital instrument cluster has style but could also use some updating. The configurable system's pared-back aesthetic looks premium, and there are even a couple plug-in hybrid-specific displays. Even so, we hope future Corsairs will display more characters in the audio display; with so much available screen space, the song title shouldn't cut off as often as it does. Elsewhere in this segment, we're not fans of the XC60's narrow, vertical infotainment touchscreen, but the 10.1-inch touchscreen in the Q5 and 14.0-inch touchscreen in the NX work well.In the Lincoln, you can sooth any tech frustrations with the available massaging seats. Thanks to the Corsair's lower base price, adding options still allows you—in terms of bang for your buck—to add even more options. That means it's easy to check the box for the massaging front seats and the superb 14-speaker Revel sound system. Also, despite the Corsair's smaller overall length compared to the others, it offers a good-sized 26.9 cubic feet of cargo space.The VerdictTry the Lincoln Corsair if you're comfortable driving a luxury vehicle that's no Lexus or Audi in terms of brand cachet. Where the Lincoln charts its own course in this segment is its clear focus on luxury, not sportiness—that's going to be a good thing for the right buyer. Although the Corsair Grand Touring lacks standout appeal in this foursome of SUVs, the Lincoln compensates for it with generally good scores almost everywhere else.Say it with us: There's no such thing as a perfect car. But if you can handle a small touchscreen and above-average engine noise, the Lincoln Corsair Grand Touring is worth considering, even against rivals from Audi, Volvo, and Lexus. We just can't wait for the refresh.Looks good! More details? 2021 Lincoln Corsair (Grand Touring AWD) SPECIFICATIONS BASE PRICE $51,485 PRICE AS TESTED $61,035 VEHICLE LAYOUT Front-engine, front/rear motor, AWD, 5-pass, 4-door SUV ENGINE 2.5L port-injected Atkinson-cycle DOHC 16-valve I-4 plus permanent-magnet elec motors POWER (SAE NET) 163 hp @ 6,250 rpm (gas), 67+48 hp (elec); 266 hp (comb) TORQUE (SAE NET) 155 lb-ft @ 4,500 rpm (gas), 173+111 hp (elec) TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 4,573 lb (54/46%) WHEELBASE 106.7 in LENGTH x WIDTH x HEIGHT 180.6 x 74.3 x 63.8 in 0-60 MPH 6.3 sec QUARTER MILE 14.8 sec @ 95.1 mph BRAKING, 60-0 MPH 115 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 26.9 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 34/32/33 mpg (gas), 83/72/78* mpg EPA RANGE, COMB 430* mi ON SALE Now *EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes. Show All
With SUVs increasingly becoming the default choice for single-car families across the U.S., automakers are working hard to make them more fuel efficient. Last year's 20 most fuel-efficient SUVs averaged an impressive 55.5 mpg combined; this year, the 20 most fuel-efficient SUVs bump up their combined average to 60.9 mpg. And that figure doesn't include the increasing availability of electric SUVs. Last year there were about nine SUV EVs on sale. This year? Seventeen and counting. Provided you're not ready to make the leap to an electric SUV (all of which would make this list), what follows are the 20 SUVs that achieve the best gas mileage on the market in 2022.But before we dig in, some quick housekeeping. Our list of the most fuel-efficient SUVs for the 2022 model year was gleaned using EPA test data, and all vehicles are ranked in order from 20 to 1 using their combined mpg/mpg-e figure. When we had a tie, we then factored in electric-only range (if applicable) and highway fuel economy to break it.Plug-in hybrid, hybrid, gas, and diesel SUVs were all eligible to make this list, but as you'll soon see, plug-in hybrid and hybrid SUVs dominate. As previously mentioned, the 17 electric SUVs on sale in the U.S as of this writing weren't included. In case you're curious, they are:Tesla Model Y (up to 129 mpg-e)Hyundai Kona Electric (120 mpg-e)Kia EV6 (up to 117 mpg-e)Chevrolet Bolt EUV (115 mpg-e)Hyundai Ioniq 5 (up to 114 mpg-e)Kia Niro EV (112 mpg-e)Tesla Model X (up to 105 mpg-e)Ford Mustang Mach-E (up to 101 mpg-e)Volkswagen ID4 (up to 99 mpg-e)Audi Q4 E-Tron (up to 95 mpg-e)Mazda MX-30 (92 mpg-e)Volvo C40 Recharge (87 mpg-e)Volvo XC40 Recharge (85 mpg-e)Audi E-Tron (up to 78 mpg-e)Jaguar I-Pace (76 mpg-e)Porsche Taycan Cross Turismo (up to 76 mpg-e)Rivian R1S (69 mpg-e)Without further ado, here are the 20 most fuel-efficient SUVs you can buy today, in order from worst to first.
0 Comments