Cars – Page 10

Also, a Rivian EV spinoff, wants us to “move beyond cars”

Also, Cars, Micromobility, Rivian / Kelly Newman / March 27, 2025

There’s a new “exciting, small EV” on the way, to be launched early next year by Also, a spinoff of the electric vehicle maker Rivian. Details are light on exactly what that product will be, but don’t go expecting a $20,000 electric hatchback or the like—think more like an e-bike. Also will be into micromobility, not competing with Mini or Smart.

Also started out as an internal project to see if Rivian could use its knowledge of electric powertrains, vehicle electronics, and software to build other “small vehicle form factors.” In fact, in 2023, news broke of a Rivian e-bike in the works at Rivian, although it was unclear if it would be something with pedals or more like an electric motorcycle.

Things are still rather vague. Also’s announcement says its “flagship product” will launch in early 2026 and that the company will focus on the US and Europe at first. It will build “an exciting range of electric vehicles that are efficient, sustainable, and delightful to use,” using in-house technology.

But Rivian founder RJ Scaringe told TechCrunch that “there’s a seat, and there’s two wheels, there’s a screen, and there’s a few computers and a battery.”

Since Also doesn’t have the cost of having to buy that tech like most e-bike makers do, it may be able to make its products a lot cheaper.

Also will be independent of Rivian, but Rivian will own a minority stake in the startup, which is also being financed by Eclipse, a venture capital company. Scaringe will be a board member, but Chris Yu, Rivian’s former VP of future programs, will be Also’s president.

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How Polestar engineers EVs that can handle brutal winters

Cars, Polestar / Kelly Newman / March 25, 2025

Heat pumps, throttle maps, and a whole lot of going sideways.

LULEA, Sweden—Staring out the window of a puddle jumper descending from Stockholm into Lulea, I spy frozen seawater for the first time in my life. Not nearly as much as I expected, though, for the middle of February at the northern end of Sweden. I’ve flown here to drift electric Polestars on an icy lake called Stor-Skabram, near the small outpost of Jokkmokk, fully above the Arctic Circle. Yet the balmy weather serves as a constant reminder of the climate change that inspires much of the narrative around the electric vehicle industry.

EVs on ice

An opportunity to get somebody else’s cars sideways as much as possible on ice and snow is a particularly enjoyable way to spend a day, if you like driving cars. More importantly, automotive manufacturers rely on this kind of winter testing to fine-tune traction and stability-control programming, ensuring their cars can work well in the depths of the deepest winter. For EVs in particular, winter testing presents a more complex range of equations.

First of all, an EV can’t ever turn the electronic nannies off entirely, because electric motors will rev to the moon with instantaneous torque the very instant their tires lose traction. So while software uses wheel speed sensors and regenerative braking, as well as accelerometers that detect yaw rates, each EV needs to then maintain progressive output responses to driver inputs that allow for confident performance and safety simultaneously.

A polestar 2 drifts on the ice — Credit: Polestar

Then there’s the issue of battery performance in cold weather, since chemical cells don’t respond to frigid temps as well as simpler mechanical systems. For Polestar, these challenges seem extra important given the company’s Scandinavian roots—even while nestled within the current Geely umbrella. (Then again, a bit of contrarianism springs up while considering Polestar’s ubiquitous sustainability messaging, given the carbon footprint of flying journalists all the way to the top of the globe to enjoy some winter testing.)

Screaming around the frozen lake, I quickly forget my moral qualms. Despite temperatures hovering around freezing at midday, the ice measures about a meter thick (39.3 inches). That measurement seems scant from behind the wheel of a heavy EV, even as the Swedes assure me that ice as thin as 25 cm (9.8 in) will suffice for driving cars and just 80 cm (31.5 in) will support train tracks and actual trains.

And they should know, since Polestar Head of Driving Dynamics Joakim Rydholm told me he spends upwards of four months every winter testing here in Jokkmokk. Each year, Polestar sets up a trio of circuits, two smaller tracks within one larger loop, where I spend the day jumping between the minimalistically named 2, 3, and 4 EVs. Each wears winter tires with 2-millimeter studs to allow for plenty of slip and slide but also enough speed and predictability to be useful.

The front ends of three polestars on ice — Credit: Polestar

I fall in love with the Polestar 4 most, despite preferring the 2 and 3 much more previously on more typical tarmac conditions. Maybe the 4’s additional front bias helps for sustaining higher speed drifts—and the lack of a rear window definitely presents less of a problem while looking out the side for 90 percent of each lap. But on the larger circuit where the 536 hp (400 kW) 4’s sportier dynamics shine brightest, I typically draw down about half of the 100 kWh battery’s charge in just about 25 minutes.

Cold weather adaptation

The batteries must be warming up, I figure, as I press the pedal to the metal and drift as far and wide as the traction-control programming will allow. Or do the relatively cold ambient temps cut into range? Luckily, Head of Product Beatrice Simonsson awaits after each stint to explain how Polestar ensures that winter weather will not ruin EV performance.

To start, Polestar uses NMC (lithium nickel manganese cobalt) batteries with prismatic cells, unlike the LFP (lithium iron phosphate) chemistry that many other manufacturers are increasingly turning to, largely for cost reasons. Each Polestar vehicle keeps its cells as close to optimum temperature as possible using a heat pump and radiators to circulate 20 liters (5.28 gallons) of coolant, about 5 liters (1.32 gallons) of which specifically regulate the battery temps.

A silver polestar 4 parked outside a yurt. — Credit: Polestar

But the biggest surprise that Simonsson reveals involves battery pre-conditioning, which, instead of warming up the NMC batteries, actually focuses mostly on cabin and occupant comfort. She explains that even at 0° C (32° F), using the heat pump to reduce the internal resistance of the battery will only result in a few percent of total range gained. In other words, for short trips, the pre-conditioning process usually eats up more power than it might save. Simonsson also tells me that Polestars will usually run the batteries slightly cooler than the purely optimal temperature to save energy lost to the heat pump.

The Jokkmokk testing regimen often sees temperatures as low as -30° to -35° C (or almost where Celsius and Fahrenheit meet at -40). Even at those temps, the motors themselves don’t mind, since EV range depends more on cell chemistry than the mechanical engineering of radial or axial flux motors. NMC cells can charge faster at lower temperatures than LFP, though parking an EV here for an extended time and letting the batteries truly freeze over may result in temporary performance restrictions for output and charging. Even then, Polestar never sets a lower limit, or simply hasn’t found a minimum temperature where charging and driving capabilities turn off entirely.

The power ratings of the three different Polestars wound up mattering less than how their varying drivetrains managed steering and throttle inputs, sensor measurements, and the resulting power delivery.

The 3 seems to struggle most, with perhaps too many variables for the computer to confidently handle at pace—front and rear motors, rear torque biasing, more weight, and a higher center of gravity. Rydholm explained from the passenger seat that the accelerometers in the center of the cars come into play all the more in low-traction scenarios, when the g-force calculations need to blend regen up to 0.3 g, for example, or allow for more output with the steering wheel held straight.

Going sideways

I learned quickly that starting drifts with momentum, rather than mashing the go pedal, worked far more effectively. The 2 in particular benefited from this method, since it weighs about 1,000 pounds (454 kg) less than a 3 or 4.

Throughout the day, an experimental duo of vehicle-to-load Polestar 2 prototypes also powered the grouping of huts and tipis, saunas, lights, heaters, and even a kitchen on the ice. We also experienced a few ride-along laps in a trio of Arctic Circle editions. Finished in eye-catching livery plus racing seats, upgraded suspension, roof racks, and most importantly, tires with 4-millimeter studs, the Arctic Circles upped Polestar’s Scandinavian rally racing heritage by a serious measure.

As much as I hope for road-going versions of the Arctic Circle to hit the market, even the stock Polestars provided more evidence that EVs can work—and be fun, engaging, and borderline rambunctious to drive—all in some of the harshest conditions on the planet Earth.

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The 2025 Cadillac Optiq: Sensibly sized and improves on the Equinox EV

Cars / Kelly Newman / March 24, 2025

On the rough roads of San Francisco, and then up to the headlands of Marin County, the Optiq first rode with more supple compliance, drowning out speed bumps and streetcar tracks with ease. Then, when the roads started winding, the adjustable drive modes let me switch up the character, as I set the steering to the lightest mode to avoid torque steer and ramp up feedback from the front tires. Of course, I also selected the maximum acceleration and brake responsiveness, then started hustling through a long series of corners.

Almost more impressive than the suspension improvement versus the Equinox, which I drove in Michigan, the Optiq’s lack of noise, vibration, and harshness (NVH) stood out throughout the drive. This in turn highlighted the Dolby Atmos-enabled sound system, made up of 19 AKG speakers controlled via a 33-inch touchscreen. Though the Escalade IQ absolutely blew the smaller Optiq out of the water, despite lacking Atmos for model-year 2025 due to development timelines, I still wanted to test everything from Pink Floyd’s tripped-out Comfortably Numb to the peculiar pitches of Animal Collective, the electro bass of Major Lazer, and some shriller dance pop by Lady Gaga.

The 33-inch display is common across most new Cadillacs. CarPlay is absent, but the Google Maps integration is very good. Michael Teo Van Runkle

Searching through the Amazon Music app hoping to find songs optimized for Dolby Atmos surround sound proved nearly impossible, though. If I owned an Optiq, I’d need to create playlists in advance rather than just aimlessly scrolling (or relying on curated options from Cadillac and Dolby). That type of mindset shift applies to much of EV life, in the end, similar to how Optiq’s total range dropping about 5 percent versus the Equinox FWD’s 319 miles (513 km) should matter less than many urban buyers may imagine.

For the additional torque and dual-motor AWD, the Optiq starts at $55,595 (or $61,695 for this loaded Optiq Sport 2). Compare that to the AWD Equinox with 285 miles of range (459 km) and a starting sticker of $49,400—which represents a big jump up from the FWD at $34,995. The Optiq includes far more standard features, especially Super Cruise hands-free driving, which I thoroughly enjoyed activating on the 101 freeway crossing the Golden Gate Bridge.

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Boeing will build the US Air Force’s next air superiority fighter

Boeing, Cars / Shannon Garcia / March 22, 2025

Today, it emerged that Boeing has won its bid to supply the United States Air Force with its next jet fighter. As with the last fighter aircraft design procurement in recent times, the Department of Defense was faced with a choice between awarding Boeing or Lockheed the contract for the Next Generation Air Dominance program, which will replace the Lockheed F-22 Raptor sometime in the 2030s.

Very little is known about the NGAD, which the Air Force actually refers to as a “family of systems,” as its goal of owning the skies requires more than just a fancy airplane. The program has been underway for a decade, and a prototype designed by the Air Force first flew in 2020, breaking records in the process (although what records and by how much was not disclosed).

Last summer, the Pentagon paused the program as it reevaluated whether the NGAD would still meet its needs and whether it could afford to pay for the plane, as well as a new bomber, a new early warning aircraft, a new trainer, and a new ICBM, all at the same time. But in late December, it concluded that, yes, a crewed replacement for the F-22 was in the national interest.

While no images have ever been made public, then-Air Force Secretary Frank Kendall said in 2024 that “it’s an F-22 replacement. You can make some inferences from that.”

The decision is good news for Boeing’s plant in St. Louis, which is scheduled to end production of the F/A-18 Super Hornet in 2027. Boeing lost its last bid to build a fighter jet when its X-32 lost out to Lockheed’s X-35 in the Joint Strike Fighter competition in 2001.

A separate effort to award a contract for the NGAD’s engine, called the Next Generation Adaptive Propulsion, is underway between Pratt & Whitney and GE Aerospace, with an additional program aiming to develop “drone wingmen” also in the works between General Atomics and Anduril.

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Racer with paraplegia successfully test drives Corvette with hand controls

Accessibility, Cars, Motorsport, paraplegia, Robert Wickens / DJ Henderson / March 21, 2025

Able-bodied co-driver Milner will use the Corvette GT3.R’s regular pedals when he drives, with the hand controls engaged when Wickens is in the car. The new hand controls are mounted to the steering wheel column, where otherwise you’d find a spacer between the column and multifunction steering wheel. There are paddles on both sides that operate the throttle, and a ring that engages the brakes.

The road-going Corvette C8 uses brake-by-wire, and Bosch has developed an electronic brake system for motorsport applications, which is now fitted to DXDT’s Corvette. Wickens actually used the Bosch EBS in the last two Pilot Challenge races of last year, but unlike the Corvette, the Elantra did not have a full brake-by-wire system.

Robert Wickens explains how his hand controls work.

“When I embarked on this journey of racing with hand controls, I was always envisioning just that hydraulic sensation with my hands, on applying the brake. And, yeah, everyone involved, they made it happen,” Wickens said. Adding that sensation has involved using tiny springs and dampers, and Wickens likened the process of fine-tuning that to working on a suspension setup for a race car, altering spring rates and damper settings until it felt right.

“You know, the fact that I was just straight away comfortable; frankly, internally, I was concerned that [it] might take me a little bit to get up to speed, but thankfully that wasn’t the case so far. There’s obviously still a lot of work to be done, but so far, I think the signs are positive,” he said.

“I think the biggest takeaway I have so far is that it feels like the Bosch EBS and the hand control system that was developed by Pratt Miller it was like it belonged in this car,” he said. “There hasn’t been a single hiccup. It feels like… when they designed the Z06 GT3, it was always in the plan, almost? It’s just looks like it belongs in the car. It feels like it belongs in the car.”

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The 2025 Cadillac Escalade IQ first drive: 460 miles on a single charge

Cadillac Escalade IQ, car review, Cars, First drive / Mike M. / March 17, 2025

SAN FRANCISCO—Newsflash: the new electric Cadillac Escalade IQ weighs over 9,000 lbs, or a fair amount more than 4,000 kilograms. For context, that figure works out to almost exactly half again as much as the 682 hp (509 kW) Escalade V that comes equipped with a barking-mad 6.2 L supercharged V8. Yet the latest and supposedly greatest from Cadillac needed to weigh so very much to achieve a class-leading range target of 460 miles (740 km), thanks to a 205 kWh battery pack.

The Escalade IQ shares a modular General Motors (formerly Ultium) chassis and battery pack with the gargantuan Hummer EV, and even more hardware with the Silverado and Sierra pickup truck siblings. As opposed to trying to attract rugged work truck and off-roading cred, though, for Cadillac that kind of range figure seemed necessary to appeal to a “no compromise” lifestyle that Escalade buyers might well expect while considering a switch to fully electric power.

And the new IQ certainly puts down plenty of instantaneously available grunt, and despite its mass can punch out a 0–60 time under five seconds with the Velocity Max button pushed, thanks to dual motors rated at 750 hp (560 kW) and 786 lb-ft (1,065 Nm).

Three rows of seats will comfortably seat seven adults, and a forthcoming EQL variant stretches just over 4 inches longer with a higher roofline to create even more space in the third row. The rest of the interior, meanwhile, packs in all the tech possible: almost six feet of screens atop the dash, up to 42 speakers’ worth of surround sound, optional Executive second-row seats with massaging function, hands-free Super Cruise partially automated driving, and the list goes on.

We know by now that electrification fits well into the super-luxe ethos, because silent and smooth propulsion works better for shorter lifestyle drives. And yet, the sheer mass required to achieve those range and power figures—despite improved aero versus the ICE Escalade—unfortunately means that the laws of physics make no compromises, either.

Specifically, the Escalade IQ rides on the same battery cradle, same suspension components, same 24-inch wheel size, and same Michelin Primacy LTX tires as the Silverado EV RST First Edition—a behemoth of a pickup truck that many journalists panned due to the baffling decision by General Motors to spec the largest wheels ever sold on a production vehicle. Even slightly smaller 22-inch wheels, as I can attest after driving a Silverado EV LT, help to reduce the crashy and clunky reverberations that ruined any semblance of passenger serenity.

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Old Bolt, new tricks: Making an EV into a backup power station with an inverter

Cars, Chevy Bolt, chevy bolt euv, DIY, electricity, EVs, Features, inverter, power station, Tech / Kelly Newman / March 17, 2025

Putting big batteries to use

Using a custom kit to make a budget EV offer some emergency power.

Back when EV enthusiasm was higher, there were fits and starts of vehicle-to-home concepts and products. If EVs and their ginormous batteries are expensive, resource-intensive purchases, the thinking went, maybe we should get something more out of them than just groceries and school pick-ups. Maybe we could find other things for that huge battery to do during the 95 percent of time it spends parked in or near our homes.

An EV powering your whole home, or even pushing power back to the grid, is something higher-end EVs might do at some point with some utilities. I have a Chevy Bolt, an EV that does not have even a three-prong 110 V plug on it, let alone power-your-home potential. If I wanted to keep the essentials running during an outage, it seemed like I needed to buy a fuel-based generator—or one of those big portable power stations.

Or so I thought, until I came across inverter kits. Inverters take the direct current available from your vehicle’s 12V battery—the lead-acid brick inside almost every car—and turns it into alternating current suitable for standard plugs. Inverters designed for car batteries have been around a long time (technically, the “cigarette lighter” port on a car is an inverter), opening up both novel and emergency uses. The catch is that you have to start the car’s gas engine often enough to keep the battery charged.

The author’s Chevy Bolt EUV, last seen on Ars Technica exploring the then-new world of Tesla charging with an adapter. Credit: Kevin Purdy

What’s different about this Bolt-specific kit is that, as the inverter pulls power from the 12 V battery, the car’s larger battery, the high-voltage one that makes it actually drive, steadily refills it. And given that it’s an EV without emissions, it’s OK to keep it running in the garage. It’s by no means a whole-home solution—my kit maker, EV Extend, recommends drawing just 1,000 watts of continuous power so as not to drain the battery too far or damage the electronics. But it’s certainly better than having only flashlights, USB battery packs, and the power utility’s website open on your phone.

What can you do with 1,000 W, plus a bit of “surge” overhead for devices that kick on strong, like a refrigerator? I can’t run my home’s central HVAC system, so an outage in the depths of a DC summer, or the occasionally painful winter, would still be unpleasant. There are only three plugs, and they’re inside the car hood, so everything that needs power has to be reached by extension cord (and you don’t want to go too far with those). The car is also unlocked and running, with its key fob nearby, so it can’t be left alone.

But for backup power I never planned to have, in an area where outages are less frequent, I have something like minimum viable backup power. With properly rated extension cords, I could run fans, a small space heater, or a single-room-sized window A/C unit for a day or two on conservative settings. I could, if my fiber provider is still up, keep the Internet and router running. At a minimum, I could keep a lot of distraction devices running with the Bolt’s 64–66 kW battery (assuming I fully charged it before an outage).

I have not had a chance to really test this inverter, as the residential power in Washington, DC has been stubbornly reliable since I bought it. But I did run it for about an hour mid-day to try out some of my assumptions.

What’s in the kit

I bought a $444 kit from EV Extend, which specializes in inverter packages for the non-flashy and early adopter EVs: Chevy Bolts and Volts and Nissan Leafs. I opted for a 1,500 W pure sinewave inverter, capable of briefly handling surges of up to 3,000 W. The inverter itself is a commodity, and you can find it lots of places. The things I was really buying with this kit were:

Quick connect/disconnect couplings for attaching to the 12V battery
A safety fuse between the 12 V battery and inverter
Cables and connectors, cut and crimped and soldered specifically for the angles and spaces of the Bolt’s front compartment
Detailed instructions on how to attach, run, fit, and use everything

The owner of EV Extend makes a point of not offering his instruction manuals publicly. This is in part for “low-volume niche market” reasons. But it’s also because of a real concern that folks will see EV Extend setups, do some “I could rig that together” thinking, and expose themselves to a whole bunch of electrical, mechanical, or safety problems. He’s not opposed to DIY-ers, he writes, so much as he’s concerned about wiring quality and bad assumptions.

From the images on EV Extend’s site and various Reddit installs, you can get the gist. A big brick of an inverter, with two thick cables running to a gray plug, and another gray plug running out from the 12 V battery area, easily tucked away (with velcro) when not in use. You can buy more or less surge protection, opt to skip pure sinewave inversion (not a great idea if you’re powering electronics), or upgrade and get a remote switch. But they are all largely the same.

Among the frequently asked questions on the product page is “will this void my warranty?”

The answer: No, it should not, because the Magnuson-Moss Warranty Act still exists, so there needs to be proof that this damaged your 12 V system. But there is also the unwritten caveat that it can still be very painful if your car maker or dealer is not up on their consumer rights laws.

Just a little 12-hour vehicle panic attack

My installation took about 20 minutes. It involved some socket-wrenching, and I had to saw off an inconvenient but inessential plastic bit. The toughest part involved fishing some stiff, thick wire through a space between the coolant tank and a metal bracket (which the manual warned about).

That night, I plugged in the inverter, turned on the Bolt, flipped on the inverter, and plugged in a USB-C wall plug. I connected an iPad, it started charging, and I felt a weird sense of accomplishment at having found one of the most expensive and inefficient ways to watch YouTube. For a few hours, I held some project-completing pride.

iPad charging on top of a car trunk, with an inverter visible in the background. — That feeling of project success, which would remain unfettered by diagnostic warnings until the author checked his phone. Credit: Kevin Purdy

Later that night, the myChevrolet app flung about a dozen notifications at me. The gist: Every single system on the Bolt was failing, I needed to have it towed to a dealer, and I was wrong to try and redistribute its precious electrons. These were bad messages to receive in the middle of brushing my teeth, and sleep did not come easy.

Why the panic? The majority of EVs, however sophisticated, are heavily dependent on their old-fashioned 12 V batteries. This is due in part to how many of an EV’s ancilliaries—locks, lights, infotainment, power steering, and more—are designed to run at 12 V, in common with the rest of the auto industry. But it’s also because when an EV’s higher-voltage traction battery is off, it needs to be fully off and de-energized, and the 12 V helps switch it off and keep residual systems running (Inside EVs has a good explainer on this). Disconnecting my 12 V battery, even for just a minute to attach a connector, gave the car fits about lacking this crucial reserve of juice.

It’s weird, and it can be quite frustrating in the wrong circumstances. But the next morning, I started the Bolt, let it idle for a few minutes, and all the divinations of doom disappeared from the Chevy app. Six months later, I have yet to see any others. I’ve taken my car in for a general check-up since, and the mechanic made no note of my velcro-anchored connector.

A deeper test: Pretend office outage

The inverter hook-ups were set, but household power remained stubbornly stable for months, so I decided to stage a pretend outage. Could the Bolt keep me and my wife reasonably comfortable in my office, the next room over from the garage? Could I keep a space heater or window air conditioning unit running, with occasional kick-on surges? What about the fridge? And how annoying would it be to have the car running in neutral in my garage the whole time?

Here’s what I figured could fit into 1,000 W from the inverter and its three plugs, using appropriately sized and rated extension cords:

At their lowest settings, either a bigger space heater (750 W), or a 15,000 BTU window unit (350–450 W, running roughly 50 percent of the time)
The fiber optic network terminal (ONT) and my Ubiquity network gear (Dream Machine Pro and two power-over-Ethernet access points)
My whole working desk setup: monitor, M2 MacBook Air, Sonos speakers, too many peripherals
If possible, the refrigerator (typically 60 W, with surges up to 1,200 W and defrost cycles at 240 W)
A bit of overhead, should I need to run anything else, like lamps, off my desk’s power strip

I unplugged the Bolt, opened the hood, placed the inverter on a reasonably flat part of the compartment (next time, I will have a flat piece of wood to place there), turned on the car, and flipped on the inverter. So far, so good!

Because the car was in park, it would automatically shut itself off after two hours. A number of committed campers and preppers on Reddit have suggested putting the car in neutral, engaging the parking brake (or putting chocks behind the rear wheels), and exiting the car from the passenger side (as opening the driver side door can make the car auto-shift for safety). Because it’s not in park at a low speed, the Bolt will make a whirring noise for pedestrian safety. I could temporarily cancel it by pulling the right fuse from the engine compartment box, so long as I left a note for myself with big letters to put it back in.

I first plugged in my desk and all its accompaniments, then nudged and woke up my laptop and monitor: 14.7 watts. That seemed a bit low, given that monitors are typically more than 20 watts, but the inverter is perhaps slow to report the full draw. Still, there was lots of headroom remaining.

Adding in the fiber optic modem, the Dream Machine Pro router (specified at a 50 W maximum power draw), and its PoE-based devices boosted the number to 90 watts. That left 910 watts, which felt like a lot until I plugged in the big space heater and set it to its lowest setting. Once the heater had been on for a bit, I was at 850–860 watts, combined with the other gear. I knew space heaters were inefficient in a broad sense, but now that fact is burned into my brain in little red digits.

All three plugs in—desk, networking gear, space heater—and the 850 watts the inverter eventually settled at once the heater ran a while. Credit: Kevin Purdy

All these things ran off the inverter for about 30 minutes (I wrote the previous two paragraphs with mostly inverter power), floating between 810 and 920 watts, and I saw the car’s projected mileage dip one mile when I checked on it. If I had the Bolt fully charged, I might get a maximum of 60 hours of this, or 48 hours at my typical 80 percent charge, give or take some resistance and use variables. Given what I learned, I would need to use a smaller space heater or very light air conditioning if I also wanted to keep the fridge running without nervous monitoring (and make up for some loss to an extension cord). That, or hope the power only goes out during comfortable temperatures.

But I’m using the Bolt and inverter as a just-in-case option, not something I would lean on if regular multi-day outages were occurring. It would also be quite useful for car camping, though I can’t speak to that personally. The process has, like most DIY projects, taught me some things: about power draw, EVs, and my priorities. If you have a similarly nifty but not exactly new EV, consider checking out your inversion options for it—after you fully understand the limits and know-how required.

Kevin is a senior technology reporter at Ars Technica, covering open-source software, PC gaming, home automation, repairability, e-bikes, and tech history. He has previously worked at Lifehacker, Wirecutter, iFixit, and Carbon Switch.

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Used Tesla prices tumble as embarrassed owners look to sell

Cars, Tesla, used ev prices / DJ Henderson / March 16, 2025

Similarly, one should take with a pinch of salt a website offering to steal Teslas from owners who are unable to find a buyer themselves.

According to data from Car Gurus, used Tesla prices have fallen twice as fast (-3.7 percent) as the wider car market (-1.5 percent) over the last 90 days. Year over year, used Tesla prices are down 7.5 percent, compared to 2.8 percent for the market as a whole. And that’s on top of steep depreciation caused by a series of new car price cuts over the past few years, as well as rental car companies and other companies disposing of fleets of Teslas en masse.

The Model 3 has been on sale longer than the Model Y, and you’d expect the older cars to have depreciated more. Indeed, the average price of a 2017 Model 3 is just under $20,000 now. But even recent model years are shedding value rapidly—a model-year 2022 Model 3 is worth just $25,000 on average.

Model Y prices have decreased by a greater degree, although the higher MSRP and younger age of the Y mean prices haven’t dropped quite as far as the 3, yet. But CarGurus has seen between 16–21 percent drops for each model year of the Model Y, year over year.

CarGurus isn’t the only one to notice this trend, either. According to its data, iSeeCars says used Teslas have dropped by 13.6 percent, year over year. The Models 3, Y, and S were all in its top four EVs for depreciation, although top place went to the Porsche Taycan (which might be starting to look like a bargain).

For its part, Tesla has been trying to boost its image with the help of President Trump. On Monday, the president took to the South Lawn of the White House to promote Tesla’s cars, apparently buying one despite having campaigned on an explicitly anti-electric vehicle platform.

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Despite everything, US EV sales are up 28% this year

Cars, EV adoption / Mike M. / March 12, 2025

With all the announcements from automakers planning for more gasoline and hybrid cars in their future lineups, you’d think that electric vehicles had stopped selling. While that might be increasingly true for Tesla, everyone else is more than picking up the slack. According to analysts at Rho Motion, global EV sales are up 30 percent this year already. Even here in the US, EV sales were still up 28 percent compared to 2024, despite particularly EV-unfriendly headwinds.

Getting ahead of those unfriendly winds may actually be driving the sales bump in the US, where EV sales only grew by less than 8 percent last year, for contrast. “American drivers bought 30 percent more electric vehicles than they had by this time last year, making use of the final months of IRA tax breaks before the incentives are expected to be pulled later this year,” said Charles Lester, Rho Motion data manager.

With the expected loss of government incentives and the prospect of new tariffs that will add tens of thousands of dollars to new car prices, now is probably a good time to buy an EV if you think you’re going to want or need one.

Perhaps surprisingly, growth in the much more EV-tolerant European Union was barely higher, at 29 percent for the year to date, helped by a new tax on plug-in hybrid weight in France, Rho Motion says. Both Germany and the UK EV markets have grown by 40 percent this year.

China is speeding past the rest of the world in terms of electrifying its transportation, and unsurprisingly it comes out on top in Rho Motion’s data, with 35 percent growth for the year to date compared to 2024. Looking month by month shows an even more impressive 73 percent increase year over year, thanks to where the lunar new year fell in 2024 and 2025.

Despite everything, US EV sales are up 28% this year Read More »

BEVs are better than combustion: The 2025 BMW i4 xDrive40 review

BMW i4 xDrive40, car review, Cars / 9u50fv / March 12, 2025

But it’s not really fair to compare yesterday’s 430i with this i4 xDrive40; with 395 hp (295 kW) and 442 lb-ft (600 Nm) on tap and a $62,300 MSRP, this EV is another rung up the price and power ladders.

The i4 uses BMW’s fifth-generation electric motors, and unlike most other OEMs, BMW uses electrically excited synchronous motors instead of permanent magnets. The front is rated at 255 hp (190 kW) and 243 lb-ft (330 Nm), and the rear maxes out at 308 hp (230 kW) and 295 lb-ft (400 Nm). They’re powered by an 84 kWh battery pack (81 kWh usable), which on 18-inch wheels is good for an EPA range of 287 miles (462 km).

Our test car was fitted with 19-inch wheels, though, which cuts the EPA range to 269 miles (432 km). If you want a long-distance i4, the single-motor eDrive40 on 18-inch wheels can travel 318 miles (511 km) between charges, according to the EPA, which offers an interesting demonstration of the effect of wheel size and single versus dual motors on range efficiency.

A BMW i4 wheel — There’s a new design for the 19-inch M Aero wheels, but they’re part of a $2,200 package. Credit: Jonathan Gitlin

It’s very easy to switch between having the car regeneratively brake when you lift the throttle (in B) or just coast (in D), thanks to the little lever on the center console. (Either way, the car will regeneratively brake when you use the brake pedal, up to 0.3 G, at which point the friction brakes take over.) If you needed to, you could hit 62 mph (100 km/h) in 5.1 seconds from a standstill, which makes it quick by normal standards if not by bench racers. In practice, it’s more than fast enough to merge into a gap or overtake someone if necessary.

During our time with the i4, I averaged a little worse than the EPA numbers. The winter has been relatively mild as a result of climate change, but the weather remained around or below freezing during our week with the i4, and we averaged 3.1 miles/kWh (20 kWh/100 km). Interestingly, I didn’t notice much of a drop when using Sport mode, or much of a gain using Eco mode, on the same 24-mile mix of city streets, suburban arteries, and highways.

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Maserati kills electric version of MC20 supercar for lack of demand

Cars, Maserati MC20 / 9u50fv / March 9, 2025

Electric motors are, in so many ways, much better than internal combustion engines. They don’t waste most of the energy you put into them as heat and sound, they’re easy to control, and they make huge amounts of torque almost instantly. Having recently driven BMW’s 430i and i4 back to back over the course of two weeks, the electric version was easier in traffic and more responsive on a twisty road. Electric wins, then. Except at the very high end, it seems.

Because even though electric motors can pack a punch, people paying big money for super- and hypercars are increasingly disinterested in those cars being electrified. So much so that Maserati has canceled the all-electric version of the MC20.

The MC20 debuted in 2020. No longer associated with Ferrari after that brand was spun out and IPO’d, the MC20 could offer a full carbon-fiber monocoque and an engine with very clever F1-derived combustion technology, undercutting its now-independent Italian competitor to the tune of more than $100,000 in the process.

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Volkswagen gets the message: Cheap, stylish EVs coming from 2026

affordable EVs, Cars, ID. EVERY1, Volkswagen / Beth Washington / March 6, 2025

A surprise find in my inbox this morning: news from Volkswagen about a pair of new electric vehicles it has in the works. Even better, they’re both small and affordable, bucking the supersized, overpriced trend of the past few years. But before we get too excited, there’s currently no guarantee either will go on sale in North America.

Next year sees the European debut of the ID. 2all, a small electric hatchback that VW wants to sell for less than 25,000 euros ($26,671). But the ID. 2all isn’t really news: VW showed off the concept, as well as a GTI version, back in September 2023.

What is new is the ID. EVERY1, an all-electric entry-level car that, if the concept is anything to go by, is high on style and charm. It does not have a retro shape like a Mini or Fiat 500—VW could easily have succumbed to a retread of the Giugiaro-styled Golf from 1976 but opted for something new instead. The design language involves three pillars: stability, likability, and surprise elements, or “secret sauce,” according to VW’s description.

The ID. EVERY1 is the antithesis of the giant SUVs and trucks that have come out of Detroit these past few years.

“The widely flared wheelarches over the large 19-inch wheels and the athletic and clearly designed surfaces of the silhouette ensure stability,” said VW head of design Andreas Mindt, confirming the inability of modern designers to stay away from huge wheels.

“The slightly cheeky smile at the front is a particularly likable feature. A secret sauce element is the roof drawn in the middle, usually seen on sports cars. All these design elements lend the ID. EVERY1 a charismatic identity with which people can identify,” Mindt said.

It really is a small car—at 152.8 inches (3,880 mm) long, it’s much shorter than the smallest car VW sells here in the US, the Golf GTI, which is a still-diminutive 168.8 inches (4,288 mm) in length. Like the slightly bigger ID. 2all—which is still much shorter than a Golf), the ID. EVERY1 will use a new front-wheel drive version of VW’s modular MEB platform. (Initially introduced for rear- or all-wheel-drive EVs, MEB underpins cars like the ID.4 crossover and ID. Buzz bus.)

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