Smart and Sustainable Electric Mobility
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Continue reading 2025 Chevy Blazer EV Review: Gremlins cleared, it's a winner once again
2025 Chevy Blazer EV Review: Gremlins cleared, it's a winner once again originally appeared on Autoblog on Wed, 26 Jun 2024 06:00:00 EDT. Please see our terms for use of feeds.
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Vietnam's VinFast looks to tiny EV, priced at less than $10,000, to change its fortunes originally appeared on Autoblog on Tue, 25 Jun 2024 10:31:00 EDT. Please see our terms for use of feeds.
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Continue reading Chevy Blazer EV Luggage Test: How much fits in the trunk?
Chevy Blazer EV Luggage Test: How much fits in the trunk? originally appeared on Autoblog on Mon, 24 Jun 2024 10:00:00 EDT. Please see our terms for use of feeds.
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NAPA, Calif. – Confession time. I kind of forgot that the Infiniti QX80 exists. Sure, it’s gotten a refresh or two in the past few years, but it's essentially been the same big ol’ three-row SUV since 2010. I’m pretty sure I used to call it Fudgie the Whale. Or maybe it was Pudgie the Whale. Like I said, it’s been a minute.
Now I’ve gotten a taste of the 2025 QX80 and hey, what do you know, there is a lot to like. The third-generation of the body-on-frame SUV goes big on tech, style and comfort, making it a respectable triple into the right-center gap. However, its ride quality keeps the QX80 from being a home run.
Fudgie’s V8 was nixed in favor of a 3.5-liter twin-turbo V6 good for 450 horsepower and 516 pound-feet of torque. Sure, it doesn’t sound quite as good as the older powerplant, but it produces more power and better fuel economy to boot – 18 mpg combined with rear-wheel drive and 17 with four-wheel drive. The old one managed only 15 mpg with four-wheel drive. With low-mpg numbers like these, that’s actually a huge difference. The new turbo V6 is well-mated to a nine-speed automatic transmission, putting the power down to the rear wheels as standard in Pure and Luxe trims, or all four wheels as an option with those trims or as standard with the higher Sensory and Autograph.
There are no complaints about power delivery. It has more than enough grunt for merging and the transmission downshifts readily for easy passing. There are five drive modes as well as a Personal setting, but I spend my time alternating between Standard and Sport. The latter tightens up the steering and powertrain, allowing the SUV to hustle fairly well on a twisty road without much body roll. It’s no Mercedes-AMG GLS, but starting at under $85,000 including destination, it’s not nearly as expensive either.
It’s when you’re just toddling around town that the ride quality becomes a problem. All but the base Pure trim comes equipped with an “Electronic Air Suspension” and “Dynamic Digital Suspension,” the latter function monitoring the QX80’s motions to electronically apply damping forces. This isn’t necessarily anything new in the automotive world, but other manufacturers just do it better. Up and down motions are well-controlled, but I’ve been in row boats with more side-to-side stability. My head gets tossed around like I’m piloting a Jeep on a dusty back road, and all I’m doing is driving the paved streets of Napa Valley, California.
I’d be curious to drive the base Pure model without the Digital Dynamic Suspension to see if the standard coil-spring suspension makes any difference. Unfortunately, there weren’t any available at this press event. As it stands, I wouldn’t buy an SUV that makes me vaguely queasy, let alone $112,590 for the Autograph trim I drove.
It’s a shame too, because there are so many other things that Infiniti got so very right. The styling is 100% on point and I’d put it up next to the Range Rover or Cadillac Escalade any day. Infiniti says the grille was inspired by a bamboo forest – if they say so, but the QX80 has a very handsome face. The segmented daytime running lights are up high and narrow while the headlamps are lower, forming a bit of a dimple on either side of the grille. There is even some cool negative space going on here as part of the aerodynamics, funneling air around the wheel wells.
Twenty-inch wheels are the smallest you’ll get, but the 22s on my tester look right at home on the QX80. Door handles are flush with the body, popping out when you approach the rig, but it’s the rear end that really seals the deal here. The horizontal LED light bar spans the full 83 inches of width, and it’s segmented like the running lights up front. However, the bar is narrower in the middle, giving it a cool, edgy look. Strong work, Infiniti.
The excellent design continues inside with open-pore wood trim and aluminum accents, semi-aniline quilted leather seats and plenty of soft-touch surfaces. The seats are supremely comfy with all trims getting heated in all three rows. Most trims get cooled first- and second-row seats, and there is even an available massage function in the first and second rows. It’s not the most refreshing massage on the face of the planet, but massage is like pizza – even bad massage is still massage.
And it’s plenty roomy, too. The third row is actually comfortable for full-sized adults, which hasn’t been a given for full-size SUVs, and they even recline a bit. The second-row seats take a bit of time to move out of the way, but once they are moved forward, it’s easy enough to get into that third row. All rows get USB-C charge ports with up to 15 watts of power for quick device charging.
Dominating the dash are two 14.3-inch displays. The gauge cluster is configurable three ways, and the center display comes with Google Built-in. That means integrated Google Maps with greater functionality than the CarPlay norm, downloadable apps from Google Play, and voice control courtesy of Google Assistant. What’s really cool is that navigation directions, music and phone calls can be set to play just through the driver’s side headrest speaker, the most novel of 24 other speakers included with the Klipsch Reference sound system (Sensory and Autograph trims). Wireless Apple CarPlay and Android Auto are standard as well, but you won’t get the individual audio function.
Under the infotainment screen is a 9-inch touchscreen for HVAC and drive mode controls. This one uses haptic feedback to tell you you’ve successfully selected a feature, but it takes quite the stab to get it done – a light tap or swipe won’t do it. Just below this screen is the push-button transmission selector surrounded by a piano black surface. Be prepared for lots of fingerprints in this section of the dash.
However, my favorite feature here is the Autograph’s cooling center console box. It’s big enough for a six-pack of soda and tall enough to accommodate larger bottles of water and whatnot. The “Cool Box” available in the Lexus GX is much smaller. At the onset of my ride, I immediately put two bottles of Diet Dr Pepper inside the box and they were chilled to perfection within 15 minutes.
Although I question the utility of some of the QX80’s technology, I can’t deny the practicality of the 170-degree front wide view camera feature. In an Infiniti-designed demonstration, the camera was able to see a child’s bicycle hidden behind another SUV parked just forward and to my right. It was not visible to me in the driver’s seat. The tech is even more impressive when displayed across both screens.
Other cool camera tricks are an invisible hood feature that projects an image of what is under the car to the two interior screens as well as a 360-degree camera that can detect moving objects and comes with eight pre-selected viewing angles. I’m also here for the rear camera mirror, which provides a wide-angle video feed of the view behind the car directly to the rear view mirror. It’s particularly helpful when your rearview would otherwise be filled with the heads and luggage of passengers.
The QX80 Sensory and Autograph have a built-in dashcam that can automatically record any traffic events. Drivers can also manually hit the record button in case of, say, their friend making a fool out of themselves by dancing in front of the SUV to demonstrate the feature. Not that my friends would do that. My friends are more likely to use the in-car camera to take a selfie photo or record a podcast with the video recording feature. It’s certainly a neat little gizmo and you can access the camera through the Infiniti app and get an interior cabin look in real time. However, this still seems like novelty tech.
The least serviceable tech feature has got to be the biometric cooling also found in the top two trims. In theory this infrared sensor detects when a second-row passenger is overheated and automatically adjusts the zoned climate control to max cooling. I mean, it’s handy that the driver doesn’t have to do anything but how hard is it to just set the HVAC for 65 and hit the Auto button? Not very.
As for advanced driver’s aids, all the usual suspects are here, including blind-spot monitoring that works when towing a trailer up to 33 feet in length. ProPilot Assist is here in both hands-on and hands-off guise. The more advanced ProPilot Assist 2.1 even has a two-mode lane-change feature. The driver can initiate a lane change by signaling and then let the car make the steering and throttle inputs. However, I let the car decide when to change lanes based on surrounding traffic and my set speed. As the driver, I have to accept the lane change, but the maneuver is accomplished cleanly.
The QX80 can tow up to 8,500 pounds and cargo space has expanded considerably to better haul kids and their required detritus. Behind the third row is now 22 cubic-feet of space (quite a lot among full-size SUVs), expanding to 59 cubes with the third row folded flat, then to 101 with both rows folded. The air suspension can lower the QX80 nearly 3 inches for easy loading of cargo as well as passengers.
In all, I’m very impressed with the 2025 Infiniti QX80. Its design is stellar, the powertrain is on point, and the features and technology are all a huge improvement over the previous generation. I wish the ride quality were a bit more sorted, but that might be something the company can address in next year’s model or through an over-the-air update.
Filed under: Infiniti,First Drives,SUV,Luxury
Continue reading 2025 Infiniti QX80 First Drive Review: So close to being great
2025 Infiniti QX80 First Drive Review: So close to being great originally appeared on Autoblog on Mon, 24 Jun 2024 08:00:00 EDT. Please see our terms for use of feeds.
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Plus some sad discontinuation news and rumorsContinue reading Lamborghini Huracan Sterrato and GMC Acadia driven | Autoblog Podcast #837
Lamborghini Huracan Sterrato and GMC Acadia driven | Autoblog Podcast #837 originally appeared on Autoblog on Fri, 21 Jun 2024 13:24:00 EDT. Please see our terms for use of feeds.
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Continue reading 2024 Mazda CX-90 Long-Term Update: The charged becomes the charger
2024 Mazda CX-90 Long-Term Update: The charged becomes the charger originally appeared on Autoblog on Fri, 21 Jun 2024 10:00:00 EDT. Please see our terms for use of feeds.
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ALPHARETTA, Ga. — There’s no company that knows how to precisely slice a product line more than Porsche. Just look at the myriad variations of the 911. And that kind of clinical categorization carries over to the 2025 Cayenne GTS. In price, it fits pretty perfectly between the Cayenne S and the Turbo E-Hybrid. Performance-wise, it falls much closer to the S. Whether it’s the right Cayenne for you really comes down to how well you know what you want and what your budget is. If this one fits your needs, it’s a damn good one. If not, well, Porsche has other extremely good versions for you.
So what makes the GTS worthy of its own trim, and not just option packages for the S? It has a twin-turbo 4.0-liter V8 found in the S. That includes all of the various changes made for this generation of Cayenne, such as monoscroll turbos instead of twin-scroll in a move to help the engine run cleaner, but also variable valve timing and lift, upgraded fuel injection and electric wastegates to help make up for potentially slower spooling turbos. Porsche even found it could drop cylinder deactivation on this new engine. But distinguishing the GTS version from the S is an extra 25 horsepower (493) and 44 pound-feet of torque (486). It also makes 40 more horsepower and 30 more pound-feet of torque than the previous GTS.
On top of the power, the GTS also includes a number of the S’s optional performance upgrades as standard. They include Porsche Torque Vectoring Plus and air suspension with Porsche Active Suspension Management. The suspension lowers the GTS by 0.39 inches compared to more affordable Cayennes, at least those without this upgraded suspension. For extra performance, customers can add rear-wheel steering, Porsche Dynamic Chassis Control and carbon ceramic brakes. Of course, those are available on the S, too. The Coupe version also has a unique Lightweight Sport Package on offer with less noise insulation, a carbon fiber roof and different, center-exit exhaust, all of which reduce curb weight by 55 pounds. Though with the regular SUV coming in at 4,956 pounds, and the Coupe at 5,027 pounds (yes, it’s heavier somehow), it’s not exactly a light machine.
Not available on the S are the front pivot bearings taken from the Cayenne Turbo GT, which give the GTS a bit more negative camber at the front. It also gets the Turbo GT’s water-cooling system for the transfer case.
Visually, the Cayenne GTS basically just adds a few optional extras as standard. It gets the SportDesign exterior package and 21-inch RS Spyder wheels. Inside, it does get standard eight-way adjustable sport seats that aren’t offered on the S (though the 14-way ones can be optioned on the lower model).
You’ll have probably noticed that a lot of the features of the GTS can simply be added to the S. And that obviously presents the question: Why not just option up an S? The reason is simply that you would be spending more money, and end up with a little bit less. Building out a Cayenne S with the same features the GTS gets standard, with the exception of exclusives like the transfer case cooler, front suspension bearings and extra power, you’ll end up with a price tag of $132,095. The GTS starts at $126,895. So the GTS is actually a bit of a bargain … in an obtuse way.
Or at least, comparing the most comparable versions. If all you’re worried about is power, you can get a more powerful (though slower to 60 mph) Cayenne S E-Hybrid starting at a little over $100,000. It would still end up more expensive once the other features were added, but with more power and also some electric range.
But we’re really digressing. Let’s get back to the GTS.
The one thing we haven’t really talked about is the driving experience, and gosh darn it, it’s just really stinking good. Obviously, the Cayenne is a great base to start from, and with the GTS getting a bunch of choice options, it becomes easily one of the best driving SUVs you can find at any price. Our test example was the regular-bodied SUV, but with rear-wheel steering, Porsche Dynamic Chassis Control and carbon brakes added. Even with the monoscroll turbos, boost still felt nearly instantaneous. Throttle response in Sport Plus is incredibly sharp and responsive, maybe too much so for street driving. Normal is soft and gentle, definitely for comfy cruising, and Sport is the sweet spot for response, but without the hard edge of Sport Plus. The suspension settings mirror the throttle response, with Normal being cushy, and Sport Plus a bit firm. Though even Sport Plus is compliant enough that you could drive in the mode on the daily.
Steering doesn’t change as much between modes, and that’s good, because it’s so superb. It’s got heft, but is still easy to helm. The precision is pinpoint, and there’s a surprising amount of feedback. The chassis itself is tight and predictable. Traction was copious, and when the rear end started to take over, it came in very smoothly and controllably. The GTS was a joy on the winding mountain roads north of Georgia, and didn’t feel at all its nearly 5,000 pounds. And the firmly bolstered seats were very welcome, keeping us in place and also providing some great general support (which my recently sprained back really appreciated). They were the standard seats, too, so don’t feel like you’d need to upgrade.
Like any other Cayenne, the GTS also has a somewhat conservative-looking interior, but with exquisite build quality and switchgear. The screens are vivid and software smooth. Every moving knob or switch is phenomenal. Even the slightly dinky looking automatic shifter is solid, heavy metal with the tightest action. And of course it’s all quiet inside, unless you want to hear the exhaust. The sport exhaust can add both real and synthetic rumble, plus carefully applied pops on throttle lift. Truthfully, the loud exhaust mode could afford to be a little more raucous. It still sounds restrained, like Porsche’s afraid of being too wild and crazy.
So yeah, the GTS is an excellent version of an excellent SUV. It’s got most of the performance goodies you could possibly want, along with a couple special pieces, and it all comes together to be one of the best driver’s SUVs out there. So if you have the coin, you can’t go wrong with it. And if you don’t, you’d still do well with nearly any other Cayenne.
Filed under: Porsche,First Drives,Crossover,SUV,Luxury,Performance
Continue reading 2025 Porsche Cayenne GTS First Drive: Another tasty slice of Porsche SUV
2025 Porsche Cayenne GTS First Drive: Another tasty slice of Porsche SUV originally appeared on Autoblog on Fri, 21 Jun 2024 06:00:00 EDT. Please see our terms for use of feeds.
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Zac Palmer
The Tesla Model Y is a value-packed compact SUV that has some truly high highs, but its lows could be deal-breakers for lots of potential buyers. As with any Tesla product, you’re buying into the unique ecosystem when you buy the car. It’s almost impossible to oversell the benefit of Tesla’s Supercharger network for road trips and its seamless integration with the car’s software. Speaking of technology, you’ll need to make peace with the lack of buttons or hardware inside the cabin, as virtually every car setting, control and readout is found within the large 15-inch touchscreen that does not support Apple CarPlay or Android Auto. Fans of minimalist style should enjoy the lack of decor in the Model Y, but others may find it barren and boring.
What isn’t boring is how the Model Y drives, particularly the Performance, which can hit 60 mph in only 3.5 seconds. That’s a shocking amount of performance for its $53,130 starting price, and that’s before you subtract $7,500 for the federal tax credit it qualifies for. The Model Y handles well and accelerates with plenty of verve in every trim, but it’s unfortunately one of the worst-riding and least refined (from a noise perspective) cars in its class. We’ve noticed all sorts of awry sounds from the rear end, and its ride is verging on abysmal for its size. On the flip side, its range figures (spanning from 279-320 miles depending on which version you choose) are plenty competitive, and charge stops are quick thanks to an impressive 250-kilowatt max charge rate.
We recently named the Model Y the best EV you can buy for the price of an average new car – around $45,000 – and while others are hot on its heels, anyone searching for a compact electric SUV should consider the Tesla when shopping. Just make sure you also take a peek at other budget options like the Chevrolet Equinox EV, VW ID.4, Nissan Ariya, entry-level versions of the Hyundai Ioniq 5 and Kia EV6 and so many others in this burgeoning class.
The Model Y’s interior is minimalistic to a fault. The centerpiece is a 15-inch touchscreen that looks more like a tablet mounted horizontally on the dash. Missing are the banks of buttons, switches and knobs found in many of its competitors ... and just about any other car you've ever been in. There's no instrument panel in front of the driver, either, meaning you see your speed and other vitals over on the touchscreen. The seats and interior panels are upholstered with “vegan” synthetic leather, and shoppers can choose between black or, at additional cost, a white interior. The material has the look and feel of real leather, but it can be stifling on hot days and sadly, cooled or ventilated seats are not offered.
The front seats are firm and flat, making them prone to some hard contact points on longer road trips, and the same holds true for the second-row seats. There is a wealth of space for both rows, as 6-footers will have more than enough headroom and legroom. The optional (and extra-cost) third-row seats are notably cramped and barely even suitable for small children. Despite its limiting space, it’s still nice having those seats as an option when the carpool needs to expand.
Since the Model Y lacks instruments and most typical physical buttons, almost all functions are controlled and/or viewed through the touchscreen. There are scroll wheels on the steering wheel and stalks for the wipers/turn signal and gear shifter, but that's it. As a result, the number of on-screen menus and settings can be daunting, with a steep learning curve. The screen can also be distracting for the driver since you have to so frequently take your eyes off the road to use it or see your speed. There are several voice controls that can remedy many of those problems, though, and the steering wheel has two multifunction dials that control a few features such as mirror positioning, audio and cruise control.
A navigation system is standard equipment, and it’s powered by Google. On one hand, it’s a good thing because the maps and information will be up-to-date. On the other, it means you could have limited access if you’re in an area with limited data coverage. Unfortunately, neither Apple CarPlay nor Android Auto phone integration are available. There is also no wired audio link to your phone, forcing you to channel the audio through a lower-quality Bluetooth connection. There are some available streaming services you can login into on the screen, though, and games to play while charging. All of the above makes the Model Y atypical among most other cars.
The Model Y is classified as a compact SUV even though its footprint isn’t much bigger than the Model 3, which in turn is about the size of a BMW 3 Series sedan. The Model Y is only about 1 inch longer and a half inch wider than the Model 3, but the big difference is height. The Model Y stands just over 7 inches taller.
Those larger dimensions translate to a significant gain in interior space. There's enough room that Tesla even offers an optional third row, though it should be noted that you'll be lucky to even squeeze small children into the confining space. The Model Y’s rear hatch allows for quite a bit more cargo capacity, compared to the Model 3’s trunk, and do take note of the capacious under-floor storage in the trunk, too.
The Model Y can accommodate up to 30.2 cubic-feet of cargo behind the second-row seats and up to 72.1 cu-ft with those seats folded. If you opt for the third-row seats, those figures drop by 3 or 4 cu-ft, but even those specs are generous for both the compact SUV class and when compared to other crossover EVs. There’s also an additional 4.1 cu-ft in the frunk (front trunk).
As of this writing in June 2024, there are three choices in the Model Y lineup: the Long Range RWD, Long Range AWD and the Performance. The Long Range RWD is estimated to return 320 miles of range on a full charge, while the AWD drops slightly to 308 miles. Note that both of those figures apply to Model Ys on the standard 19-inch wheels. Upgrade to the 20-inch option and range falls to 295 miles and 287 miles, respectively. Meanwhile, the Performance dips down to just 279 miles, and it comes with 21-inch wheels as standard equipment (no other options available).
The slowest version is the Long Range RWD model that gets to 60 mph in 6.5 seconds. The dual-motor AWD version drops this to a quick-feeling 4.8 seconds, and the Performance is shockingly-quick, getting to 60 in only 3.5 seconds. Unlike virtually every other car company, Tesla does not list official output figures for its various trims, nor does it list official battery or charging specs. That said, we know the max charge rate for the Model Y is 250 kilowatts, making it very competitive versus others in this class.
Whether it’s the Long Range AWD or Performance, the Model Y is quicker than most drivers will ever need (we still haven't driven the Long Range RWD). Stomping the pedal to the floor, acceleration is instantaneous and quiet. Driven more conservatively, the Model Y is well-mannered and seamlessly smooth with a well-tuned one-pedal drive mode. These traits are emblematic of most EVs.
With a curb weight tipping the scale past 4,400 pounds, the Model Y is on the heavy side, but as with every EV, the considerable battery weight is optimally concentrated in the floor. This gives the Model Y a low center of gravity and greatly improves handling. It indeed can be said the Model Y drives like a smaller vehicle, and the Performance version is even more agile thanks to a lowered suspension and upgraded brakes.
Ride quality is firmer than you might expect and tends to unsettle the Model Y on broken pavement. The Performance model’s sport suspension is even stiffer, with sharp jolts regularly transmitted right into the cabin. If comfort is a priority, you may want to look into smaller wheel options, as the 21-inch wheels tend to exacerbate this problem. Consumer Editor Jeremy Korzeniewski (a Tesla Model 3 owner) also notes that the Model 3 is considerably more comfortable and refined than the Model Y.
Since there’s no internal combustion engine, the Model Y is mostly quiet, but that makes other noises more noticeable. Road noise is ever present, and road bumps often emit low thuds – a recent rental with over 40,000 miles on it was especially bad with constant suspension crashing and banging over poor roads. In our experience, after only a few thousand miles, the Model Y’s interior panels begin to creak and squeak with annoying regularity.
We pit the Tesla Model Y against some of its 2024 competition in the $45,000 range.
Back in July 2020, we got our first drive of the Model Y and found that it easily trumped the limited number of EV offerings from luxury manufacturers (Jaguar and Audi in particular). Things have changed since then, including the Model Y's specs.
By the very nature of being a Tesla, the Model Y is different from nearly any other car in purchase and delivery experience. Instead of the traditional purchasing process where you drop by a dealership to purchase a vehicle and drive off, you have to order your Tesla online or from one of its stores. On the website, Tesla also displays pricing with “potential savings” deducted from the actual purchase price. These deductions include likely tax credits, other local incentives, and potential gas savings, so make sure you're looking at the true numbers when calculating if you can afford one or not.
As of June 2024, the "entry-level" Model Y Long Range RWD is listed at $46,630 for purchase, including the $1,390 destination and $250 order fee charges. Factor in the point-of-purchase $7,500 tax credit, and that reduces the price to just $39,130. Every paint option except for Stealth Grey costs extra, with Ultra Red being the priciest at $2,000. The more stylish (but range-sapping) 20-inch wheels are a $2,000 add-on, and the two-tone white and black interior is an extra $1,000. If you want the third-row option, you'll need to step up to the Long-Range AWD and pay the extra $2,000 Tesla charges for those seats.
We don't recommend paying for it outright, but Tesla's "Full-Self Driving" package is $8,000 – if you want to try it out, we'd suggest subscribing to it for a month first to see if it's something you want. We describe why below.
Prices for all three versions of the Model Y are listed below.
Model Y Long-Range RWD: $46,630
Model Y Long-Range AWD: $49,630
Model Y Performance: $53,130
A lot of noise has been made over Tesla’s automated driving systems, causing quite a bit of confusion. As for what comes standard, every Model Y has forward collision warning and automatic emergency braking, lane departure avoidance, adaptive cruise control, "Autosteer" (lane-centering), Lane Assist (a quasi-blind-spot monitoring system with active steering assist), a blind-spot camera and a driver inattentiveness camera.
"Full-Self Driving" (again, not an autonomous driving system) comes with additional features that include "Navigate on Autopilot," automatic lane changes, Smart Summon/Summon, Autopark and Traffic Light and Stop Sign Control. Plus, "Autosteer on city streets," that you've likely seen videos of at this point. Most competitors can’t match this, but Mercedes-Benz is notably the first OEM to offer true Level 3 autonomy under specific conditions.
That said, we have serious issues with the way Full-Self Driving functions. The system still requires constant supervision and can lead you into some dangerous situations. For a few examples, in our testing we saw it try to drive into curbs on multiple occasions, come to sudden stops at flashing yellow lights and even tried to cut around folks waiting in a right turn lane by using the paved shoulder to their right.
In crash tests conducted by the National Highway Traffic Safety Administration, the Model Y was awarded five-out-of-five stars across all evaluations. Similarly, it achieved the highest rating of “Good” across the board from the Insurance Institute for Highway Safety, which also names the Model Y a Top Safety Pick+ for 2024, its highest award.
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