Smart and Sustainable Electric Mobility
Filed under: Green,Porsche,Convertible,Coupe,Crossover,SUV,Electric
Continue reading Porsche confirms EV timeline and the end of combustion Macan and 718 lines
Porsche confirms EV timeline and the end of combustion Macan and 718 lines originally appeared on Autoblog on Mon, 8 Jul 2024 09:29:00 EDT. Please see our terms for use of feeds.
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In a world where small SUVs can easily fall into impractical penalty box territory, the Mercedes-Benz GLB-Class is a breath of fresh air. Unlike many of its peers, it’s big enough, versatile enough and premium enough to warrant the elevated price it commands and make it a genuine luxury offering, even if it is among the cheaper options Mercedes offers.
What’s the GLB’s secret? Well, as small SUVs go, it’s actually pretty big inside. Credit the practical, boxy shape and whip-smart packaging. They combine to deliver a usable, comfortable space with a family-friendly back seat and class-dominating cargo carrying capacity. The material quality and design of the interior are both above average for the segment, and there's no shortage of tech goodies from Mercedes' deep toy box available -- just know that infotainment can be a bit overwhelming to find what you're looking for. Another potential downside is the GLB 250's powertrain, particularly its dual-clutch automated manual transmission, which can be slow in responding to throttle inputs and generally feels less refined than what you'll find in rivals (most notably the BMW X1). In other dynamics regards, it's quite competent, while the AMG-prepped GLB35 goes much further than mere competence by basically being a hot hatch with better visibility. It runs circles around the likes of the X1, Audi Q3, Lexus UX and even the Mercedes-Benz GLA as a practical daily driver. Ultimately, we recommend both GLB models.
Mercedes put the GLB under the knife for a little nip-and-tuck for 2024. The fundamentals remain the same, but the engine gets a mild-hybrid boost and the styling and interior both received attention. The big inclusion in this round of updates is the latest version of Benz’s MBUX Infotainment system. Gone is the old 7-inch base display; the new standard, 10.25-inch setup packs improved performance and wireless Android Auto and Apple CarPlay compatibility. The old console-mounted touchpad controller is also gone, leaving behind a shallow, grippy storage pad of questionable value. Some behind-the-scenes updates improve the performance of the GLB’s active safety systems and, for the first time, a heated steering wheel can be optioned with AMG appearance packages.
No matter where you look in the GLB, its clever packaging impresses. It offers lots of storage in both the passenger cabin and cargo area, making it more practical than most luxury offerings in this segment (and indeed many others). The GLB’s driving position is excellent, and its front- and second-row seats are comfortable and supportive with plenty of adjustment.
The GLB is on the inexpensive side for a Mercedes-Benz, but the quality of materials and available options are on par or better for expectations at this price point. The fancier options will drive up the price, of course, but even the fundamental components are high-quality and precise.
Every GLB includes the last iteration of Mercedes-Benz’s MBUX infotainment suite, which is controlled by a collection of redundant input choices: a new dual 10.25-inch display, steering wheel controls and natural-language commands. The old center console touchpad has been evicted for 2024, though, which is OK from a functionality stand point (we probably used it less than anything else) but the oddly shaped, grippy storage pad that is left in its wake is questionably useful (an iPhone 15 won't fit in it for example) and seems like a waste of space in what is otherwise a well laid out interior. Also, while we like the infotainment system's "have it your way approach" to inputs and appreciate this system's rapid responses and pretty graphics, it just isn't always simple to use. Standard Wireless Android Auto and Apple CarPlay are both great to have, and we appreciate that Mercedes makes it easy to quickly go between the MBUX and Apple/Android interfaces with permanently docked icons in the screen's upper left corner.
The GLB's wheelbase is closer to that of many midsize offerings, and its overall length exceeds that of most competitors. You don't really notice this behind the wheel – it still feels pretty small – and this extra length combined with the boxy design results in the GLB being a cargo-hauling rockstar. On paper, Mercedes says the GLB offers 24 cubic feet with the second-row seats up, but in reality, there's actually far more than that number would imply. Its rear load floor can be lowered to accommodate larger items, but even with the floor in its standard position, the GLB can swallow more cargo than crossovers in the bigger, pricier compact segment.
This extra length translates into tons of second-row space, where passengers will find sliding and reclining seats for extra comfort (you don't get those in the mechanically related GLA). The combination of fold-down seatbacks and sliding bases can also be exploited for additional cargo space if the roomy hatch alone will not suffice, making the GLB a versatility rockstar, too.
The GLB also has available third-row seating, which its smaller competitors and even those in the larger compact class lack. We suppose this option doesn't hurt, but these optional rearmost seats just aren't that habitable, even for kids. We'd skip them or get a non-luxury three-row vehicle for the same price.
The GLB 250 name indicates that the GLB in question has the base engine: a 2.0-liter turbocharged inline-four producing 221 horsepower and 258 pound-feet of torque, with a 13-horsepower boost coming from its mild-hybrid assist system. It has an eight-speed dual-clutch automated manual transmission and standard front-wheel drive. In this configuration, the GLB 250 is rated at 25 mpg city, 33 mpg highway and 28 mpg combined. With the “4Matic” all-wheel-drive system, those numbers drop to 24 mpg city, 32 mpg highway and 27 mpg combined.
The Mercedes-AMG GLB 35 also has a 2.0-liter turbo, but it’s been worked over by Mercedes’ AMG tuning division to produce 302 hp and 295 lb-ft of torque. It’ll hit 60 in 5.4 seconds. The eight-speed DCT and standard all-wheel drive are also special AMG versions. It achieves 21 mpg city, 26 mpg highway and 23 mpg combined.
There is technically an electric GLB available, although it’s officially known as the Mercedes-Benz EQB. You can read our EQB first drive review here.
The new Mercedes-Benz GLA and The new Mercedes-Benz GLB; Mercedes-Benz GLA 250 e (preliminary figures: fuel consumption combined, weighted: 1.4-1.1 l/100 km; CO2 emissions combined, weighted: 31-24 g/km; electricity consumption combined, weighted: 23.8-21.1 kWh/100 km) Information on fuel consumption, CO2 emissions, electricity consumption and range is provisional and was determined internally in accordance with the "WLTP test procedure" certification method. Neither confirmed values from an officially recognised testing organisation nor an EC type approval nor a certificate of conformity with official values are available to date.. Deviations between the data and the official values are possible.
The GLB 250 is more about luxury and comfort than performance. Thanks to its long wheelbase and supple suspension, it delivers in spades for this segment. The optional adaptive suspension will tighten up the handling on demand, but even with that option that we're guessing will rarely show up on dealer lots, the GLB 250 never rises to the level of "fun to drive." That's perfectly OK, though – it doesn't need to be. As for what's under the hood, the GLB 250’s standard four-cylinder provides plenty of punch but does come off a little thrashy compared to what you'll experience in pricier Benz models. The dual-clutch automated manual transmission can also be slow to engage, resulting in delayed responses to throttle inputs and a general lack of powertrain refinement. Indeed, dynamic refinement in general is where the GLB shows its lower price tag when in comparison to pricier Benzes like the GLC. It's a reduction at least commensurate with its price tag, though (maybe not the transmission), and better than what you'll find in some rivals in the segment.
As for the AMG GLB 35, it is legitimately fun even if it doesn’t quite reach the level of “extra-tall hot hatch” as the smaller GLA 35 does. The larger footprint and extra tallness result in it being not nearly as agile or darty. Nevertheless, like the GLA and other AMG 35 models, the GLB 35 is just “on” from the second you pop it into Drive. The snappy and quick eight-speed dual-clutch automatic transmission cracks off upshifts with a pop that accentuates and underlines every shift. Indeed, the level of drama and added theater encourages a heavy right foot. And thanks to its AMG-tuned chassis, you can still happily hustle this little crossover around a winding road. With the Sport drive mode selected, body motions are nicely controlled with the stiffness and sharpness you’d expect from an AMG. Steering response is a bit numb, though, and its weighting isn’t as sharp as other AMG 35s.
AMG's 35-badged models go under the knife as well
Take a closer look at the 302-horsepower, AMG-tuned GLB that injects a spunky amount of fun into what is otherwise a surprisingly sensible small SUV.
Our initial drive of the GLB features more details about its design and engineering. It really hasn't changed much since then.
Forget the official numbers. The boxy and versatile GLB punches above its weight class. All of this stuff fits in the cargo area.
Senior Editor James Riswick breaks out odds and ends to stuff inside Mercedes' most utility-focused model. The GLB has actually added a storage area since this was done (where the old MBUX touchpad was), but it doesn't really add much.
The 2024 Mercedes-Benz GLB 250 starts at $45,600, including the $1,150 destination charge. That’s nearly $5,000 more than in 2023. The all-wheel-drive GLB 250 4Matic starts at $47,600. The AMG GLB 35 starts at $60,200, which is almost $8,000 more than it was in 2023.
The GLB offers far more customization than is typical at this price point. There are the usual packages, including the $1,500 Exclusive Trim package that adds navigation to the standard 10.25-inch display, but many features, including the optional third row of seating ($850) are stand-alone options unless you go for the all-in Pinnacle Trim ($5,150). This means it can be difficult to find exactly what you want in stock at a dealer lot, but it also means that if you have some patience, you can order exactly what you want and not pay for stuff you don’t.
Another key option to consider is the AMG Night Package that adds unique styling elements (such as the black AMG wheels below) to the GLB.
The GLB 250’s standard driver assistance equipment includes forward collision warning with automatic emergency braking and pedestrian detection, blind-spot and rear cross-traffic warning, and a driver inattention monitor. The Driver Assistance package adds a mountain of systems, most of which are better executed than many comparable systems. These include lane-keeping assist, automated evasive steering assist for the blind-spot and forward collision warning systems, automatic emergency braking for the rear cross-traffic warning system, a higher speed threshold for the forward automatic emergency braking system, automated speed reduction based on posted speed limits (you can turn this one off like most of these systems), Mercedes’ Pre-Safe pre-crash preparation systems, and Mercedes excellent Distronic adaptive cruise control system with stop-and-go capability and lane-centering steering assist.
Should all of that still fail to prevent a crash, the NHTSA gave the GLB four out of five stars for overall frontal crash protection, and five stars for overall side crash protection. The Insurance Institute for Highway Safety hasn’t tested it.
Audi
Audi
Bilbao, SPAIN — Audi has enjoyed a head start in the EV space since the first E-Tron SUV debuted in 2019 (it's now called the Q8 E-Tron), followed by the Porsche-related E-Tron GT sedan and VW-based Q4 E-Tron SUV a few years later. Not surprisingly given its name/number, the latest addition fills the space between the two SUVs with the 2025 Audi Q6 E-Tron. Arriving stateside at the end of 2024, the Q6 follows the even-number naming convention for EVs, with odd numbers now reserved for the remaining internal combustion vehicles in the pipeline.
I hopped on a plane to Spain to put the Q6 E-Tron through its paces, as well as the spicier SQ6 E-Tron, which will be arriving at the same time. Both are built on the Premium Platform Electric (PPE) that's shared with the new all-electric Porsche Macan. This platform utilizes an 800-volt architecture that has been thoroughly tweaked to squeeze the last bit of efficiency from the lithium-ion batteries, and you can read into the hows and whys in our Tech Deep Dive.
As far as overall specs go, both Q6 and SQ6 E-Trons draw power from a 100-kilowatt-hour battery pack in the floor, of which 94.4 kWh are usable. AC charge rates top out at 9.6 kW (many EVs manage 11 kW), but DC fast-charging has an impressive maximum of 270 kW. That's good enough to replenish the battery from 10-80% in 21 minutes if you can find a charger that is fully functional. The DC charge port is on the driver side, but you can use an AC charger on either side, which should come in handy in your driveway/garage.
The Q6 E-Tron comes standard with two motors for all-wheel drive. Combined output is 422 horsepower under normal conditions, and up to 456 hp in launch mode. Curiously, the European versions are limited to 382 hp, but they also get the rear-drive-only model that should return additional range. It seems likely that the rear-drive model will be available in the U.S. in the future, but Audi will neither confirm nor deny those plans. Speaking of range, the Q6 Quattro that we get is estimated to return 307 miles on a single charge with the standard 19-inch wheels. In my experience, electric Audis have tended to exceed estimates by 20 or 30 miles without even trying.
The SQ6 E-Tron is good for 483 hp nominally and 509 hp in launch mode. As you'd expect, it also gets a sportier suspension and upgraded brakes. That range estimate also drops to 276 miles. Audi expects it will reach 60 miles per hour in 4.1 seconds, compared to the Q6's 4.9-second sprint. Prices aren't yet available, but looking at the current lineup and the existing European listings, I'd expect the Q6 E-Tron to start around $65,000 or $70,000. That could place the SQ6 in the $85,000 neighborhood.
My drive started in the Q6 E-Tron all-wheel-drive, but with the Euro-spec 382-hp output. On a mix of city, curvy and highway roads, I never missed the extra oomph we get. It's plenty powerful when you need it, though it'll lose in a drag race against many other EVs. No big deal, since I doubt most electric SUV shoppers are showing up to the local quarter-mile strip, anyway. The Q6 stands out from other E-Trons as it's the first to offer one-pedal driving. Tugging the gear selector down into the B mode activates it, but those with experience in other EVs will notice that the brake regeneration is still much less aggressive. That means you might have to brush the brake pedal to keep from tapping the bumper in front of you, at least until you get used to the gentler deceleration.
More importantly, the Q6 is effortless and easy. It glides down the road silently and smoothly, yet remains confident in the curves. It will corner with more athleticism than 95% of typical drivers will ever likely desire, or about half of Autoblog readers.
Audi
The SQ6 E-Tron is definitely a better choice for spirited pilots. It feels substantially sportier in every dynamic measure, yet it doesn't significantly degrade comfort (even in the firmer Sport mode). That was evident in the first roundabout as it carved a beautiful S-curve with noticeably less body roll. There was also less nosedive under braking and squat when getting back on the power. That's impressive when you consider you're tossing around almost 5,300 pounds. This is definitely the driver's choice between the two, but it's not as bonkers as some other higher-performing electric SUVs.
For those wanting something even spicier, an RS Q6 E-Tron is already in the works. With any luck, that top model will arrive in the following year, perhaps with some Sportback variants in tow. My wild guesstimation is hoping for 600-plus horsepower, 60 mph in 3-ish seconds, and a lower and firmer suspension. Looking at the Porsche Macan Turbo's specs, that doesn't seem out of the question, nor does a six-figure price tag. I'd also expect some styling and aerodynamic flourishes to distinguish the RS from the rest of its Q6 brethren.
As it stands, there's not a whole lot to tell the Q6 and SQ6 apart, besides the badging, of course. Except for the plasticized grille, they could easily be mistaken for an internal combustion SUV. That's a good thing for traditionalists, and it remains modern enough to please shoppers that are drawn to a sleeker aesthetic. There is a lot going on stylistically, with sharp creases over the wheels, bulging flares, and deep sculpted body panels. That's quite a bit to pack into one vehicle, but in my head, it's busy, not cluttered — almost like a well-organized tool chest.
Inside, the Q6 adopts a simpler and more elemental design. A broad single panel houses both the digital instrument panel and the 14.5-inch infotainment touchscreen. There's also an available touchscreen just for the front passenger, allowing them to play copilot with navigation help or assume the role of mobile DJ. They can also enjoy games and streaming video without distracting the driver as a privacy filter effectively blocks the on-screen content.
For the most part, it's easy to use the infotainment system, while the navigation paired with the head-up-display deserves a special shout-out. Animated arrows and icons show up as augmented reality overlays in your forward vision, eliminating a good chunk of anxiety when driving through unfamiliar areas. Meanwhile, swarm data gathered from other vehicles' camera systems can give the driver advanced warning of upcoming hazards. We didn't experience any of those instances on our drive, but the potential could be huge.
The new infotainment system also benefits from improved voice controls. The Audi Assist function now features more than 800 commands, and is further enhanced with ChatGPT to handle more esoteric requests. This was especially helpful in our Euro-spec Q6, which activated the annoying mandatory speed warning chime every time we peeked past the posted speed limit. I couldn't find the on-screen setting to disable it and reverted to saying, "Hey Audi, turn off the speed warning." It wouldn't disable it outright, but the system at least took me to the menu where I could turn it off myself.
The front seats are typical Audi with firm, supportive padding, but well-shaped for many hours of comfortable touring. The rear seats had plenty of headroom to accommodate my 5-foot-10 frame, and there was an abundance of legroom to stretch out. According to my 6-foot-plus passenger, he was just fine back there, too. Behind those seats, the cargo area can hold up to 30.2 cubic feet, which is larger than the Q8 E-Tron's already generous 28.5 cubic feet. There's some additional storage under the floor as well as another 2.2 cubic feet in the frunk, which should be enough to stash the charge cable.
Altogether, the 2025 Audi Q6 E-Tron is a solid choice among electric SUVs, and represents a logical and welcome evolution of the company's plans. Its closest rivals are the larger and more expensive Mercedes-Benz EQE SUV and BMW iX. I'm personally partial to the Audi since I find the styling of those rivals a bit challenging (I'm still not over the BMW's grille). Objectively, the Q6 and SQ6 drive great, expertly balance comfort and performance, and give shoppers a more accessible pathway to luxury electric SUVs.
I'm struggling to find any significant faults, which is rare for me, but there's also nothing that truly blew me away. With any luck, the RS Q6 E-Tron will deliver those thrills, but until then the Q6 and SQ6 are supremely competent and enjoyable choices that will appeal to a wide range of shoppers. In essence, I think of them as a Porsche for the rest of us.
Filed under: Green,Audi,First Drives,Crossover,SUV,Electric,Luxury,Performance
Continue reading 2024 Audi Q6 and SQ6 E-Tron First Drive Review: E-Tron legacy
2024 Audi Q6 and SQ6 E-Tron First Drive Review: E-Tron legacy originally appeared on Autoblog on Mon, 1 Jul 2024 18:01:00 EDT. Please see our terms for use of feeds.
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Ronan Glon
Ronan Glon
MADRID, Spain — Historically, carmakers have used windows as a selling point when there are more of them than you might expect. Volkswagen’s 23-window Bus, which was officially known as the Deluxe Microbus with Samba Package, was an upmarket trim that’s highly sought-after today, for example. On the other side of the pond, the flagship Citroën XM was available with a 13th window that kept wind out of the cabin when the hatch was open. With the 4, Polestar argues the industry has reached peak window.
As far as eccentricities go, the lack of a rear window isn’t a minor one. We’re not talking about a van you’d see in a contractor’s fleet; this is a premium EV. There’s more to it than a glass-less hatch, however. After driving a pre-production car on a test track, I’m taking the 4 out on public roads.
First, a word about positioning. Don’t read too much into the “4” nameplate; Polestar names its cars in the order that they’re launched in. The 4 is, quite simply, the fourth Polestar model unveiled, and it’s positioned below the 3 in terms of pricing and size. The segment it competes in is relatively hard to pin down. It’s an SUV in the same sense that a taco is a sandwich: it ticks most of the right boxes on paper but it doesn’t really look the part. It’s more of a tall-ish sedan-hatchback mash-up. Or, maybe a crossover in the literal sense of the term rather than in the commonly accepted sense.
Regardless, the 4 certainly turns heads. There’s nothing else quite like it on the road. It falls in line with Polestar’s design language by adopting styling cues like T-shaped headlights, a grille-less front end and a thin rear light bar, but it’s not a photocopy of an existing model. It has its own identity.
Polestar claims that it has a very good reason for leaving out the rear window. “We wanted to have a coupe body style for aerodynamics and at the same time get a really spacious interior,” Maximilian Missoni, the brand’s head of design, told me. The window-less solution made it possible to shift the D-pillar back and gain a few inches. “Another problem with coupes is that [in the rear-view mirror] you see a lot of your own interior – you see the headrests and maybe your passengers,” he added.
The sheetmetal hides the modular SEA architecture shared with several other brands in the Geely empire. Versions of this basic platform underpin the Volvo EM90 minivan sold in China, the Volvo EX30 and the Lotus Eletre, among other models. Buyers will have two configurations to choose from at launch. The base model is called Long Range Single Motor, and it ships with — you guessed it — a single electric motor that zaps the rear wheels into motion. It’s rated at 272 horsepower and 253 pound-feet of torque, and it’s equipped with a 100-kilowatt-hour lithium-ion battery pack.
Next up is the Long Range Dual Motor, which gets two motors (one per axle) for through-the-road all-wheel-drive. The second motor increases horsepower and torque to 544 and 506, respectively. This trim uses the same battery as the rear-wheel-drive version. Both drivetrains are built around a 400-volt electrical system, and range checks in at up to 300 miles with rear-wheel drive or up to 270 miles with all-wheel drive. Charging from 10% to 80% takes about 30 minutes with a 200-kilowatt charger.
The 4 shares about 85% of its infotainment system with the 3, but the software is displayed on a portrait-oriented 14.5-inch touchscreen instead of on a landscape-oriented one. The system is Android-based, and Polestar designed the user interface in-house with clear, easy-to-read icons and a split-screen functionality. The driver can notably select the ratio of the split; you can display the navigation system on the left 3/4s of the screen and show the media and phone widgets on the right 1/4, for example. Vice versa works, too, as does a 50/50 split. This cool feature makes the system more intuitive and less distracting to use. “We are not developing phones. We are making cars, and we have distractions to worry about,” Ruben Rodriguez, the company’s head of UX design, told me.
Like the 3, the 4 follows a minimalist approach to interior design. You’ll find very few buttons in the cabin. There are a handful on the steering wheel, they’re notably used for functions like adjusting the door mirrors and the steering column, and a volume knob on the wide, slanted center console. This extensive reliance on the touchscreen could catch old-school drivers off guard, but it’s increasingly becoming par for the course across the industry. Touchscreens can also add a touch of novelty to the experience: Polestar named the ambient lighting modes after the planets in the solar system, and you can poke your way through the galaxy while learning details like the length of a day on Mars.
My time behind the wheel was limited to the dual-motor version, and my test car was equipped with the optional Performance Pack. It doesn’t increase horsepower but it adds specific chassis tuning, 22-inch wheels wrapped by Pirelli P-Zero tires, Brembo brakes and gold-colored seatbelts. The huge brakes aren’t overkill: This is a roughly 5,200-pound car that gets from zero to 60 miles per hour in 3.8 seconds.
Performance is the 4’s dominant trait, at least in this configuration. It feels even quicker than the 3.8-second figure suggests thanks to the instant torque delivered by the electric motor, and the relatively low center of gravity combined with the 50/50 weight distribution give it better handling than you’d assume considering its size and weight. It’s not as sharp around a bend as the 3, which has a trick torque-vectoring rear axle, but the effort Polestar put into making the 4 engaging to drive shows.
Unlike the 3, which rides on an air suspension system, the 4 features a conventional steel setup. It’s fixed in the rear-wheel-drive model and adaptive in the all-wheel-drive model. The latter gives the driver three modes called Standard, Nimble and Firm, respectively, to choose from. The same menu in the touchscreen also lets you select two types of power delivery (Range and Performance), three flavors of steering feel (Light, Standard and Firm), and three levels of one-pedal driving (Off, Low and Standard). By playing around with these settings you can create a tailor-made driving profile. The difference between these various settings is perceptible even in normal driving conditions. Hitting the suspension’s Firm setting reduces body roll at the expense of smoothness, while the steering gets noticeably heavier in Firm mode. You can guess which mode you’re in without looking at the screen.
Select the softer suspension and steering settings and the 4 becomes a comfortable place to travel in. Missoni’s words ring true: There’s a ton of space in both rows. Was that worth sacrificing the rear window for? It depends on your perspective. At its core, there’s nothing terribly unusual or alarming about the new system. Developed by Michigan-based Gentex, it consists of a 2.5-megapixel camera integrated into a little alcove on the roof that sends footage to an 8.9-inch digital rear-view mirror. You can flip down the mirror to take a look at which kid is throwing the punches in the back seat.
Our experience with camera-based mirrors has been mixed. One of my colleagues ran into glare-related issues with a similar system in the Volvo C40. I didn’t experience anything like that in the 4, but I thought the mirror was positioned too far back. I’d have moved it a few inches toward the windshield. Ultimately, it’s a matter of preference — that’s often the case with new technology. You might hate it, or you might love it. The problem is that if you hate it, you don’t have a second choice. It’s not like you can pay Polestar an extra $1,000 to order a 4 with a rear window and a real mirror.
So, have we reached peak window? The industry will decide. In a decade, the 4 will either stand out as a real oddball or as a trendsetter. Until then, it’s one of the more distinctive EVs on the market.
Polestar will initially build the 4 in Hangzhou Bay, China, though the model will also be manufactured in Busan, South Korea, starting in 2025. Pricing starts at $56,300 (including the $1,400 destination charge) for the rear-wheel-drive model and $64,300 for the two-motor all-wheel-drive version.
Filed under: Green,First Drives,Crossover,Electric,Sedan,Polestar
Continue reading 2024 Polestar 4 First Drive Review: No looking back
2024 Polestar 4 First Drive Review: No looking back originally appeared on Autoblog on Sun, 30 Jun 2024 18:01:00 EDT. Please see our terms for use of feeds.
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Continue reading Fisker recalls more than 12,000 Ocean vehicles for door handles
Fisker recalls more than 12,000 Ocean vehicles for door handles originally appeared on Autoblog on Fri, 28 Jun 2024 09:34:00 EDT. Please see our terms for use of feeds.
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Continue reading Rivian announces plans to launch five new models
Rivian announces plans to launch five new models originally appeared on Autoblog on Fri, 28 Jun 2024 08:21:00 EDT. Please see our terms for use of feeds.
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Continue reading 2024 Mazda CX-90 long-term update: CX-70 playdate edition
2024 Mazda CX-90 long-term update: CX-70 playdate edition originally appeared on Autoblog on Fri, 28 Jun 2024 06:00:00 EDT. Please see our terms for use of feeds.
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Continue reading BMW reportedly killing 8 Series for new 6, and canceling XM successor
BMW reportedly killing 8 Series for new 6, and canceling XM successor originally appeared on Autoblog on Thu, 27 Jun 2024 08:38:00 EDT. Please see our terms for use of feeds.
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