The 2024 Mercedes-Benz EQE sedan's EPA range and energy consumption ratings recently emerged on the EPA website, revealing interesting changes compared to the 2023 model year.

Mercedes-Benz launched a total of four EQE sedan versions so far, including the rear-wheel drive EQE 350+, all-wheel drive EQE 350 4Matic and EQE 500 4Matic as well as the sporty, all-wheel drive AMG EQE. Their 2023 model-year EPA range varies between 225 and 305 miles, according to the manufacturer; unfortunately, there are still no 2023 model year EPA ratings available on the EPA website.

Mercedes-Benz EQE

Mercedes-Benz AMG EQE

For the 2024 model year, the Mercedes-Benz EQE has a higher EPA Combined range in all AWD versions, although the RWD version has a slightly lower range.

The biggest surprise is a 38-mile increase in the EQE 500 4Matic version.

2024 Mercedes-Benz EQE EPA range (vs. 2023 model year):

There are no details yet about the changes between the 2023 and 2024 model year. The Mercedes-Benz online configurator still includes only the 2023 model year, but it seems that there might be some improvements on the AWD powertrain/battery. Previously, the battery in all EQEs had 90.6 kilowatt-hours of energy.

Basic specs

* EPA-estimated range, according to the manufacturer's website

Interestingly, the all-wheel drive EQE 500 4Matic is expected to have the same range as the entry-level, rear-wheel drive EQE 350+ with both rated at 298 miles.

Energy consumption, including charging losses, of the 2024 Mercedes EQE 350+, is estimated at 96 MPGe or about 351 watt-hours per mile.

The all-wheel drive and more powerful EQE 350 4Matic needs 6.5% more energy—90 MPGe: 374 Wh/mi—but the even more powerful EQE 500 4Matic has the same energy consumption number as the EQE 350+.

The sporty Mercedes AMG EQE 4Matic+ is the most electron-hungry, consuming about 462 Wh/mile (73 MPGe). That's more than in the case of the sporty BMW i5 M60 or BMW i7 M70.

2024 Mercedes EQE 350+

2024 Mercedes EQE 350 4Matic

2024 Mercedes EQE 500 4Matic

2024 Mercedes AMG EQE 4Matic+

Pricing

Pricing-wise, there is no info related to the 2024 model year yet. The initial 2023 MY started at an MSRP of $74,900 (plus a $1,150 destination charge). The AMG version noticeably exceeds $100,000.

The car doesn't qualify for the $7,500 federal tax credit because it's imported and exceeds the price cap of $55,000.

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The electric vehicle production challenges of General Motors, Ford, Volkswagen and various startups have gotten a lot of headlines this year. But despite being an electric pioneer, Nissan has had plenty of headaches of its own. Its Nissan Ariya crossover has faced innumerable production challenges and software woes since its launch two years ago, leading to a fairly limited supply on dealer lots and only fairly middling sales. But now, Nissan executives in Japan say that production of the Ariya is getting much more dialed in.

Managers at Nissan's high-tech Tochigi Plant, where the Ariya is made, told Automotive News that the current production line is "underutilized" and only operating at two-thirds capacity. In other words, Nissan is making far fewer Ariya crossovers there than it potentially can, hampered by the array of new manufacturing techniques employed there. "It's a totally new factory with totally new processes. We had many headwinds," one plant manager told the publication. 

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Nissan's rocky start to a new EV era

Nissan was an early leader in the EV space when it launched the Leaf way back in 2010. But it's been accused of dropping that ball to players like Tesla and the Chinese automakers, and now it's struggled to become a leader in the space again with the Ariya's production issues. 

The worst of those headwinds may now be behind Nissan, executives said. Automotive News reports Nissan claims "newfound confidence in troubleshooting," and the technologies and techniques pioneered at the Tochigi Plant will trickle down to other Nissan facilities—including one in Canton, Miss. that's due to make four new EVs for the U.S. market from 2026 onward.

Here's where Nissan is at now, according to that story:

New production methods are deployed at Tochigi Plant, including several world-first techniques, for a 10 percent production cost reduction over older methods, despite building more complex vehicles.

One key innovation is a new powertrain assembly technique called a simultaneous underfloor mounting operation. This technique delivers new efficiencies by mounting all the vehicle's powertrain components simultaneously from a plug-in pallet that is lifted into the body and fitted by robots. The front, middle and rear of the pallet are made of interchangeable modules that can accommodate multiple layouts for electric, hybrid and internal combustion engine vehicles.

[Plant manager Eiji Kikuchi] said Nissan is also studying gigacasting, though he declined to offer details. The technique, pioneered by Tesla, eliminates countless individual metal parts by casting a vehicle's sections as giant modules. Toyota, Volvo, Ford and Hyundai are considering or adopting the technology.

These challenges mirror that of most, if not all, legacy automakers who have sought to seize a leadership position in the EV transition. Pivoting to making batteries and developing software at scale, and matching those low-cost production techniques pioneered by Tesla to get prices down and profits up, has proven extremely difficult across the entire industry. (Gigacasting in particular is seen as a key to matching Tesla's scale and cost control; read more about why it's a big deal here.) 

There are two notable stories at work here. The first concerns the Ariya, which has been a decent and generally well-received modern EV effort from Nissan. But it's not an especially groundbreaking car, nor has it proven to have some major edge over various competitors in the crowded midsize crossover space. Furthermore, its low production numbers to date have kept it from being real competition to Hyundai, Tesla and the rest.

If the Tochigi Plant is really sorting out its issues, it may help a lot more Ariyas get to dealer lots and soon. Unfortunately, being built in Japan means it is excluded from any U.S. tax credits unless leased, although we have found some pretty spectacular Ariya deals lately if you decide to go that route. With any luck, the Ariya can become a much more serious contender in 2024 and beyond.

More Nissan News

The second, arguably more important story here, is about the future. The Ariya could be seen as a "rough draft" for the high-volume production techniques the Tochigi Plant is building out. Those same production techniques are expected to spread to Nissan's other global factories, and we know the automaker has big EV plans soon: U.S.-built cars, more crossovers, a new Leaf and even electric sedans that draw on iconic nameplates. Nissan has also said it only plans to sell EVs in Europe from 2030 onward, so smaller, more affordable models are expected to be on the menu too. 

Nissan has a long way to go to reclaim the position it once had in the EV world, but maybe things are starting to look up. 

Contact the author: patrick.george@insideevs.com

Like the tiny negatively charged particles flowing through a battery's electrolytic solution, Tesla's pricing schematics are inherently unstable. Take the Tesla Model 3 Performance, for example. In 2022, the sporty sedan cost $64,440: $62,990 for the car, $1,200 for destination, and $250 for the nonrefundable order fee. At that time, there was no available tax credit for Teslas.

Given that 2024 is right around the corner, the Texas-based automaker is going all-out with its price reductions. A recent example of one is a Midnight Silver Metallic Model 3 with a $5,100 discount. This Model 3, in particular, is available at Tesla Burbank and is listed for
$47,530: $45,890 for the vehicle, plus the mandatory destination and order fees.

Factoring in the $7,500 federal tax credit, this EV can come in at $40,030. When compared to Tesla's prices a year ago, in-inventory Model 3s are now up to $16,910 less without the tax credit, or $24,410 including destination. 

More Tesla News

While there are some drawbacks to buying new Teslas these days, such as the lack of ultrasonic sensors found on previous cars, there is no doubt these prices are some of the most competitive in the industry. With over 450 horsepower and a zero-to-sixty time in the low 3-second range, very few cars—EV or ICE—can come close to the Model 3 Performance's price proposition.

Moreover, all Model 3 Long Range and Performances come as standard with heated front and rear seats, a 15-speaker sound system with a subwoofer, and a snappy AMD Ryzen processor.

There are currently five new and one demo Model 3 Performances within the Los Angeles zip code listed for under $47,000. In the Miami zip code, two Model 3 Performances are priced for under $47,000, one demo and one new. It's important to know that even demo models qualify for the full $7,500 credit, at least up until the end of the year. While these price drops don't reflect every market, there are still notable discounts across most delivery centers.

Throughout the Model 3's production run, prices have fallen pretty consistently. When 2023 rolled around, Tesla slashed its prices across the board, and the Performance's price eventually dropped to $52,630: $50,990 for the car, $1,390 for destination, and $250 for the order fee. As a cherry on top, Teslas started to qualify for the federal tax credit again. Factoring in the $7,500 credit, a new Model 3 was effectively $45,130, a far cry from the prior year's price of $64,440.

In other words, now may be a great time to get an incredibly competitive price on a very quick EV. And the Model 3 Performance should still qualify for the full tax credit next year, but if you find a good price, you might want to act now. 

With production and sales of the GMC Hummer EV Pickup and GMC Hummer EV SUV accelerating, the Ultium-based duo is leaving behind its initial limited Edition 1 trims and moving to more regular ones.

In today's post, we will take a look at the two main trim levels—EV3X and EV2X—currently available for configuration on GMC's website, as well as updates for the 2024 model year.

The GMC Hummer EV first debuted in late 2021 and has been a headline-making but controversial electric vehicle for parent company General Motors. While it is a powerful and visually striking remake of an iconic vehicle—this time without gasoline—it has been criticized for being one of the heaviest vehicles on the road. That weight has also meant it's one of the least efficient EVs on the road. Moreover, Hummer EV production has been plagued with challenges, and the six-figure price tag has kept it more of a niche vehicle than anything else. 

Some things are changing for 2024. The EV3X is basically a regular version of Edition 1 with the same tri-motor, all-wheel-drive powertrain, and battery, while EV2X is equipped with a dual-motor setup and a smaller battery. In the future, there will also be the EV2 trim, with lower power and battery capacity to improve affordability.

GMC Hummer EV Pickup

GMC Hummer EV SUV

Pricing

2024 GMC Hummer EV Pickup

In terms of the 2024 GMC Hummer EV Pickup, the EV3X version is equipped as standard with a 20-module battery pack and 22-inch wheels with All-Terrain (AT) tires. Its MSRP starts at $104,650, plus a $2,295 destination charge, the same for all of the other versions, too.

As far as options, the bigger battery option with 24 modules used on the Edition 1 trim and 18-inch wheels with 35-inch Mud-Terrain (MT) tires cost $9,995 each. Selecting both brings the MSRP to $124,640.

The EV2X version is available only with the 20-module battery and starts at $96,550, so it's $8,100 less expensive than the tri-motor equivalent.

2024 GMC Hummer EV SUV

The 2024 GMC Hummer EV SUV has a maximum of 20 modules in the Edition 1 and EV3X trim levels; both are powered by three electric motors. The EV3X with 22-inch wheels and AT tires starts at an MSRP of $104,650, the same as in the case of the base EV3X pickup. The optional 18-inch wheels and MT tires cost $9,995 more.

The dual-motor EV2X trim starts at an MSRP of $96,550, which also mirrors the EV2X pickup.

Prices

At this point, the upcoming EV2 trim is not yet available in the configurator, but according to the previous data from a few years ago it was promised to start at around $80,000.

Because of the price tag exceeding $80,000, the electric Hummers are not eligible for the $7,500 federal tax credit.

In terms of the real-world prices of the GMC Hummer EV Pickup and GMC Hummer EV SUV, things are improving. Initially, the limited production caused relatively long queues of waiting customers and high markups. Recently, production and deliveries have finally accelerated to four digits per quarter (we are now waiting for Q4 results) and the markups disappeared.

EPA Range

In terms of the driving range, the initial GMC Hummer EV Pickup Edition 1 and EV3X with the optional 24-module battery (about 212 kilowatt-hours) has not been rated by the EPA because it was classified as a heavy-duty pickup. Those vehicles have a different set of rules and requirements than standard cars and pickups. At the time, GM confirmed to InsideEVs that the range rating was done in-house in accordance with the EPA test procedure.

The GM-estimated range of the 2024 GMC Hummer EV Pickup EV3X (24 battery modules, 22-inch AT) is 381 miles, while the switch to 18-inch wheels (MT tires) cuts it by 22 miles or 5.8% to 359 miles.

Meanwhile, the electric Hummers with the smaller battery were probabl light enough to be treated as normal vehicles and received the official EPA range and energy consumption ratings, which we described here. (It's better than the 2023 Lordstown Endurance, by the way.)

Interestingly, results for both, the pickup and SUV are the same:

Finally, there are the dual-motor EV2X trims, which have not been listed on the EPA website yet. GM says that the 2024 GMC Hummer EV Pickup (2X) 20BM, 22-inch AT will get 311 miles of range. That would be three miles less than the EV3X version with three motors, which makes us curious as to why.

The 2024 GMC Hummer EV SUV (2X), 20BM, 22-inch AT is expected to get 303 miles of range—also 11 miles less, than the EV3X version, with the same battery. The configurator does not show the numbers for the 18-inch wheels and MT tires.

Basic specs

*According to GM/not listed on the EPA website; acceleration according to the manufacturer

In the future, the EV2 trim is expected to offer around 300 miles (SUV with 20 battery modules) or 250 miles (Pickup and SUV with 16 battery modules.) These numbers are just a rough guess.

Here is a graphical representation of the range comparison according to our current knowledge:

See also

Spanish bicycle brand Berria has been in the business for about a decade now, and like many bike brands from the region, focuses on producing high-performance road, gravel, and mountain bikes. Of course, the growing popularity of e-bikes is hard to ignore, and Berria also has a selection of electric bicycles for those looking to supercharge their cycling experience.

The newest e-bike in Berria’s model range is called the Cayman, and just like the sports car (I’m not sure if it was named after the Porsche or after the Islands), it wants to be a versatile, high-performance machine which you can ride on a daily basis, as well as on a spirited ride through technical terrain. The Berria Cayman is, for all intents and purposes, a full-blown electric mountain bike designed for both technical descents and arduous climbs. It’s rocking some impressive tech, ranging from its Bosch motor, premium suspension, and high-end drivetrain. That said, let’s dive right in and see what this bike has to offer.

The Berria Cayman isn’t exactly an enduro e-bike, but rather a more traditional all-mountain e-bike thanks to its 29-inch wheels. At the heart of this high-performance bike lies the cream of the crop of Bosch’s e-bike systems: the Performance Line CX Race. We’ve talked about this groundbreaking e-bike system in great detail in the past, but in essence, it sets itself apart with its lightweight magnesium casing and high-power output equivalent to 400 percent pedal assistance. Of course, the motor’s 85 Nm of torque is kept at bay with Bosch’s Smart System, and a large 750-Wh battery pack ensures hours of excitement on the saddle.

To complement the impressive motor, Berria has gone for a complete set of RockShox suspension, consisting of a 35 Gold RL fork with 150 millimeters of travel, and a Deluxe Select+ rear shock providing 148 millimeters of wheel travel. There’s also a 125-millimeter dropper post, allowing riders to drop and raise the saddle with the push of a button for technical descents and steep climbs.

Moving on to the drivetrain, Berria equips the Cayman with Sram NX Eagle components consisting of the derailleur and 12-speed cassette. Sram also supplies the hydraulic disc brakes with its DB8 units which feature four-piston calipers and 200-millimeter rotors. The bike rolls on Fulcrum wheels shod in Vittoria rubber for optimum traction in multiple terrains.

At present, Berria offers the Cayman in just one variant priced at 5,799 euros, or about $6,370 USD. Unlike its other models, Berria isn’t offering any customization options for the new Cayman. However, this could soon change, as the brand is known to offer a wide selection of configurations for its other models.

More Fun On Two Wheels:

Source: Berria Bikes, Clean Rider

Every Tesla owner wants to maintain the resale value of their EV as it gets older, or at least that’s the goal. Doing so, however, can get expensive. Paint protection film with ceramic coating, stain-resistant seat covers, an extra set of wheels for the winter months – these things are not cheap. There is, however, one thing you can buy for your Tesla that is guaranteed to help keep it like new for many years to come: floor mats.

Tesloid makes some of the best floor mats in the business for Tesla vehicles, specifically the Model Y and Model 3. Its 3D Extreme Performance set of floor mats have the features to keep your footwells looking like new for the life of your car. Plus, you get 10% off using promo code MAT10.

These 3D Extreme Performance floor mats are thick, durable, and engineered for the harshest environments. With complete floor coverage, good thickness, and a high lip, they will capture anything you track into your Tesla, from mud to snow to spills. They also look the business too, with deep channels that keep liquids low and away from your feet.

The 3D Extreme Performance floor mats for the Model Y and Model 3 start at $159.99 for a set of front seat mats and a single large mat that covers the floor of the back seat. You can also order the bundle for $299.98 that includes a large mat for the rear cargo area and one for the front trunk.

The hit to your wallet is nothing compared to the peace of mind a good set of floor mats like the 3D Extreme Performance mats from Tesloid offers. After all, there’s no other part of your car that experiences more wear and tear than the original floors from the factory; they need protection from Day 1. A set of floor mats from Tesloid should be your very first purchase after picking up your new Tesla. Don’t forget to get 10% off using promo code MAT10.

When I told Mike, a Toyota Mirai driver I bumped into at a hydrogen fuel pump in Oakland, California, that I was considering buying an off-beat, zero-emission car just like his, the first three words out of his mouth told me everything I needed to know: “Don’t do it.” 

It was deflating. For a second there, I thought I’d stumbled upon the deal of the century: Used hydrogen fuel-cell cars are weirdly cheap and, in some ways, more convenient than battery-powered EVs. They’re generally only available in my new home of California—minus some occasional mishaps—and they allow owners to skirt the state’s notoriously pricey gasoline prices. Buying a hydrogen car instead of a gas car could slash my carbon footprint. 

I was eager to embrace a strange, new technology and gloat about how clever I was to anyone who’d listen. It’s the California way, after all.

But after chatting with Mike and doing some digging of my own, I’m pretty sure a Mirai isn’t for me. It sucks because I found some really amazing, overlooked benefits to owning one. For example: Toyota offers $15,000 of free fuel to new owners. I think it says something when even that isn’t quite enough to convince me. 

Used Toyota Mirais Are A Bargain

Hydrogen fuel-cell cars are a niche within a niche, and I’d never even remotely considered one as a legitimate option until I moved to California and started browsing for used cars.

Some backstory, if you need it: no automaker has pushed for hydrogen fuel-cell cars more than Toyota. The automaker once believed that hydrogen cars would be the future of how we got around, once we hit peak oil and gas prices got too high. Obviously, that never happened. Instead, the world seems poised to pivot to battery-electric cars, driven by companies like Tesla and the Chinese automakers. Plus, very few companies stepped up to build the expensive fueling stations ($1.5-$2 million, generally) needed to power these things, so they barely exist outside of California. This leaves drivers of the two generations of Toyota Mirai, Hyundai Nexo and Honda Clarity with few options outside the Golden State. 

But hydrogen cars have their strengths, and I thought perhaps I could take advantage of some of them. 

For the first time in my life, I now live somewhere (the San Francisco Bay Area) where owning a car is more of an advantage than a burden. So I’m on the hunt for something relatively modern (for safety and reliability), efficient (for both my wallet and the planet), and cheap. Under $10,000 would be ideal. 

The problem is that those requirements are tough to reconcile, particularly given how the pandemic inflated used car prices. Whenever I plug my parameters into Craigslist, I get a list of high-mileage options and practically nothing from the past decade. The newish cars and hybrids are often too expensive, and the budget-friendly ones are often too old, ugly or unreliable. 

With one strange exception: the Toyota Mirai. Amid all the 200,000-mile Priuses and Civics, I kept seeing shiny Mirais from 2017 or 2019 asking something like $7,500 or $10,000. That's for a car that costs something like $60,000 new. 

So I set out to determine whether a Mirai could fit into my life. Was everyone sleeping on this deal, or was I missing something? As it turns out, it’s a little of both. 

What’s great about hydrogen is that refueling is lightning fast compared with conventional battery-electric cars, which can take a half-hour or more to charge under the best circumstances. That much I knew. Grabbing the hydrogen necessary to power the Mirai’s electric powertrain takes a few minutes, giving it, in theory, almost the convenience of a gasoline car. And a quick Google search informed me of a hydrogen station about a mile from my apartment. Things were looking good. 

I don’t actually drive all that much or have a daily commute, which makes me more flexible than most. The last-generation Mirai’s 300-or-so miles of range would mean I could take a bunch of trips before needing to fill up. Plus, I saw a smattering of hydrogen stations across the Bay Area, where I do most of my driving. Eight-thousand bucks for one of these things was becoming increasingly appealing.

Then my plan started unraveling. 

Expensive Fuel And Shaky Infrastructure Complicate Things

Upon closer inspection using a more reliable source, the hydrogen station closest to my apartment, attached to a Shell gas station, was shut down indefinitely. Bummer. Upon even closer inspection, a whole bunch of the stations in California were out of service due to technical issues or having run out of fuel.

I also realized there were zero locations in the northernmost chunk of the state, barely any in the east, and only one on the way to Los Angeles. That would severely limit how far I could travel. And, like I said, I don’t commute, so my main use for a car would be weekend trips. 

So, hydrogen fueling is convenient, but the reliability and prevalence of the infrastructure is a weak point. That's been a persistent issue, and it's understandable for a novel technology still very much in the early-adopter phase. 

Then I learned that, due to a range of factors, hydrogen prices have skyrocketed lately. One kilogram at the (working) station closest to my apartment now costs $36 when I drove over to check. That figure means nothing to you, obviously, so let me explain. 

A Mirai takes a total of five kilograms of hydrogen. So a full tank would cost around $180 and return 312 miles of EPA-estimated range (taking the 2018 model as an example). That works out to 58 cents per mile, which is abysmal. Taking the average price of gas in California ($4.64/gallon) and a hypothetical car with decent fuel economy, let's say 25 mpg, you wind up with just 18 cents per mile. 

That makes the aforementioned $15,000 of free fuel more of a necessity than just a nice benefit. You can get that if you buy new or certified pre-owned, which costs a bit more than regular-old used. I found certified Mirais in my area going for as little as $11,000, not factoring in the used EV tax credit that lops off 30% of the purchase price, up to $4,000.

So in theory, you can get into a Mirai for well under $10,000, with thousands of miles of free hydrogen to boot. Despite all the hangups I have about infrastructure, that’s an incredible deal. 

But what about once the money runs out? Toyota’s fuel cards for used Mirais are good for up to three years. After that, you’re stuck paying whatever hydrogen actually costs, which, as we’ve discussed, can be a lot. That’s precisely the situation Mike was in when we talked. 

He’d bought a certified Mirai, depleted his free fuel, and was now dismayed at the cost of hydrogen, which he said had roughly tripled since he bought his car. (Other than the high running cost and shaky infrastructure, he really likes his car.)

When he tried to trade it in, he told me, a dealership offered him $1,000. 

That’s a lot of depreciation to stomach, even considering all the free hydrogen. And it makes perfect sense when you think about it: Who’s going to buy some guy’s used Mirai when there are ones out there that aren’t very expensive and come with free fuel? That realization was the nail in the coffin for me. 

When I asked Toyota about all of this, a spokesperson said the automaker is continuing to work with partners to open up new fueling locations, and that it’s trying to lower the cost of hydrogen alongside California lawmakers and station operators. The spokesperson pointed out that an additional 122 fueling stations are projected to open up in California by 2026, on top of the current 54. 

Hopefully the situation improves sooner rather than later, because more viable options that wean the U.S. off of fossil fuels are always a good thing. And it's a shame that existing Mirai drivers are feeling the burn of high fuel prices, on top of other inconveniences. 

But for now, I’ll take Mike’s advice and see what my other options are. 

Contact the author: tim.levin@insideevs.com

Now that Tesla has a few of its flagship Toblerone-shaped trucks on the road, it's time to get service departments ready to wrench on them. The folks over at Cybertruck Owners Club happened to stumble upon a new section in Tesla's parts catalog completely dedicated to the Cybertruck, revealing exploded parts diagrams and a few fun Easter Eggs.

While most of the public won't be able to see the actual cost of the parts, a few screenshots also revealed the prices owners could expect to pay should they need an out-of-warranty repair, or a trip to the body shop. And—believe it or not—the dealership cost almost seems reasonable, at least for some parts.

Let's start by discussing body panels. If the truck fails the dreaded shopping cart test, it might need a new front fender. That's priced at a rather fair $550. It's worth calling out that this price is more expensive than, say, a fender for a Ford F-150 Lightning ($422 MSRP, according to Ford's parts site), but remember that the Cybertruck doesn't require any additional paint, so the $550 is the entire cost, less the labor for installation.

The front fascia of the frunk is also separate from the frunk assembly itself, meaning it can be replaced without replacing the entire front trunk if it happens to be damaged in an accident. The fascia alone is $935, whereas the powered front trunk assembly is $1,910. If you have to replace the entire unit, the total in parts will be $2,845.75.

Tesla also lists the price of its glass on the parts site. The OEM glass for the Cybertruck's windshield will run a hefty $1,900—remember, that's without any labor attached. Comparatively, Rivian R1T owners say that they have paid $1,850 at the Rivian service center and Ford charges $698 for the 2024 F-150 Lightning glass. The "unbreakable" side window glass is also listed on the site. The front quarter windows will cost $200, the moving rear-door side glass costs $225, and the front-door moving glass is $260.

As for wear items, one can expect to pay $75 for the comically large Gigawiper. I know that seems like a lot for a single blade, but keep in mind that it's absolutely enormous and that a pair of higher-end Bosch wiper blades can cost $60 or more.

A single Goodyear Wrangler Territory RT (285/65R20) runs $470 per tire in Tesla's parts catalog, which, admittedly is pretty decent compared to some online stores. Apples to oranges, but I replaced one of the Pirelli P-Zero 235/35R20 tires on my Model 3 Performance yesterday, and the $600 quote from Tesla wasn't exactly easy to stomach (thankfully I had a few spares).

What we don't immediately see in the parts catalog is that very specific Goodyear tire with the custom sidewall that matches the Cybertruck's wheel profile. InsideEVs has repeatedly asked Goodyear about the price of the tires seen on early trucks and if those exact models would be available to purchase, however, Goodyear has not responded at the time of writing. So, it's not clear if Tesla will be selling those specific tires directly. or  if Goodyear will make them available to purchase elsewhere, or if they can even be obtained after the truck leaves the factory.

Tesla also managed to sneak a fun little easter egg into its body stamping. As seen above, the Cybertruck's silhouette appears to be cut out of the stamped metal sheeting underneath the bedside's paneling, meaning that a few owners who end up taking apart the truck (or maybe the techs who work on them) will happen to come across this small token of engineering appreciation.

Now that we know some of the prices, what say you? Are some of the Cybertruck's parts reasonably priced for the dealer, or are they typical premium automaker costs? You can check out some more parts prices in the original thread on Cybertruck Owners Club.

More Cybertruck News

Arguably the most controversial decision any car company has made in recent years isn't related to batteries, the transition to electric power or even autonomous driving. It's probably General Motors' decision to abandon Apple CarPlay and Android Auto, starting with its new generation of EVs. That move hasn't gone over well with a car-buying public that's had to put up with years of frustrating and questionable software from car companies. But not every automaker is taking GM's approach—something Ford CEO Jim Farley made clear on social media this week. 

"We're committed to keeping Apple CarPlay and Android Auto," Farley said on X and later Threads. "Ford customers love the features because they help keep their eyes on the road and hands on the wheel. We work closely with Apple and Google to create a very high-quality experience for customers. And I think we have the best experience out there with SYNC 4A."

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GM's decision to abandon Apple CarPlay and Android Auto has been very controversial

After years of frustrating infotainment systems, drivers came to love smartphone projection systems because they're familiar and just work. But when it comes to software, many car companies want to do their own thing. 

Now, this isn't exactly news from Ford; the automaker has reiterated that CarPlay and Android Auto will be part of its future before. So why would Farley bring it up this week, you ask? Because this week was when the first drives of the Chevrolet Blazer EV went online, and like all of the other future Ultium-platform EVs from GM, it does not support CarPlay and Android Auto.

In fact, as the first vehicle to get GM's new Google-based infotainment system, the Blazer EV is also the first to omit those popular smartphone projection systems. And that's sometimes described as a dealbreaker by potential buyers; just look at the many responses to our own stories and social media posts. 

Can you blame them? One of the many reasons those systems are so popular is that they just work, period—and in a way that's familiar to people because it replicates the experiences they're used to on their smartphones and tablets. After years and years of janky infotainment systems, unresponsive screens, buggy proprietary apps and poor smartphone integration, buyers would rather trust actual tech companies like Apple and Google to make software, not GM. 

Now, as I mentioned in my First Drive review of the Blazer EV, GM has its reasons for this. First of all, the new Google-based infotainment system on the Blazer EV offers an ecosystem very similar to what customers use in their daily lives (and the built-in Google Maps is certainly a plus.) Looking to the future, GM wants to do things like EV charger route-planning and subscription software services that may not mesh with smartphone projection. Moreover, GM doesn't want to just become a hardware manufacturer for tech companies to put their software on—just look at how aggressive the planned next-generation Apple CarPlay is and you may see why. (GM also says that this decision was done to counter driver distraction, but my Motor1 colleague Brett Evans explains why that doesn't really add up.) 

Ultimately, it's on GM to prove it can offer a software experience that's not on par with what they get from the tech companies, but better. I had a decent experience with the new infotainment system in the Blazer EV, but since that drive, I've learned a few of my industry colleagues encountered screens blinking on and off and smartphone pairing problems. Plus, GM (like most automakers, frankly) has had a ton of struggles on the software front. We'll certainly learn more as we do real-world testing of these cars, starting with the Blazer EV. 

In the meantime, Ford, at least, isn't willing to risk such customer ire. That means being tethered to Apple and Google for a while longer, but that may pay off for them in the long run instead.

Contact the author: patrick.george@insideevs.com

Rivian is teaming up with American telecom giant AT&T to supply it with electric vehicles starting in 2024, including the Electric Commercial Van (ECV) which was off-limits to anyone except Rivian and Amazon until recently.

After the exclusivity agreement with Amazon ended in the third quarter of this year, AT&T is the first company to strike a deal with the American automaker to buy the electric van for its fleet. Besides the ECV, the telecom company will also buy R1 EVs.

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Rivian’s electric van breaks free

Until recently, Rivian’s van was only available to Amazon as part of an exclusivity agreement that came after the American e-commerce giant invested heavily in the electric car maker. While Amazon’s order of 100,000 vans until 2030 is still valid, its role as the sole beneficiary of the EV outside Rivian is not, so AT&T is swooping in to get its hands on the cute-looking delivery van (bragging rights included).

According to the two companies, a pilot program including the ECV and R1 vehicles will start early next year, but the number of vehicles purchased hasn’t been disclosed. AT&T said that it will evaluate the various ways these vehicles help improve safety, reduce costs, and cut its carbon footprint.

Regarding the latter, America’s biggest wireless carrier aims for carbon neutrality by 2035, so buying more EVs should help it reach that target more easily. AT&T also uses hybrid and other electric vehicles in its fleet. Back in 2010, it bought the first Ford Transit Connect Electric vans that were retrofitted to run on electricity by Azure Dynamics and offered up to 80 miles of range on a single charge.

More Van News

As for the Rivian Electric Commercial Van, it comes in two sizes, both powered by the same Enduro electric motor mounted on the front axle and LFP battery pack. The smaller Delivery 500 model can drive up to 161 miles on a full charge and has a gross vehicle weight rating of 2,734 pounds, while the bigger Delivery 700 has a slightly shorter driving range of 153 miles but has a GVWR of 9,500 lbs and is longer and wider than its entry-level sibling.

Rivian’s EVs might not necessarily be the solution for those times when you get no cell reception, but they’re a cool and environmentally friendly addition to AT&T’s fleet.

Michael Bettencourt is a long-time EV owner, both of BEV and PHEV vehicles, and automotive journalist whose vehicle reviews have specialized in EVs and plug-in hybrids for the past 10 years. We’re following Michael in a new series about the experience of EV ownership, in the short and long term. 

The age-old “Should I buy or lease my next vehicle?” debate has never been a cut-and-dry one, as the right answer for you may vary from your neighbor’s, depending on your driving patterns and overall buying priorities.

But that debate takes a graduate-level increase in required research if you’d like to maximize your savings when it comes to buying or leasing an electric vehicle (EV). Especially since the rules governing the $7,500 federal U.S. rebate have shifted so radically as of April 18, 2023.

That’s when new rules brought on by the Inflation Reduction Act (IRA) changed the parameters around which electric vehicles would be eligible for federal government rebates, and introduced tougher new rules around domestic sourcing of critical minerals and battery materials.

And changes will keep coming as soon as January 1, 2024, with plans for increasingly stringent content rules that could annually adjust which vehicles are eligible for all or a portion of the $7,500 government incentive each year until 2029.

Check out ERange EV Tires to combat range loss

IRA Kept $7,500 Rebate On Some EVs, But Not Many 

Instead of discussing the 2024 changes, which were covered nicely in detail here, let’s go over the current EV rules to the end of 2023 in case you’d like to buy an EV before ringing in the new year. As of the beginning of this year, to receive the full $7,500 that was previously available to all EV sales until each automaker hit a limit of 200,000 units, the federal government added the requirement that all eligible vehicles must be built in North America.

This is what has excluded worthy EVs such as the Hyundai Ioniq 5, Kia EV6, and Nissan Ariya from tax credit eligibility, as none of those vehicles – nor many of the new BEVs or PHEVs for sale in the U.S. – are currently built in North America.

The federal government added the requirement that all eligible vehicles must be built in North America.

As before, the government funds are currently issued as a credit on an EV owner’s taxes for that year, meaning if you owed $4,000, that’s how much the EV tax credit was worth when you filed the following year, even if the vehicle was eligible for the full $7,500.

As of mid-April 2023, though, new rules were introduced that also added vehicle price caps for eligibility ($80,000 for SUVs, vans, and pickups, and $55,000 for everything else), plus new sourcing requirements for battery materials. These also maxed out the amount of gross income you could make and still receive the tax credit: $150,000 for individual filers, or $300,000 in household income.

There’s another level of research needed when it comes to scoring the best deal possible on EVs.

The battery and critical minerals measurements are the least transparent of all these new rules. For example, the Nissan Leaf sold in the U.S. has been built in Smyrna, Tennessee for over 10 years, along with its battery, but a 2023 Leaf acquired after April 18 is not eligible for any federal EV incentive, according to the EPA’s fueleconomy.gov site. Had the same buyer bought that vehicle between January 1 and April 17 of this year, no matter their income, it would have been eligible for the full $7,500. And the mechanically identical 2024 Leaf, since mid-April, is now only eligible for a $3,750 tax credit.  

Clearly, there’s another level of research needed when it comes to scoring the best deal possible on EVs.

So be sure to visit the EPA’s site’s tax rebate section where you can plug in the year, make, and model to ensure what incentive it’s eligible for, which may shift from here to the end of the decade. Plus it details other key criteria mentioned here, and likely any new measures as the system is updated and refined.

Leasing Is A Key EV Incentive Loophole

Considering all these tax credit changes, leasing has become the equivalent of a shining north star for some EV buyers, guiding them like a bright LED beacon in the night through a forest of dark and somewhat mysterious eligibility rules. A leased vehicle is basically a long-term rental, typically owned by the automaker’s or dealer group’s finance arm and not currently subject to the rest of the new EV requirements: price limits, income thresholds, where it’s made, nor any battery or mineral content requirements.

This seems like a good time to point out that government incentive programs can and do change, as this one has already multiple times. But unlike most automaker EV price cuts, there is often a grace period or implementation time frame where plugged-in shoppers can evaluate and perhaps measure upcoming changes on the government EV incentive front.

EV Tires Are The Hot New Thing:

One major change coming January 1, 2024 is a good example: it will change the buying incentive from an EV tax credit to a point-of-sale EV tax rebate. This will make the federal incentive work for buying an EV outright very much like how EV leasing works now, except for the aforementioned vehicle and consumer restrictions, with both partial and full $7,500 amounts available. 

You’ll no longer have to pay the full price of the car and wait for your rebate come tax season; it will be applied right there at the dealer when you buy an eligible EV.

A word to the wise, however: recent dealer guidance by the Treasury Department on how it will all work suggests this will be a major undertaking, both from a dealer and consumer education basis. The process of providing consumers instant federal rebate approval while out (or online) car shopping will be a brand-new government initiative in a process that will be streamlined and adjusted as it goes along.

You’ll no longer have to pay the full price of the car and wait for your rebate come tax season; it will be applied right there at the dealer when you buy an eligible EV.

So if you’ve been holding off on an EV purchase to the first week of January in order to take advantage of this instant dealer rebate, you may want to check with your dealer of choice (or a few nearby ones) soon to confirm they’re setting up to provide those instant rebates early in 2024.

Alternatively, if you’re not confident in either the government or your local dealer’s ability to launch this program smoothly early next year, consider taking advantage of end-of-quarter and year-end deals before the end of 2023. Then you can file your taxes early in 2024, which is another, if much-less-satisfying, way to speed up your government EV tax savings.

One of the benefits of the government’s planned point-of-sale tax rebate is that the dealer must pass along the full value of this government rebate to the consumer. When it comes to EV leasing, the finance company that technically owns the EV has no such requirement and can keep some or all of it for itself.

It’s true that most pass along the majority of the available savings, whether the full $7,500 for most BEVs (but half of that for both Rivian models and the Leaf), or the $3,750 that’s earmarked for most plug-in hybrid models. There are some PHEVs that manage to qualify for the full $7,500 too, such as the Chrysler Pacifica Hybrid minivan and Lincoln Aviator Grand Touring SUV.

So it’s worth researching the amount of federal rebate your intended lease is eligible for, and ask specifically whether or not the full rebate is applied somewhere on the itemized leasing contract.

Tesla Offers Leasing, With One Thing Missing

Another key clause to check is if there’s an option to purchase the EV after its lease term for an agreed residual price. Tesla, for instance, no longer allows a balloon payment at the end to purchase the leased vehicle, arguing in 2019 that it would need the leased Model 3s returned because “we plan to use those vehicles in the (FSD-enabled) Tesla ride-hailing network,” the company argued.

That network never appeared, but record used vehicle profits sure did, especially when used vehicle prices skyrocketed amongst pandemic and supply chain-related vehicle shortages.

Ford was initially not allowing its EVs to be bought out at the end of leases for its F-150 Lightning and Mustang Mach-E, but that changed once inventories of both models began to grow. So be sure to check this key lease clause for whatever EV you’re considering, and if it’s not there, remember that takes away one of the key and potentially lucrative benefits of leasing, at least over the past few years.

And keep in mind that if you lease an EV and receive the $7,500 rebate either through your dealer or directly, you can’t then turn around three years later and apply for a used federal EV rebate on that same vehicle if you purchase it at the end of the lease contract. The government’s recent guidance just clarified even if your vehicle is now worth less than $25,000 and meets all other used EV rebate criteria at the end of its lease, buying it outright will not get you the used EV rebate.

Tips And Tricks For EV Buying And Leasing

When we were in the market for our first EV, I was fairly sure we would lease it. That is, until I realized the lease’s interest rate was high enough over the financing rate that I’d effectively be paying the same price per month on our new Leaf, just on a slightly shorter term. I opted to buy instead, as it left us with some equity at the end of four years of payments, versus a big hole of nothing after 39 months.

As it turns out, most lease rates are traditionally a couple percentage points higher than financing rates. And both types of interest rates are high right now, making it an ideal time for buyers to use some savings or liquid assets instead of dealer or bank financing.

Remember, a lease payment starts on the basis of how much the OEM believes the EV will be worth at the end of the agreement, then divides up that depreciation over the term, then adds interest to cover borrowing costs (and help profits) over that time period. And these residual estimates can be spectacularly wrong for EVs, as we’ve seen the past few years, but also for regular internal combustion vehicles.

Giving the consumer the option of buying out the lease at the end of the term provides a helpful financial lever to potentially wring out a bit more value from of a lease if these cars end up being worth more than planned. I came to realize that Nissan had no real idea where the true residual value of that early Leaf would be in 39 months, so it gave itself a healthy financial cushion with its lease offer, steering me towards financing and taking on that heavier depreciation risk.

Whether leasing or buying, make sure to check for all state, municipal, district, and utility discounts for potential green vehicle rebates, which may also include deals or rebates on EV charger purchases and installs. This California buyer found four government rebates in total, plus Tesla inventory and referral discounts, which added up to $23,000 in total discounts. States like Colorado and New Jersey also have healthy local incentives, some of them income-dependent and with their own set of rules worth further research.

As with most vehicle purchases, it’s helpful to know the interest rates you’re eligible for going in, so check your bank or credit union’s auto and general line of credit (LOC) terms. Also look into the rough value of your trade-in from online instant price sites, but keep in mind the potential tax and financing savings (and convenience and safety factor) by trading in your vehicle straight away.

Leasing has traditionally been the costlier option overall, as it encourages perpetual car payments. But for EV owners who prefer a new vehicle every few years regardless, and/or who want the latest range, infotainment options, and battery tech, there may be a unique window in the next few years where it will be more difficult than ever for automakers to accurately predict where EV used vehicle values are going.

The words “high-performance” and “carbon fiber” don’t usually come in the same sentence as “affordable” and “budget-friendly,” however, Ride1Up wants to change that. The San Diego, California-based e-bike company first opened its doors in 2018, and has always been about making e-bikes accessible to a wide range of riders.

While Ride1Up’s selection of commuter and urban e-bikes is nothing short of impressive, its new CF Racer1 could put the brand up in the big leagues when it comes to performance. Best of all, it has a price tag of just $2,295 – that’s right, $2,295 for a carbon-fiber electric gravel bike.

The new CF Racer1 makes good on its promise of being a performance-oriented e-bike. Carbon fiber frame? Check. Punchy motor? Check. Premium drivetrain? Check. Indeed, for the price Ride1Up is asking, the CF Racer1 could very well be the best deal on two wheels for a long time. So, what exactly are we looking at? Well, for starters, the bike is available in two configurations – Gravel and Road. The gravel bike comes in an aptly colored gray frame, while the road version gets a sleek and elegant black frame. Across the board, the frame and fork are made out of lightweight carbon fiber, and the bikes make use of Sram componentry for the drivetrain.

At the heart of the Ride1Up CF Racer1 is a geared hub motor from Chinese e-bike drive specialist Bafang. It’s tuned to meet European e-bike regulations with a nominal power output of 250 watts. The motor is housed discreetly within the rear hub, right behind the cassette on the right side and the rotor on the left side. As such, it doesn’t really matter what angle you’re looking at the bike from; it could very easily be mistaken for a non-electric bike.

As for the battery, the CF Racer1 is rocking a 36-volt, 7Ah internally housed battery pack made out of Samsung cells. It promises anywhere between 16 to 40 miles depending on the mode you select, your weight, the terrain, and the elevation gain of your route. Everything is managed via a 36V 15-amp DMHC Sine-wave controller, and the rider gets a bird’s eye view of pertinent ride stats via a VeloFox DM02 color display.

More Fun On Two Wheels:

As was mentioned earlier, the CF Racer1 comes in two iterations – road and gravel – but both models are packing premium Sram Rival 1x11 drivetrains for optimum performance and all-terrain reliability. Furthermore, Sram hydraulic brakes provide confidence-inspiring stopping power. Overall, the Ride1Up CF Racer tips the scales at an impressive 27.4 pounds in its small size. For reference, sizing offered is S and L, with S measuring 50 cm and L measuring 56 cm.

Source: Ride1Up, BikeRumor

The BMW iX all-electric luxury SUV has become slightly more expensive in the 2024 model year.

For the 2024 model year, the BMW iX xDrive50 starts at an MSRP of $87,100 (plus a $995 destination charge), which is some $3,000 more than the 2023MY. The top-of-the-line BMW iX M60 is also more expensive (by $2,600) and starts at $111,500.

Initially, we believed the cheaper, entry-level xDrive40 version sold in other markets would enter the U.S. this year after it was discovered on the EPA website. This version was first launched in Europe, where InsideEVs had an opportunity to take a test drive in 2022. But BMW has confirmed to us that the xDrive40 is not coming here after all; its presence among EPA ratings is a result of homologation in Canada where the xDrive40 has already been launched.

The other two versions—xDrive50 and M60—are already available in the U.S. and sell pretty well. All iXs are dual-motor all-wheel drive, although the higher the version, the more power, torque, and acceleration they offer.

Like in the case of the other BMW models, the import into the U.S. as well as the price tag (exceeding the $80,000 cap), disqualifies it from the eligibility for the $7,500 federal tax credit.

Prices

Battery and EPA Range

The BMW iX xDrive50 and BMW iX M60 are equipped with a 111.5-kilowatt-hour battery (106.3 kWh of usable capacity, up from 105.2 kWh that we saw previously).

What is odd in the new 2024 EPA range ratings is that they are the same for all wheel sizes, which is a bit strange and it wasn't like that in the case of the 2023 model year. However, we do not expect the same real-world range results for each wheel size.

The base BMW iX xDrive40 is rated at 217 miles of EPA Combined range. The 2024 BMW iX xDrive50 has an EPA range of 307 miles (compared to 305-324 miles previously). Meanwhile, the 2024 BMW iX M60 gets 296 miles (compared to 274-288 miles previously), which is an interesting increase of a few percent.

Basic specs

2024 BMW iX EPA Energy Consumption

2024 BMW iX xDrive40 (Canada)

Energy consumption, including charging losses, of the 2024 BMW iX xDrive40 with 20-inch wheels, is estimated at 86 MPGe or about 392 watt-hours per mile.

It's the least electron-hungry 2024 BMW iX version according to EPA, but as we will see later, only slightly better than the iX xDrive50 with a bigger battery.

As we noted previously, the results are surprisingly the same for all wheel sizes.

2024 BMW iX xDrive40 20-inch, 21-inch, 22-inch

2024 BMW iX xDrive50

Energy consumption, including charging losses, of the 2024 BMW iX xDrive50 with 20-inch wheels, is estimated at 83 MPGe or about 406 watt-hours per mile. That's only 3.6% more than in the case of the 2024 BMW iX xDrive40.

When we compare this with the 2023 model year, it seems that the current result is a bit worse, but it's hard to say because there is no differentiation between wheel sizes:

2024 BMW iX xDrive50 20-inch, 21-inch, 22-inch

2024 BMW iX M60

The 2024 BMW iX M60 brings a positive change, as the energy consumption improved by about 4% to 80 MPGe or about 421 Wh/mile, translating into a slightly higher range.

2024 BMW iX M60 21-inch, 22-inch

Charging

In terms of charging, BMW says that the battery should be completely recharged within 12 hours, while 10-80% DC fast charging should take about half an hour.

It's worth noting that the car comes with two years of complimentary 30-minute charging sessions at the Electrify America charging network.

See also

InsideEVs is proud to present episode 190 of its weekly podcast. Available on the InsideEVs YouTube channel and all major podcast platforms – Apple Podcasts, Spotify, Google Podcasts, iHeart Radio, and Tune In. We also stream the show live on Facebook, Twitch, Twitter, and YouTube on Friday at 9:30 AM EST.

Appearing on this episode is Laycee “Miss GoElectric,” an insightful veteran of the InsideEVs Podcast and her own media empire, Hazel Southwell who has been doing science-y deep thinking and reporting for outlets ranging from ESPN to Ars Technica, Alex Goy who is an all-around motoring person and a talented presenter, and Patrick George, Editor in Chief of InsideEVs.

This week we will discuss our first drive of the Chevy Blazer EV, as well as fill you in a bit on our long-term Blazer EV test drive. We'll also discuss our first drive of the Porsche Macan EV, as well as the reveal of the Cadillac Vistiq. Then we will dive into some truck news, including Ford reducing F-150 Lightning production, as well as some fun bits on the Tesla Cybertruck.

This Week's Podcast News

Subscribe to the InsideEVs YouTube channel and tap the bell icon to stay up to date with our new videos and podcasts.

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Things are getting worse at Cruise, General Motors’ troubled self-driving taxi subsidiary. After a series of mishaps in California, the ouster of its founder and CEO and the dismissal of nine executives, the robotaxi startup is also laying off 900 employees, or roughly 24% of its workforce, TechCrunch first reported on Thursday. 

No one knows exactly how, when or if Cruise will bounce back after these incidents caused GM to slam the brakes on its robotaxi service. What is clear is that its primary rival, Alphabet’s Waymo, is chugging along just fine. 

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Cruise Has Had A Rough Time This Year

Cruise, the self-driving subsidiary of General Motors, was making progress in creating a viable, profitable business around self-driving taxis. A bad crash has made it rethink things and allowed rival Waymo to pull ahead, and now GM is even reducing its spending on the division. 

What garnered far fewer headlines is the fact that Waymo kicked off curbside drop-offs and pick-ups at Phoenix airport terminals today. Previously, the startup offered rides to and from airport train stations, but not all the way to the airport itself. That may not sound like groundbreaking news, but it still serves to underscore the vastly divergent paths of the two biggest names in autonomous driving in the U.S. 

Earlier this year, both companies were offering driverless rides to actual paying customers. They operated in limited areas, but they had both made strides in solving one of the hardest—and potentially most lucrative—engineering challenges on the planet. Today the race to build a profitable business around self-driving cars is extremely lopsided in Waymo’s favor. 

More Autonomous Vehicle News

In the final stretch of 2023, Cruise has gone through executive shakeups, a full-on pause to its driverless taxi operations and, now, mass layoffs.

Waymo, meanwhile, keeps making progress. In the last few months, it’s introduced its driverless taxis to parts of Los Angeles for limited stints, expanded service to all of San Francisco, and added its cars to the Uber app in Phoenix. Waymo cars have been the subject of criticism, too, often for blocking traffic. And the company has had layoffs this year. 

Scrutiny of Cruise intensified this year and came to a head after one of its vehicles hit and dragged a pedestrian who was initially struck by a human driver. In the aftermath, the California Department of Motor Vehicles revoked Cruise’s permit to test driverless cars. Its CEO and founder stepped down in November. In another sign of a bumpy road ahead, GM paused production of a custom-built taxi for Cruise called the Origin, Forbes first reported. 

In an email to staff, Cruise CTO and President Mo ElShenawy said the layoffs were necessary as the company slows its roll on commercialization. The new priority will be safety and improved vehicle performance, he said, adding that engineering roles will be largely unaffected. 

Getting to reliable, profitable autonomy has taken longer than carmakers and other big players in the self-driving car industry anticipated, leading to some high-profile exits from the business. Last year, Ford- and Volkswagen-backed Argo AI shut down. Uber, which had hoped to reap massive profits by taking the drivers out of its cars, abandoned its robotaxi project in 2020.  

Cruise plans to relaunch its robotaxi service in a yet-to-be-named city. We’ll have to wait and see if it bounces back stronger and safer than before, or if Waymo runs away with it all.

Do you have any information about the layoffs at Cruise, or what's going on at Waymo these days? Contact the author: tim.levin@insideevs.com.

When it comes to electrified issues, Ohio sometimes gets left behind. Whether that’s certain vehicles, state-level tax incentives or even a charging network as expansive as that of other states, we all collectively get skipped. It’s cool. We’re used to it. After all, California’s the biggest market for anything electrified. But that doesn’t mean Ohio—and other states that aren't California—are not somehow pivotal to understanding how and where we can get away from gas.

Many companies get this. Take DHL, the massive international logistics and shipping company with a regional headquarters in Westerville, Ohio. Shipping accounts for a lot of emissions. So as DHL attempts to electrify its fleets to address that problem, it's open about how states like Ohio can help it understand what the actual use cases are for EVs in the rest of the country. DHL invited me to Westerville to take a gander at an example of one of its new completely electric trucks—and hear about its plans to electrify shipping.

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The trucking industry faces an emissions transformation too

From the Tesla Semi to experiments in hydrogen power, the trucking industry must also evolve to meet a future where emissions rules are much stricter. This story describes just one part of that effort. 

DHL doesn’t do door-to-door parcels anymore here in the United States. No, it lost that battle in the late 2000s to UPS and FedEx. But DHL still does international deliveries, where it then turns over its packages to USPS, UPS, or FedEx letting them finish out those last packages. It also does contract shipping, where it manages curated clients shipping large items from one space to another. These new Class 8 tractor-trailers are meant to serve as last-mile delivery solutions for the clients it has.

The one on display in Ohio is one of the 17 trucks—including five compressed natural gas ones—it plans to have in service by the end of spring 2024. 

I’ll admit, that might not sound like a lot of trucks, but DHL’s fleet isn’t super big. DHL’s President of Transportation, Jim Monkmeyer explained that it’s only about 1,500 trucks or so it has in its nationwide fleet, which currently do the same purpose as the EV trucks it has here. (And DHL already has 30,000 light-to-heavy duty EVs deployed all over the world.)

Keep in mind, these EV trucks aren’t meant to be long-haul, cross-country type operations, but more so last-mile deliveries meant for cities and other shorter runs. So in proportion, that’s not too bad. These trucks have tangible benefits, too. DHL found an EV truck consumed about 50% less energy than a diesel one when put on the same job. Switching to electric makes a lot of sense.

The truck itself on display at DHL’s Westerville campus was a fairly standard Volvo VNR class 8 truck, shown off in the smaller four-module battery pack. DHL’s Senior Director of Asset Management, Ted Valin, said that the company expects to get about 150 miles of range from this truck, and closer to 225 miles of range; enough to handle the local routes that DHL has in mind for the truck. DHL added that it has two Freightliner eCascadias entering service, which also have about the same range and performance as the battery-powered Volvo VNR. The company says the electric trucks get up to 250 miles on a single charge, which works well for regional hauling.

“One of the unique things we’re doing is testing them outside of the state of California,” Valin said. This testing allows the company to learn just what these trucks will do when faced with concerns like cold weather or snow, things that aren’t as much of an issue in the Golden State.

With those limitations in mind, DHL can effectively tweak its routes to ensure the truck will always have enough range to finish the job. “We’re gonna have [the trucks] in Columbus, Charlotte, Philadelphia, and even Middletown, Ohio,” Valin added. 

Of course, ensuring those routes fall within their scope is key. Right now, DHL isn’t all that keen on investing in or relying on public charging infrastructure. The Volvo VNR uses the same CCS 1 combo port just like any other EV on the market. But for now, all of the charging for these vehicles will be done at the vehicle’s home base. DHL says that as the largest contract shipper in the US, its advantages are that it can effectively manage its charging needs, from dispatch. So right now, the company doesn’t really need public charging at all.

But plenty of trucking companies that do more long-haul freight work are getting into the charging game; this summer the Wall Street Journal reported Daimler Truck is working with renewable company NextEra Energy on a network designed to support the trucking industry. Right now, we're even seeing automakers not traditionally involved in "fueling" get into the charging game. It seems likely trucking companies will need to do something similar, too. 

Perhaps most famously, PepsiCo has a small fleet of Tesla Semi trucks posting encouraging range results, and one large Coca-Cola distributor is also using Daimler Freightliner eCascadias too. These efforts are still in the early phases, but they may show eventual promise. 

My conversation with Valin ended on a high note. He called himself a “true believer” in electrification, speaking on how much he loves his Tesla. The low maintenance allure of his EV is part of the reason he believes that these new EV Class 8 trucks will work out to be superior to the traditional ICE trucks.

For the handful already in DHL’s fleet, Monkmeyer and Valin both claimed that drivers appreciated how quiet, comfortable and quick these trucks were, allowing drivers to end shifts with less fatigue. In theory, the benefits of the truck itself could lead to DHL attracting and retaining drivers in a world where truck drivers are in short supply. 

DHL plans to electrify 30% of its fleet by 2030. Could electric trucks make shipping cheaper and greener? It certainly beats the alternative. 

More EV Trucking News

The Tesla Cybertruck may look like it landed from another planet, but its design has another big merit besides the wow factor: it's very aerodynamic for a pickup truck.

The Cybertruck's drag coefficient is 0.34, which is great for a truck of this size, even though the Rivian R1T trumps it with a Cd of 0.30. Still, the Cybertruck does much better in this respect than most other electric trucks—the Ford F-150 Lightning, for example, has a Cd of 0.44, while the GMC Hummer EV has over 0.5!

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Why are aerodynamics important on a pickup truck?

Traditionally, pickup trucks are not the most streamlined vehicles, but as automakers shift to electric pickups they are forced to pay a lot more attention to aerodynamics. A low coefficient of drag leads not only to increased efficiency and therefore more range, but also to improved handling and stability, not to mention faster acceleration and higher top speed.

If you watched the Tesla Cybertruck saga from the very beginning—and you probably have since you're here—you know that the original 2019 Cybertruck concept is not the same vehicle as the production variant that's now being shipped to customers.

For starters, the 2024 Cybertruck is about 5 percent smaller than the original, and it also features several subtle and not so subtle—looking at you, giant windshield wiper—changes to the exterior.

If you're curios to learn what other aerodynamic changes Tesla has made to the production Cybertruck, this video from computational fluid dynamics expert and AirShaper CEO Wouter Remmerie does a great job of explaining in detail what makes the production variant more streamlined than the 2019 concept.

In a previous analysis of the concept's aerodynamics, Remmerie estimated it to have a drag coefficient of 0.43, so he was naturally curious to see if Tesla has really managed to lower it to 0.34—and how.

More stories on the Tesla Cybertruck

One of the most obvious and effective changes is the rounded front panel located where a grille would be on an ICE vehicle. This element allows air to flow more easily towards the fenders instead of building up in the middle of the previously flat panel, which created additional drag. This also reduces flow separation, according to Remmerie.

A more subtle update is the gap between the front bumper and the upper front panel, which is much larger now. Its purpose is to channel air into the wheel wells, and it can do that more efficiently now.

The addition of air deflectors on each side of the front bumper, directly in front of the wheels, is another change. These elements serve to push the air downward and sideways instead of letting it hit the tires full on; in addition, the wheels don't stick out as much as they used to on the concept, and that benefits aerodynamic efficiency as well. There's another pair of air deflectors in front of the rear wheels that serve the same purpose.

The video deals with some other minor updates as well, but the conclusion here is that Remmerie buys Tesla's claim that the Cybertruck's drag coefficient is 0.34 after comparing the production variant with the concept. Head over to the video to learn why—including why the massive wiper is not as bad for aerodynamics as you'd think.

More than 1 million people paid $100 each to reserve a Tesla Cybertruck, CEO Elon Musk announced on the Q3 earnings call in October. But now, it looks as though Tesla has begun the operation of weeding out Cybertruck reservation holders who are not serious about buying the electric truck by introducing a $1,000 "early access deposit." In other words, if you really want that Cybertruck you reserved, you now owe Elon Musk a grand. 

Starting yesterday, Tesla Cybertruck reservation holders who have been "invited" by the company to configure their vehicle and proceed with their order have discovered that besides having to pay a higher fully refundable reservation fee of $250 (from which the initial $100 fee is deducted), they also have to put down a non-refundable $1,000 deposit.

Get Fully Charged

The Cybertruck's controversial rollout continues

The Cybertruck is Tesla's wildest debut yet, but it's also been delayed for years and is much more expensive than announced in 2019. How will reservation-holders and fans respond to this latest request for $1,000?

Thankfully, the amount will be deducted from the purchase price upon final payment, as seen in the screenshots posted by reservation holders online and shared by Sawyer Merritt, Cybertruck Owners Club, and others.

However, if the customer changes their mind and cancels the order, they will lose the $1,000 deposit, which is a high enough sum for most people to regret losing.

Introducing a $1,000 deposit fee may seem excessive at first glance, but when you factor in the price of the Cybertruck, it's not actually a large amount of money for people who are serious about buying the truck.

It will be interesting to see how many of these potential customers will actually follow through and commit to purchasing a Cybertruck—especially as prices have gone up by $20,000 for the base RWD model and $30,000 for the Cybertruck All-Wheel Drive and Cyberbeast tri-motor flagship compared to the original pricing announced four years ago.

This will also allow Tesla to see how big the actual demand for the Cybertruck is and make production plans and adjustments accordingly. Introducing a $1,000 early access deposit also enables the EV maker to ship the first batch of Cybertrucks to people who are the most excited to get them.

Of course, some reservation holders vented their frustration at the introduction of the $1,000 fee on social media, noting that having waited four years for the Cybertruck is a pretty strong indication that they're interested in buying it. Some also complained that paying Tesla another interest-free loan besides the reservation fee doesn't seem that fair.

What's your take on this? A solid deal, or another squeeze-out play from Musk? 

Check out more Tesla Cybertruck updates

After more than a decade of covering the mostly gasoline-powered global auto industry and car culture, I’ve had a few people ask what brought me to InsideEVs. For me, that decision came down to three numbers: 14, 12.5 and 1.5. 

Don’t worry, I’ll explain in a moment. (There won’t even be a quiz at the end. Math was never my strong suit.) 

I joined InsideEVs a little over two months ago, and since then I’ve been eager to tell our millions of monthly readers and followers where we’re headed next. It’s an audience I deeply admire. This publication has been around since 2012; it’s as O.G. as you get in the electric space. It has tirelessly served a community of drivers who were among the first to see the value of plug-in cars, whether they were early Teslas, Nissan Leafs, BMW i3s or hybrids like the Chevrolet Volt.

To some, these cars were great alternatives to gas-powered ones for commuting. To others, they were very clearly the future of how we’ll get around.

I think that debate has been safely settled now. The car industry has always chased two things in its pursuit of better technology—efficiency and performance—and EVs represent the apex of both. Very few automakers are investing in new internal combustion engines and platforms anymore. EV sales in America nearly doubled in 2022 alone and they've already crossed the 1 million mark with a few weeks to go in the year.

Globally, about 14 million EVs will have been sold by the year’s end. (See? There’s 14, to start.) The Boston Consulting Group estimates that EVs will constitute 60% of new vehicle sales worldwide by 2035; other types of electrified vehicles are also quickly supplanting pure gas cars. And that electric future will be punctuated with new levels of technology, connectedness and even self-driving that would’ve been unfathomable just a few years ago. 

The world of cars is undergoing the biggest and most profound transformation since the Model T rolled off the first assembly line. 

But those stats mask how hard it will be to get to a zero-emission future everywhere. This year alone has seen uneven progress with EV adoption and countless challenges from legacy automakers and startups alike, leading even reasonable people to doubt where things are headed. There’s also a rising Chinese auto industry that dominates the electric space, questions over EVs’ true environmental good and concerns about whether they can really suit everyone’s needs. 

This is a transition, not an overnight shift. It’s going to be uneven, expensive, exceptionally weird, and it will probably take much longer than we think. It’s also going to be full of fascinating stories. 

That’s where we come in. Things are changing too at InsideEVs. We’re under new ownership, new management, and with a bigger staff than we’ve had in many years. We’ll need it because we’re preparing for a future where electric and plug-in cars aren’t a small niche anymore; they’re about to be for everyone. And that’s why we’re rethinking our approach to things around here.

Welcome to the new mission for InsideEVs: To inform and empower a new generation of drivers about the high-tech, zero-emission transformation of the car industry. 

Aiming For Newcomers

We’re now tailoring much of our coverage to the tens of millions of drivers who are new to this world, which is about to be most people. The vast majority of drivers don’t yet have a clue about Level 2 vs. DC fast charging, or what the different types of batteries are, or how to live with something that doesn’t run on fossil fuels. 

That’s why InsideEVs is about to become the go-to publication catering to people new to the world of EVs—a welcoming, user-friendly resource for drivers on their first plug-in car, and not just their third. We’re here to help, not judge you or beat you up because you haven’t bought a Tesla yet. (Or you’re considering a hybrid, which is a great choice these days too!)

This world is often radically different from what traditional car owners are used to, and those people are going to need accurate, intelligent reporting from our team of experts. We’ll be bringing them exclusive news, interviews, buyer’s guides, car reviews and more to help guide them on their journey. We will do all of this with a fierce sense of independence and a laser focus on the consumer, without being in the tank for any one car company—or any one person. (You know what I mean.) 

You’ve likely seen, and will continue to see, some new names on the site, in addition to the wonderful crew that’s held it down for years. Besides yours truly, we’ve brought on Kevin Williams, whose bylines have appeared at The Drive, Road & Track, The Verge and more to cover the auto business, charging and how the EV transition impacts ordinary people like you. We’ve added Tim Levin, a superb reporter who cut his teeth at Business Insider, to also cover the auto industry, government policy around it and emerging tech. Also on deck is Rob Stumpf from The Drive, a member of a two-Tesla household who was writing about EVs and software long before it was cool. And I’m extremely thrilled to say Mack Hogan, the Reviews Editor at Road & Track and a veteran of CNBC and Jalopnik, is joining as Deputy Editor next month.

More new hires are coming soon, as are many new regular contributors—including some longtime InsideEVs favorites like Tom Moloughney, podcast hosts Hazel Southwell, Miss GoElectric and Alex Goy, and some of the biggest names in the business helping us with reviews, features and videos. We’ll be expanding our presence across new platforms, like Threads, email newsletters and live events. The site’s layout will change eventually. We’re even expanding our how-to guide section to welcome newcomers into the electric fold and give them everything they need to know. 

This week alone, we added Critical Materials, a Monday-Thursday morning news roundup that will give you unprecedented insight into how the auto industry works and what it means for you. And you probably already saw a new feature to most news stories that I call Get Fully Charged: a fast, two-sentence summary that will get you up to speed in easy-to-understand terms even if this is your first time reading about any of these topics. (You’re welcome!)

A Broader Focus On New Car Tech 

The truth is, you can’t talk about the EV revolution without understanding how car companies want to become software companies. New features like in-car downloads, subscription programs, over-the-air updates and increased autonomy will make up a big part of your future driving experience, whether you want it to or not.

Take Hyundai, for example. It’s one of the more successful established automakers on the EV front, and it wants software-driven features to make up 30% of its profits in the coming years. Now, the average car in America is 12.5 years old. (There’s another number.) Go and tell that driver about in-car subscription features; they will look at you like you’re crazy. Believe me, I have tried. 

Some of this stuff, I’m excited about. The idea that you can make an EV sound and drive like a Lexus LFA anytime you want to sounds awfully fun. Other things, like heated seat subscriptions, deserve the scorn they’ve been getting. And some things, like self-repossessing cars when you’re behind on your payments, scare the hell out of me. 

That’s why InsideEVs is here to ask hard questions about the future we’re getting, and who it’s going to be actually good for. Look for more in-depth interviews with tech and software executives, reviews of new infotainment and automated driving assistance systems, and updates on what new software changes will bring to how we get around—all with the end consumer, not dealers or car companies, first in mind.

A New Emphasis On Sustainability 

But here’s another “who is this for?” question, and it’s about why the automotive industry is transitioning away from fossil fuels to begin with. 

In theory, it’s because transportation is the biggest source of greenhouse gas emissions in the U.S. alone, and because getting cars to no longer contribute to that is seen as a key part of mitigating the real, scientifically proven dangers of climate change. Electric cars won’t fix that entirely. But they can be a vital tool for keeping global warming below that 1.5°C target. (And there’s your final number.)

Yet going into 2024, many critics say the auto industry has become a grotesque parody of itself; that it's become so drunk on profit margins, massively heavy trucks and SUVs and record-long loan terms that its sole idea for reducing emissions seems to be “Keep doing that, but with batteries!” 

I’m not convinced that’s the right approach. Far from it. If we’re to advocate for anything at InsideEVs, it is for the auto industry to not repeat the mistakes of the past and for all of us to build a better future instead. And how sustainable are these cars anyway, especially if they’re so hard to repair? Where will their battery materials come from? How will we build a grid that can keep them charged without adding to the emissions crisis? And how can we make communities better with cars and without them? 

These are tough questions that I want us to ask. I have long believed that car enthusiasts can, and should, play a role in making the world better, not worse. Here, I think this growing team has a chance to prove it. 

A Closing Note

As any automaker will tell you, saying this stuff and doing it are two very different things. But here at InsideEVs, we have the chance to build a new kind of car and tech publication that speaks to the way things are going, and that’s what we will strive to do every day.

This is the path forward for us, and we have a long way to go before we do all of it. We have our work cut out for us, but nothing in the world seems more exciting right now—or more important, even.

Contact the author: patrick.george@insideevs.com

The 2024 model year of the BMW i7 consists of three versions, as the xDrive60 known from 2023MY has been joined by the entry-level eDrive50 version and the sporty M70 version.

Prices for the all-wheel-drive 2024 BMW i7 xDrive60 start at an MSRP of $124,200 (plus a $995 destination charge, which is applied to all versions), which is $4,900 more than in the case of the 2023 model year ($119,300).

However, thanks to the new rear-wheel drive BMW i7 eDrive50, the starting point of the lineup is now lower than ever at $105,700.

2024 BMW i7 M70 xDrive

BMW i7

Meanwhile, the performance-oriented 2024 BMW i7 M70, which can accelerate from 0 to 60 mph in just 3.7 seconds, is significantly more expensive than the regular ones, starting at $168,500.

An interesting thing is that there is often no price difference (or it's a very small difference) between wheel sizes (19-20-21 inches).

In all cases, there is no $7,500 federal tax credit for the BMW i7, as the model is imported to the U.S. and exceeds the $55,000 price cap for cars.

Prices

Battery and EPA Range

The BMW i7 is equipped with a 105.7-kilowatt-hour battery (101.7-kWh usable), which is the key to achieving a relatively long range of over 300 miles. Let's recall that we are talking about a large sedan with a weight of 5,917 lbs (eDrive50), 5,975 lbs (xDrive60), and 6,191 lbs (M70).

The entry-level eDrive50 (19-inch wheels) has a range of up to 321 miles and this is the highest result for the entire i7 lineup. A switch to 20-inch wheels cuts the range by 20 miles or 6.2% to 301 miles, while the 21-inch wheels/tires appear to offer improved rolling resistance compared to the 20-inch setup, so the range is 311 miles.

In the case of the xDrive60 AWD version (19-inch), the range is only slightly lower compared to the RWD version at 317 miles. Similarly, the 20-inch wheels reduce it by 19 miles to 298 miles, but 21-inch wheels provide a range of 307 miles. It's also worth noting that range and efficiency are marginally different (by a mile or two) compared to the 2023MY version of the car.

Finally, the top-of-the-line 2024 BMW i7 M70 has a driving range of 274 miles (20-inch wheels) or 291 miles (21-inch wheels), which once again shows us that the 21-inch wheels/tires setup is better in regard to range for this particular model. Nonetheless, as usual, the performance-oriented version has less range than the regular versions, by at least several percent.

Basic specs

Another look:

2024 BMW i7 EPA Energy Consumption

The EPA already officially listed all BMW i7 range and energy consumption ratings.

Energy consumption, including charging losses, of the 2024 BMW i7 eDrive50 with 19-inch wheels, is estimated at 90 MPGe or about 374 watt-hours per mile. That's about 16.5% more than in the case of the smaller BMW i5 eDrive40 (19-inch).

The energy consumption increases by almost 5% with the switch to 20-inch wheels.

Let's also note that the i7 is less efficient in the city than on the highway—probably due to its significant weight. In the case of the i5, the results were closer between city and highway driving.

2024 BMW i7 eDrive50 19-inch

2024 BMW i7 eDrive50 20-inch

2024 BMW i7 eDrive50 21-inch

2024 BMW i7 xDrive60

Energy consumption, including charging losses, of the 2024 BMW i7 xDrive60 with 19-inch wheels, is estimated at 90 MPGe or about 374 watt-hours per mile. We can see very tiny changes compared to the previous model year:

The 20-inch wheels are the worst choice in terms of energy consumption, while the 19-inch ones are the best.

2024 BMW i7 xDrive60 19-inch

2024 BMW i7 xDrive60 20-inch

2024 BMW i7 xDrive60 21-inch

2024 BMW i7 M70

Energy consumption, including charging losses, of the 2024 BMW i7 M70 with 20-inch wheels (there is no 19-inch wheel option), is estimated at 77 MPGe or about 438 watt-hours per mile. In this case, we are talking about an electron guzzler among electric sedans.

Interestingly, the 21-inch wheels are improving the situation slightly, so the energy consumption is estimated at 81 MPGe or about 416 Wh/mi.

2024 BMW i7 M70 20-inch

2024 BMW i7 M70 21-inch

Charging

In terms of charging, BMW says that the battery should be completely recharged within 12 hours, while 10-80% DC fast charging should take just over half an hour—34 minutes (at up to about 195 kilowatts).

It's worth noting that the car comes with three years of complimentary 30-minute charging sessions at the Electrify America charging network (compared to two years for the i4 or i5 models).

See also