From the July/August 2023 issue of Car and Driver.
This is only our third EV of the Year contest, and we’re already getting a bit jaded. Oh, your car offers 300 miles of range? Okay, but that’s no longer a big deal. Ditto with sub-five-second 60-mph times and crazy-fast DC charging speeds. While internal-combustion engines continue to evolve gradually after more than a century of incremental improvement, EVs make technological leaps annually—in battery chemistry, motor design, and charging capabilities. The tech is changing so fast that what’s groundbreaking one year is normal the next and outdated two years later.
There are more players in the game, but lest you think the relatively simple EV powertrain—one moving part in the motor, no transmission—is the cheap avenue to develop a car, it isn’t. Billions are spent on ground-up projects, and every year, we’ve included at least one entry from a new brand, a list that includes Polestar, Rivian, and Lucid. This time we’re looking at Vietnam’s VinFast, with its VF8, here to face off against an electrified Hummer SUV, an imperious BMW 7-series, and an array of compelling cars from Kia, Hyundai, and Genesis. Nissan is back, parlaying its decade-plus of electric expertise into the all-wheel-drive Ariya. The Cadillac Lyriq returns with a second motor and significantly more power. The entries from Mercedes-Benz, Audi, and Lexus aim to make converts of internal-combustion stalwarts with familiar-feeling luxury, and even Toyota is in the mix after years of insisting that hybrids are the only rational way forward. You might notice that this is our first year without a Tesla on the ballot, and that’s because this is the first year Tesla had nothing new to offer.
One thing we’ve learned in the short history of this contest: The EV space changes fast. A company that’s out front one year might be midpack the next. Or it might stay on a hot streak, continuing to reimagine mainstream transportation for an EV future.
Audi Q4 e-tron • BMW i7 • Cadillac Lyriq AWD • Genesis Electrified GV70 • GMC Hummer EV • Kia EV6 GT • Kia Niro EV • Lexus RZ450e • Lucid Air Pure AWD • Mercedes-Benz EQE350 4Matic+ • Nissan Ariya • Toyota bZ4x • VinFast VF8
Audi Q4 e-tron
For brand loyalists who might find change scary, the Audi Q4 e-tron reassures.
There are EVs that strive to reimagine the tenets of automotive design, and then there’s the Audi Q4 e-tron. It’s so conventional it may as well have a turbo 2.0-liter four under the hood, because electrification doesn’t bring any novelty or delight. You know those smiley-face feedback terminals in airport bathrooms? If the Q4 had one, nobody would push the green smiley button. Most everything is fine, but nothing is great.
With dual motors and 295 total horsepower, the Q4 hits 60 mph in 5.6 seconds, which is perfectly acceptable. The ride is decent, but the 0.84 g of skidpad grip is middling. Inside, the Q4 presents angular Audi shapes and design cues without incorporating Audi-level materials, and in doing so exposes its Volkswagen ID.4 roots. One driver noted, “VW Group did the bare minimum turning the ID.4 into the Q4 to squeeze more profit out of the MEB platform.” The Q4 e-tron offers no surprises—unless you find a mere 190 miles of range at 75 mph surprising for a car with a $66,190 as-tested price.
The Q4 does make a better case for itself at something closer to its $50,995 single-motor base price (the dual-motor starts at $56,395). But it would still come across as a token offering for a very particular customer, someone looking for continuity in brand experience while making the transition to EV ownership. In other words, if the lease is up on your Q5 and you’re ready for your first EV, the Q4 e-tron is the obvious nonthreatening choice: premium-cross-over comfort food for Audiphiles. For everyone else, there are more interesting ways to spend $60,000. —Ezra Dyer
Specifications
Base/As Tested: $56,395/$66,190
Combined Power: 295 hp
Combined Torque: 339 lb-ft
Battery: 77.0 kWh
Onboard Charger: 11.5 kW
Transmissions: direct-drive
Curb Weight: 4974 lb
C/D TEST RESULTS
60 mph: 5.6 sec
1/4-Mile: 14.3 sec @ 98 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (gov ltd): 113 mph
Braking, 70–0 mph: 167 ft
Roadholding, 300-ft Skidpad: 0.84 g
EPA FUEL ECONOMY
• Combined: 93 MPGe
• Range: 236 mi
BMW i7
Sublime, substantial, and sybaritic, the new 7-series is also extremely well suited to battery power.
The word “luxury” gets thrown around like a backyard football in automotive reviews, but if any car earns that descriptor, it’s the BMW i7 xDrive60. There are faceted-diamond details in the headlights, self-opening and -closing doors, rainbows in the cabin, and a cashmere interior so soft and plush that sinking into it feels like a hug from a Mongolian textile artist. The logbook for the i7 reads like a librarian’s admonishment: “Quiet, quiet, quiet.” It’s so hushed that one staffer complained it made his thoughts too loud.
Flooring the accelerator won’t drown out those thoughts, as the i7’s two motors deliver their combined 536 horsepower without even a whine, and the big body rides smoothly at speeds well past legality. Drivers might find the touchscreen-heavy controls and deep menus overwhelming, and accountants may have quibbles with the $151,995 as-tested price of our i7, but back-seat passengers won’t notice a ripple in their lattes. Curves and rises slide beneath the i7 with nary a bobble. There’s drama aplenty in the i7’s appearance, but its on-road demeanor is stoically unflappable.
The i7 also charges quickly, needing 47 minutes to get from 10 to 90 percent, and with 310 miles of range at 75 mph, one won’t have to stop too often. This is almost a disappointment, as a long wait at the station would give more time in the optional reclining Executive Lounge seats, enjoying a massage and the 31.3-inch Theatre Screen.—Elana Scherr
Specifications
Base/As Tested: $120,295/$151,995
Combined Power: 536 hp
Combined Torque: 549 lb-ft
Battery: 101.7 kWh
Onboard Charger: 11.0 kW
Transmissions: direct-drive
Curb Weight: 6084 lb
C/D TEST RESULTS
60 mph: 4.4 sec
1/4-Mile: 12.7 sec @ 114 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (gov ltd): 150 mph
Braking, 70–0 mph: 162 ft
Braking, 100–0 mph: 331 ft
Roadholding, 300-ft Skidpad: 0.92 g
EPA FUEL ECONOMY
• Combined: 87 MPGe
• Range: 308 mi
Cadillac Lyriq AWD
The dual motors’ big horsepower helps this new-age Caddy better live up to the brand’s traditional virtues.
The two-motor Cadillac Lyriq is the double cheeseburger to the single-motor version’s cheeseburger. Like adding a patty, that second motor transforms things from good to yum. Horsepower jumps from 340 to 500. Sprints to 60 mph fall from 5.7 seconds to a droolworthy 4.6. Best of all, this double cheeseburger of a Cadillac remains on the value menu: The upgrade is a mere $2000.
The second motor adds all-wheel drive to the Lyriq’s lengthy list of standard equipment. For $65,615, our test car came loaded with toppings—a 19-speaker stereo, huge screens, a head-up display, leather—although GM’s excellent hands-free driver-assist system Super Cruise requires a subscription. We mention money because the Lyriq looks and acts more expensive and refined than expected at this price point. A supple ride pampers, interior materials dazzle, and a quiet cabin means you’ll only hear your stomach grumbling.
A look at the 102.0-kWh battery’s range gives the impression that the extra power comes without a penalty. The EPA says the two-motor Lyriq will go 307 miles, only five less than the rear-drive version. But in our 75-mph highway range test, the two-motor setup reduced range from the single-motor’s 270 miles to a disappointing 220. DC fast-charging speeds can’t quite match some competitors, but the 11.5-kW Level 2 hookup is competitive, although the 2023 single-motor Lyriq has standard 19.2-kW charging capability.
While the additional motor does add some excitement to the driving experience, the overall feel is competence, not fun; isolation, not involvement. More DeVille than devil, the Lyriq’s fun-to-drive quotient held it back in scoring. But if you’re looking to be coddled by a luxurious and practical SUV with all-wheel drive and sub-13.0-second quarter-mile time, order up the two-motor Lyriq.—Tony Quiroga
Specifications
Base/As Tested: $64,990/$65,615
Combined Power: 500 hp
Combined Torque: 450 lb-ft
Battery: 102.0 kWh
Onboard Charger: 11.5 kW
Transmissions: direct-drive
Curb Weight: 5838 lb
C/D TEST RESULTS
60 mph: 4.6 sec
1/4-Mile: 12.9 sec @ 113 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (gov ltd): 132 mph
Braking, 70–0 mph: 182 ft
Braking, 100–0 mph: 396 ft
Roadholding, 300-ft Skidpad: 0.82 g
EPA FUEL ECONOMY
• Combined: 89 MPGe
• Range: 307 mi
Genesis Electrified GV70
A battery-electric powertrain proves well suited to this impressive luxury SUV.
If you don’t know to look for the closed-off grille, the Electrified GV70 could pass for one of the gas-burning models. They share the same design—a great one that helped earn the regular GV70 a 10Best spot this year—so the Electrified GV70 gets off to a good start.
With the EV version of the GV70, you don’t give up anything except a little cash. Both variants share the same tight body control, coddling interior, and smooth ride. But the EV offers shenanigans in the form of Boost mode. Click the oddly placed button—about the only odd thing in the car—on the 6 o’clock steering-wheel spoke, and you’ll experience a 483-hp shot for up to 10 seconds (429 horses otherwise), provided the battery is charged up enough. Deactivate stability control, and you can leave a trail of rubber. Or roll into the accelerator judiciously, and 60 mph is 3.8 seconds away.
The GV70’s biggest downside is range. This vehicle uses much of the same hardware as the GV60, but the GV70 carries extra mass. We measured 190 miles at 75 mph—10 fewer than the smaller and lighter GV60. At least it charges quickly: 24 minutes from 10 to 90 percent on a 350-kW DC charging unit. Still, less than 200 miles on a charge isn’t going to win EV awards, especially since this made-in-America model no longer qualifies for some of Uncle Sam’s incentives.—K.C. Colwell
Specifications
Base/As Tested: $67,550/$75,275
Combined Power: 483 hp
Combined Torque: 516 lb-ft
Battery: 77.4 kWh
Onboard Charger: 10.9 kW
Transmissions: direct-drive
Curb Weight: 5060 lb
C/D TEST RESULTS
60 mph: 3.8 sec
1/4-Mile: 12.3 sec @ 111 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (C/D est): 150 mph
Braking, 70–0 mph: 183 ft
Braking, 100–0 mph: 363 ft
Roadholding, 300-ft Skidpad: 0.85 g
EPA FUEL ECONOMY
• Combined: 91 MPGe
• Range: 236 mi
GMC Hummer EV SUV
The GMC Hummer EV SUV brings less wretched excess.
To say we like the GMC Hummer EV SUV more than the pickup because there’s less of it sounds flippant, but it’s true. At “just” 4.3 tons, the SUV weighs 980 pounds less than the SUT, considerably improving its lot.
Its three-motor propulsion system makes 830 horsepower instead of the pickup’s cool 1000 due to the less massive battery (170.0 kilowatt-hours instead of 205.0) imposed by its 8.9-inch-stubbier wheelbase. It’s just as quick, though, achieving 100 mph in a frightening 8.8 seconds. Less tonnage also means it (eventually) stops shorter and cuts a slightly less pitiful arc around the skidpad. But the squishy suspension exhibits more dive and squat than the Summer Olympics. The consumption meter regularly pegs at an alarmingly high figure, and there’s a drift meter. Dear God, no.
We also prefer the SUV because the rear-mounted spare doesn’t impinge on cargo space like the tires within the truck’s bed. The 11.1-inch-shorter rear overhang does wonders for the EV’s departure angle, while the abbreviated wheelbase improves the break-over angle, wheel articulation, and turning diameter: an astonishing 35.4 feet with four-wheel steering.
But this Hummer still comes across as a giant middle finger directed at a class of vehicles meant to be efficient. Its curb weight is so excessive it’s exempt from EPA labeling, like a heavy-duty pickup. Perhaps that’s what it takes to convince a certain crowd that EVs can be cool, but it’s not of-the-year material.—Dan Edmunds
Specifications
Base/As Tested: $105,595/$106,220
Combined Power: 830 hp
Combined Torque: 1200 lb-ft
Battery: 170.0 kWh
Onboard Charger: 19.2 kW
Transmissions: direct-drive
Curb Weight: 8660 lb
C/D TEST RESULTS
60 mph: 3.4 sec
1/4-Mile: 11.9 sec @ 112 mph
Results above omit 1-ft rollout of 0.2 sec.
Top Speed (gov ltd): 112 mph
Braking, 70–0 mph: 199 ft
Braking, 100–0 mph: 459 ft
Roadholding, 300-ft Skidpad: 0.76 g
Kia EV6 GT
This modern muscle car was the quickest of all this year’s contenders.
Of this year’s contestants, Kia’s 10Best-winning EV6 GT is easily the most entertaining. Sure, the GMC Hummer SUV has a CrabWalk mode, and the BMW i7 has a Theatre Screen to rival your local cineplex, but those are mere parlor tricks. Gimmicks get the likes on TikTok, but to reach the top pedestal in this competition, a vehicle must sidestep viral temptations and deliver an emotional driving experience. Kia’s hot-rotor GT has just that.
It starts with dual motors and their ability to blur the surrounding landscape. With a nearly instantaneous arrival of 545 pound-feet of torque at the bottom end and 576 horsepower at the top, the GT blitzes to 60 mph in just 3.1 seconds and demolishes the quarter-mile in 11.4 seconds at 120 mph. Stick with it and 161 mph is possible, says Kia. For $62,925, that’s major-league performance. Need proof? That’s just 0.1 and 0.2 second, respectively, behind the 657-hp Lamborghini Urus Performante, making the EV6 GT the swiftest EV in this year’s field.
When it’s not sucking you back into the amply bolstered seats, making you look like Colonel Stapp on a rocket sled, the GT boasts the ability to eat up apexes. It’s also the only vehicle in this year’s bunch with an electronically controlled limited-slip rear differential. Activate Drift mode, and you’ll be burning up more Goodyears than an NHRA Funny Car.
When it comes to more civilized driving, the EV6 GT’s 190 miles of range at 75 mph isn’t noteworthy. But just like it accelerates, the GT charges at warp speed, needing only 26 minutes on a DC fast-charger to replenish from 10 to 90 percent.
While the EV6 GT meets and exceeds its performance target, its focus is too narrow to take home the gold in this competition. Yet Kia’s thrill ride is good enough to earn a silver medal. Had the GT launched with the rest of the EV6 lineup last year, its presence would have likely pushed the EV6 past the Hyundai Ioniq 5 for our 2022 EV of the Year award.—David Beard
Specifications
Base/As Tested: $62,925/$63,100
Combined Power: 576 hp
Combined Torque: 545 lb-ft
Battery: 77.4 kWh
Onboard Charger: 10.9 kW
Transmissions: direct-drive
Curb Weight: 4817 lb
C/D TEST RESULTS
60 mph: 3.1 sec
1/4-Mile: 11.4 sec @ 120 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (mfr’s claim): 161 mph
Braking, 70–0 mph: 164 ft
Braking, 100–0 mph: 331 ft
Roadholding, 300-ft Skidpad: 0.88 g
EPA FUEL ECONOMY
• Combined: 79 MPGe
• Range: 206 mi
Kia Niro EV
Rational in size and spec, the Kia Niro EV just needs a rational price.
There should be more EVs like the Kia Niro. It’s small outside with a surprising amount of room inside, both for passengers and their stuff. We’re easily pleased by hidden dash shelves and underhood storage—even if the Niro’s front trunk is more suitable for a tool kit or a granola bar than any major cargo—so the Kia gets cred for compartments. With so many EVs crushing the scale and stuffing garages, the Niro stands out as the perfect size for a city car or college runabout, just the sort of low-mileage commuting that suits an electric vehicle.
The Niro won’t be competing in the electric-car drags. It makes a sensible but not over-the-top 201 horsepower via a lone electric motor feeding the front wheels. It’s not winning the recharge races, either. Once you burn through most of the estimated 253-mile range, refilling the 64.8-kWh battery pack from 10 to 90 percent takes 63 minutes at a DC fast-charger.
The Niro earns praise for its soft but well-controlled ride, reliable brake feel, and easily adjustable regeneration settings. The cockpit is a mix of touchscreen and hard controls, contemporary without forcing a buttonless experience onto drivers just yet. Phone connectivity is uncomplicated, and wireless charging is an option. Optional heated rear seats and a heat pump for the climate control are nice features for those in cold climates.
There were some minor quibbles in our logbook about dull steering feel, but the biggest hang-up with this Niro was its price. We’d love to encourage more city-size electric runabouts, but for $40,875, you could buy a lot of gas for a hybrid Honda CR-V.—Elana Scherr
Specifications
Base/As Tested: $40,875/$47,940
Power: 201 hp
Torque: 188 lb-ft
Battery: 64.8 kWh
Onboard Charger: 11.0 kW
Transmission: direct-drive
Curb Weight: 3837 lb
C/D TEST RESULTS
60 mph: 6.6 sec
1/4-Mile: 15.2 sec @ 94 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (gov ltd): 106 mph
Braking, 70–0 mph: 175 ft
Roadholding, 300-ft Skidpad: 0.87 g
EPA FUEL ECONOMY
• Combined: 113 MPGe
• Range: 253 mi
Lexus RZ450e
A pleasantly smooth SUV, but its limited range cuts the party short.
A driving range of 120 miles in our 75-mph highway test (196 miles according to the EPA) doesn’t bode well for a $60K SUV with a name as mellifluous as a two-step verification code. It’s almost cruel for Lexus to make the pleasantly smooth RZ450e so enjoyable but only good for a short distance. The RZ is slightly smaller than the familiar RX and roughly the size of a Tesla Model Y. It shares its platform with the Subaru Solterra and the Toyota bZ4X, both of which are more than $13,000 less than the Lexus. Here’s why: The RZ’s interior is like upgrading to first class. There’s plenty of room, and the cabin materials are beautiful. The dash has a 14.0-inch touchscreen with text big enough for rear passengers to read. We expect therapists may start recommending the RZ as a cure for stress.
While its sharp steering and dynamic handling make it fun for an SUV, it lacks a lot of what we’ve come to expect from EVs. There’s no frunk. Its 63.4-kWh battery is smaller than most, and the claimed 150-kW maximum DC fast-charging speed isn’t bad, but its competitors can charge more quickly. Charging at home on a 32-amp 240-volt connection, the RZ will need a claimed 9.5 hours to take the battery from empty to full. The RZ450e is a lovely SUV that seems to be only impersonating an electric vehicle.—Austin Irwin
Specifications
Base/As Tested: $59,650/$63,415
Combined Power: 308 hp
Combined Torque: 320 lb-ft
Battery: 63.4 kWh
Onboard Charger: 6.6 kW
Transmissions: direct-drive
Curb Weight: 4617 lb
C/D TEST RESULTS
60 mph: 4.6 sec
1/4-Mile: 13.5 sec @ 99 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (gov ltd): 103 mph
Braking, 70–0 mph: 171 ft
Roadholding, 300-ft Skidpad: 0.83 g
EPA FUEL ECONOMY
• Combined: 95 MPGe
• Range: 196 mi
Lucid Air Pure AWD
The latest Lucid variant is still technically impressive but only slightly less rarefied.
Lucid Motors continues to broaden its lineup at both ends, introducing more affordable, less powerful versions of the Air sedan that come in under six figures while also rolling out the wild, performance-oriented Sapphire, which tops $250K.
After testing the Air Grand Touring for last year’s EV of the Year evaluation, we included the “base” Air Pure model this year. It starts under $90,000 in its 430-hp single-motor, rear-wheel-drive configuration, which puts it on even footing with the lowest-priced Tesla Model S. But that configuration isn’t quite ready yet, and our test car came equipped with the upgraded 480-hp dual-motor setup that tacks an extra $5500 onto the bottom line. Along with several options, including $10,000 for “future-ready” semi-autonomous hardware of unknown capability and a $4000 sound system, our Air’s as-tested price sat at a decidedly higher $111,550.
This is hardly an entry-level car, and its execution continues to wow us in terms of build quality, interior materials, and refinement—and not just for a startup automaker. However, even if its performance and range figures are good for the money—3.5 seconds to 60 mph and real-world highway range of 310 miles—the Air was still too costly in our estimation to move the needle in terms of market relevance. Plus, newer luxury EVs, including the BMW i7, are beginning to show how far a bit of extra attention paid to design flair and extravagance can go. The Lucid could use some of this if it’s going to play in these spaces with established luxury brands.
As a newer automaker, Lucid is already doing a lot of things right, but it still has room to grow as it continues to branch out into new territory.—Joey Capparella
Specifications
Base/As Tested: $94,550/$111,550
Combined Power: 480 hp
Combined Torque: 686 lb-ft
Battery: 92.0 kWh
Onboard Charger: 19.2 kW
Transmissions: direct-drive
Curb Weight: 4951 lb
C/D TEST RESULTS
60 mph: 3.5 sec
1/4-Mile: 11.7 sec @ 122 mph
Results above omit 1-ft rollout of 0.2 sec.
Top Speed (gov ltd): 140 mph
Braking, 70–0 mph: 168 ft
Braking, 100–0 mph: 324 ft
Roadholding, 300-ft Skidpad: 0.90 g
EPA FUEL ECONOMY
• Combined: 121 MPGe
• Range: 384 mi
Mercedes-Benz EQE350 4Matic+
A slippery sedan with impressive range, the Mercedes-Benz EQE350 4Matic+ otherwise seems less than an E-class.
Without the Mercedes-Benz emblems on its front and rump, the EQE350 sedan could be a Jelly Belly Candy Company product. While its lozenge-like design defines anonymous, it delivers an incredibly low drag coefficient of 0.20. That and a conservative range estimate are reasons the EQE350 4Matic+ is among the few EVs to exceed its EPA figure in our 75-mph highway range test, traveling 10 miles past its 260-mile estimate. Hooked up to a DC fast-charger, the dual-motor EQE350’s 90.6-kWh battery goes from 10 to 90 percent in 42 minutes. Beyond that, the 288-hp electric sedan has little to brag about. For the handful of positive comments about its silky ride and snazzy interior, there are numerous complaints about its awkward brake pedal, compromised forward visibility, and frustrating MBUX infotainment interface. Our example featured the 12.8-inch “floating” center touchscreen, as the 56.0-inch Hyperscreen from the EQS is not yet available in the EQE.
While the EQE350 isn’t intended to provide the verve of the AMG version, its loose body control and numb steering make it uninvolving to drive, although its available rear-axle steering greatly enhances maneuverability. With 564 pound-feet of instant torque, the 5488-pound sedan hit 60 mph in 5.2 seconds. The 402-hp EQE500 4Matic+ has more punch—or Mercedes offers a subscription-based Acceleration Increase, which ups the EQE350’s output to 348 horses via an over-the-air update. Charging extra to unlock built-in power feels like a money grab, as does the EQE350 4Matic+’s lofty $79,050 starting price. As tested, ours ballooned to $94,640, making this pill-shaped EV tough to swallow.—Eric Stafford
Specifications
Base/As Tested: $79,050/$94,640
Combined Power: 288 hp
Combined Torque: 564 lb-ft
Battery: 90.6 kWh
Onboard Charger: 9.6 kW
Transmissions: direct-drive
Curb Weight: 5488 lb
C/D TEST RESULTS
60 mph: 5.2 sec
1/4-Mile: 13.9 sec @ 97 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (gov ltd): 130 mph
Braking, 70–0 mph: 178 ft
Braking, 100–0 mph: 358 ft
Roadholding, 300-ft Skidpad: 0.86 g
EPA FUEL ECONOMY
• Combined: 86 MPGe
• Range: 260 mi
Nissan Ariya
Dual motors add undeniable urge, but Nissan’s Ariya still plays on the yacht-rock station.
As a follow-up to the Leaf, the Nissan Ariya seemed primed for success, given Nissan’s years of experience building and marketing an affordable EV. Unfortunately, the Ariya has proved to be a somewhat middling choice in the electric-SUV segment, particularly when driven back to back with similarly priced EVs such as the Cadillac Lyriq.
Granted, the recently introduced 389-hp dual-motor all-wheel-drive powertrain adds a noticeable punch to the Ariya’s performance, zipping the car to 60 mph in 5.0 seconds versus 7.5 seconds for the 238-hp single-motor front-wheel-drive model. The Ariya also rides smoothly and offers a cabin that’s luxury-car quiet during cruising. But its handling is forgettable, and the brake-pedal modulation is poor—an unfortunate failing given that the Ariya’s e-Pedal mode falls short of true one-pedal driving.
The top-spec model we tested, a $62,770 e-4orce Platinum+, was quite posh, with blue faux-suede and leather upholstery, copper-colored accents, and a wood-trim panel with backlit haptic buttons for the climate controls. The upscale nature of the Ariya’s cabin leaves us wondering what more an Infiniti-branded version could possibly offer.
We also might have expected Nissan’s extensive experience with modern EVs to result in class-leading range and faster charging capability for the Ariya, but that’s not the case. We managed 210 miles between charges on our 75-mph, real-world highway range test, and the Ariya’s maximum 130-kW charging rate means it takes longer to juice up its 87.0-kWh battery pack than either the Hyundai Ioniq 6 or the Kia EV6. Instead, the Ariya’s primary selling points are its hushed interior and easygoing demeanor, which may well be enough for casual drivers but aren’t enough to take the EV of the Year crown.—Drew Dorian
Specifications
Base/As Tested: $61,525/$62,770
Combined Power: 389 hp
Combined Torque: 442 lb-ft
Battery: 87.0 kWh
Onboard Charger: 7.2 kW
Transmissions: direct-drive
Curb Weight: 5087 lb
C/D TEST RESULTS
60 mph: 5.0 sec
1/4-Mile: 13.4 sec @ 108 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (gov ltd): 128 mph
Braking, 70–0 mph: 176 ft
Braking, 100–0 mph: 342 ft
Roadholding, 300-ft Skidpad: 0.86 g
EPA FUEL ECONOMY
• Combined: 87 MPGe
• Range: 257 mi
Toyota bZ4X
This Toyota brings back the compliance EV.
Toyota has not been shy about its begrudging migration to EVs, saying limited raw materials for batteries should be used in smaller chunks in hybrids or plug-in hybrids. It’s clear the company isn’t looking to sell many bZ4Xs, as it took the same approach it did with the low-volume GR86 sports coupe, sharing development costs with Subaru, whose Solterra is a twin to this mid-size SUV.
The bZ4X is unremarkable in every way, as though Toyota is architecting a self-fulfilling prophecy, proving that hybrids are better by delivering a mediocre EV. So-so applies equally to the bZ4X’s range and acceleration. Adding the optional second motor, as in our Limited AWD test car, ups horsepower by only 13, and EPA range is a maximum of 252 miles in front-drivers. Our 222-mile all-wheel-drive test car went just 160 miles in our 75-mph highway range test.
Although the back seat is roomy for adults, and the cloth treatment on the dash is a cut above, the ride quality isn’t great, the driver’s area is cramped, and the steering wheel must sit unusually low for the driver to see the gauge display. Optional radiant heat that warms front occupants’ legs is the rare distinctive feature. Presumably, this lessens climate-control use, slightly extending the limited range.
Early EVs that mainstream automakers created seemingly just to meet zero-emissions requirements and with marginal customer appeal are dismissively referred to as “compliance cars.” This is also a descriptor that fits the bZ4X quite well.—Dave VanderWerp
Specifications
Base/As Tested: $50,115/$52,439
Combined Power: 214 hp
Combined Torque: 248 lb-ft
Battery: 65.6 kWh
Onboard Charger: 6.6 kW
Transmissions: direct-drive
Curb Weight: 4436 lb
C/D TEST RESULTS
60 mph: 6.0 sec
1/4-Mile: 14.6 sec @ 94 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (gov ltd): 105 mph
Braking, 70–0 mph: 184 ft
Braking, 100–0 mph: 342 ft
Roadholding, 300-ft Skidpad: 0.80 g
EPA FUEL ECONOMY
• Combined: 102 MPGe
• Range: 222 mi
Vinfast VF8
Ready or not, the Vietnamese EV upstart plunges into the U.S. market with its VF8 SUV.
If you’re a powerful international conglomerate that wants to sell cars in the U.S., the easiest approach is to buy a company that already does that. Think Tata with Jaguar and Land Rover, Geely with Volvo, or whoever controls Lotus these days. It’s much more difficult, and smacks of a certain hubris, to forgo all incumbent brand awareness and institutional knowledge and just start building cars. But if any country loves blithe confidence, it’s America, so let’s give a warm welcome to the VinFast VF8, the latest answer to the question, “How hard can it be to build a car?”—Ezra Dyer
Specifications
Base/As Tested: $55,190/$54,200
Combined Power: 402 hp
Combined Torque: 457 lb-ft
Battery: 82.0 kWh
Onboard Charger: 11.0 kW
Transmissions: direct-drive
Curb Weight: 5771 lb
C/D TEST RESULTS
60 mph: 5.0 sec
1/4-Mile: 13.9 sec @ 98 mph
Results above omit 1-ft rollout of 0.4 sec.
Top Speed (mfr’s claim): 124 mph
Braking, 70–0 mph: 181 ft
Roadholding, 300-ft Skidpad: 0.84 g
EPA FUEL ECONOMY
• Combined: 80 MPGe
• Range: 191 mi
Editor-in-Chief
Tony Quiroga is an 18-year-veteran Car and Driver editor, writer, and car reviewer and the 19th editor-in-chief for the magazine since its founding in 1955. He has subscribed to Car and Driver since age six. “Growing up, I read every issue of Car and Driver cover to cover, sometimes three or more times. It’s the place I wanted to work since I could read,” Quiroga says. He moved from Automobile Magazine to an associate editor position at Car and Driver in 2004. Over the years, he has held nearly every editorial position in print and digital, edited several special issues, and also helped produce C/D’s early YouTube efforts. He is also the longest-tenured test driver for Lightning Lap, having lapped Virginia International Raceway’s Grand Course more than 2000 times over 12 years.
Director, Vehicle Testing
Dave VanderWerp has spent more than 20 years in the automotive industry, in varied roles from engineering to product consulting, and now leading Car and Driver‘s vehicle-testing efforts. Dave got his very lucky start at C/D by happening to submit an unsolicited resume at just the right time to land a part-time road warrior job when he was a student at the University of Michigan, where he immediately became enthralled with the world of automotive journalism.
Executive Editor
K.C. Colwell is Car and Driver’s executive editor, who covers new cars and technology with a keen eye for automotive nonsense and with what he considers to be great car sense, which is a humblebrag. On his first day at C/D in 2004, he was given the keys to a Porsche 911 by someone who didn’t even know if he had a driver’s license. He also is one of the drivers who set fast laps at C/D‘s annual Lightning Lap track test.
