Ask any vehicle, whether ICE or electric, to do more work than usual and it’s going to guzzle more energy in the process. Anyone who’s pulled a boat or car trailer, or loaded up a pickup with DIY supplies, will tell you that.
In the case of an electric car like a Chevy Bolt there’s unlikely to ever be a huge difference in weight between being lightly laden and fully laden, but it’s a different story with pickups, which are designed (and bought) for serious hauling.
So what happens to the EV range of a modern electric truck when you come close to its payload maximum? AAA tasked its boffins with finding out, getting them to add a stack of weight to a 2022 Ford F-150 Lightning and measure the electric driving range both with and without the ballast.
In total the engineers added 1,400 lbs (635 kg) of sandbags to the Lightning, which is just 110 lbs (50 kg) short of its maximum payload and a big old chunk of weight. Imagine driving a minivan one-up, then putting eight additional adults inside it. There’s no way the performance and efficiency isn’t going to be affected.
AAA used sandbags in the bed, but hauling a boat will also massacre your EV range
But AAA’s techs found they’d lost EV range before even adding a single sandbag. Their test of the unladen F-150 revealed a true electric driving range of 278 miles (447 km) versus an EPA estimated range of 300 miles (483 km). Throwing in the ballast and repeating the test dropped the range to 210 miles (338 km), which represents a 24.5 percent reduction compared to the unloaded test condition and a 30 percent reduction compared to the EPA estimate.
Anybody out there regularly drive gas or diesel trucks? How does that 24.5 percent drop in range compare with what you experience when driving your own truck empty and fully loaded? Drop a comment below and let us know.
“You’re so tight and full of knots. You should get massages more regularly.”
This is what I’ve heard from nearly every massage therapist I’ve been to. I’m someone whose body absorbs and holds onto all kinds of stress, tension, and pains. Like anyone else, I’d love a daily or even weekly massage. However, logistically and financially, that just isn’t feasible.
With so many of us wanting to work out those knots but unable to book regular massages, it’s little surprise that a more DIY replacement has cropped up. Since Theragun was first released in 2016, handheld percussive therapies have only increased in popularity, with the market valued at $115 million in 2022 and expected to grow to $178.3 million in 2032.
While I’ve had a Theragun for a few years, like many, I’ve just hit the same few tight spots and hoped for the best. But recently I was introduced to new techniques during a wellness weekend at Rancho Valencia in San Diego. The plan for the weekend was to relax, but me doing what I do best, I decided to jam-pack my schedule with back-to-back activities. From yoga and Pilates in the morning to jewelry making, tennis sessions, and ice baths in the evening, I anticipated a sore and stiff body come Monday morning. However, this didn’t turn out to be the case, thanks to a 60-minute Theragun recovery class that I ended my stay with.
How massage guns like Theragun work
A Theragun is a percussive therapy device designed by chiropractor Jason Wersland, DC. Injuries from a bad motorcycle accident had inspired him to create a tool that could relieve pain and tension and assist in recovery.
“Theragun percussive therapy aids in preventing aches and pains, reduces muscle tension, increases mobility and range of motion, increases blood flow, [relieves] tightness, and pain, and can assist in accelerating the repair and growth of muscles,” he says. And it doesn’t take long to reap the benefits. A recent review of research on the topic found percussive therapy could significantly improve strength and flexibility while decreasing muscle pain—with one 2022 study finding an increased range of motion and decreased injury risk after just two minutes.
Theragun Elite — $329.00
Originally $399, on sale for $329
This extra-quiet model comes with five attachments to get just the kind of massage you’re looking for.
Our 60-minute session began and ended with massaging our hands, something which I’ve never really put much focus on. But when you think about it, our hands and feet are doing so much work each day—after all, they account for 106 bones, 160 joints, 126 muscles, and hundreds of ligaments, tendons, blood vessels, and nerves.
“I like to start at the edge of your pinky finger before working the gun down the edge of the forearm to the armpit and gently around the chest/pec area,” says instructor Brittanee Greenshaw. “If that’s the only thing you did at the end of the day, it would give you optimal lymphatic circulation benefits, very similar to dry brushing—but deeper.”
One thing I hadn’t expected were the after-effects of a lymphatic drainage massage—i.e. I felt less swollen, was thirsty, and had to pee. “Many students experience a thirsty sensation due to the excess/stagnant fluids being released from tissues,” says Greenshaw.
I don’t know if this had something to do with the results, but most of our session was done laying down on our backs. The process was slow and steady and we were encouraged to take breaks and stretch out sore areas where necessary. Greenshaw also came around with her Theragun to help stretch us and get into the tight points.
How to give yourself a full-body Theragun recovery session
While everyone’s body and recovery needs are very different, a general approach is to use the following sequence—while also remembering to massage the hand that’s holding the Theragun before moving onto the next area.
“Starting with the feet, move to the upper thighs, going back and forth before transitioning to the traps, hips, and forearms, before ending with the inner thighs in a butterfly position,” suggests Greenshaw. “From there, conclude with the chest, lower belly, and the hands once more.” Spend more time with the muscles that need the most love, and allow your body to stretch whenever you feel the need to.
But remember that it’s not necessarily essential to always have a full-body session—sometimes we just need to release tension in a certain area. Theragun’s app has been my friend for many years, providing a timed demonstration on how to target specific areas.
My new weekly commitment
The slow, steady, gentle, yet effective nature of DIY Theragun recovery is something I don’t typically experience during massages. Being so tight, I typically get a soft-tissue massage to loosen up the knots, which is generally more painful than relaxing.
Ever since the Theragun recovery class, I’ve continued to incorporate a weekly 60-minute session into my schedule. While having an instructor assist and demonstrate each step makes things more helpful, I’ve still noticed improvements like increased flexibility and reduced muscle tightness—particularly around my hamstrings—while doing it at home consistently.
“The 60-minute class is like getting a massage, so it is not necessarily every day,” says Greenshaw. “If you can spare even 10 minutes for the Theragun it’ll be beneficial for your recovery.” It’s hard to overdo it, though Dr. Wersland notes to keep the device always moving and not stagnant.
Will I still opt for massages when possible? Of course. However, in the interim, I will continue incorporating longer Theragun recovery sessions. Because so far, it’s been a game changer.
Those with eczema know all too well that summer heat doesn’t mix well with eczema-prone skin. Hot temperatures can aggravate the skin’s barrier, causing a flare-up or itchiness. While there’s not much we can do about the heat, changing our clothes to more breathable can be a game-changer. Moisture-wicking, breezy fabrics can make all the difference, and all the dermatologists we talked to tell us they recommend linen for eczema. However, linen is notorious for being an expensive fabric, but we found a brand that’s a goldmine for affordable linen pieces: Quince.
Why is linen so great for eczema and acne-prone skin?
“Linen is a great option for eczema and acne-prone skin,” says Leah Ansell, MD, FAAD, a board-certified dermatologist based in Rye, New York. “First, it has high moisture absorptivity, which means it absorbs sweat well. Second, it is a stiffer fabric, which allows for space between the body and clothing for better ventilation and cooling.”
Similar to cotton, linen is considered to be hypoallergenic and because the fabric is highly absorbent and prevents sweat from accumulating on the skin, which can be an irritant to eczema or cause breakouts, she adds. Beloved for everyday basics and a W+G editor favorite, Quince is ripe with linen basics, from jumpsuits to trousers to dresses. For example, by doing a quick Google search, you’ll find that most quality linen jumpsuits are priced between $100 and $130, but Quince’s Linen Square Neck Jumpsuit is reasonably priced at $60 (a win-win for your skin and your wallet).
And there’s more where that came from. We scoured Quince’s site and found the best linen pieces that’ll keep your skin happy while staving off sweaty skin.
European Linen Square Neck Jumpsuit — $60.00
Sizes available: XS-XL
This reasonably-priced jumpsuit will take the guesswork out of choosing an outfit for the day. Made of 100 percent linen, this jumpsuit is breathable, has a loose-fitting silhouette, and doesn’t irritate my sensitive skin. As a short gal, I love how this jumpsuit falls right at my ankles, and the jumpsuit comes with a tie belt to accentuate my waist. Easy to wear, breezy, and timeless, this jumpsuit is going to be my go-to outfit for summery days and nights out (I’ve worn it several times and already got compliments on it).
If you’re looking for an easy-to-wear top that reads “put together,” look no further than Quince’s Short Sleeve Shirt. This shirt can level up any fit with its button-up design and polished collar. It has a boxy fit to vent hot air on scorching summer days when the sun’s ablaze, and the 100 percent linen composition wicks away moisture and sweat. What’s more, the shirt is OEKO-TEX certified, so it’s unlikely to irritate sensitive or eczema-prone skin. I paired my shirt with Quince’s Linen Pants for the ultimate breezy outfit.
For days when you’re on the go go go, I’d recommend slipping on Quince’s Linen Pants. This pair is constructed out of 100 percent flax linen, so it’s super breathable to wear. As someone with thicker thighs, some pants can make my thighs feel constricted, but not these. Over time, the linen stretches, and the elastic waistband renders these pants even more comfortable to wear (if you’re looking for something more form-fitting, I wouldn’t suggest these). Lounging around the house or leisure activities outdoors—these linen pants will ward off sweat and keep you cool no matter how toasty things get.
Whether you’re heading to the farmer’s market or taking a walk outside, you’ll feel breezy and comfy and receive a deluge of compliments in this Sleeveless Swing Dress. It’s lightweight, made of breathable linen, and has two functional pockets, so you won’t need to carry around a purse. What’s more, it has a loose silhouette, so you’re never starved of air flow. Pair it with some comfy sandals and accessorize with a sun hat for a casual look.
Nothing screams “summer” than a pair of linen shorts—and this pair delivers “vacation in Santorini, Greece” vibes. Crop tops pair well with the short’s high-waisted fit, and the shorts have a built-in elasticated waistband that makes putting this pair on an easy endeavor. If you’re heading outside, pair these shorts with a flow-y top and some podiatrist-approved sandals for ultimate comfort.
For something fun and flirty, Quince’s Linen Trapeze Dress is a must! The fabric is made of 100 percent linen, so the dress is easy and breezy to wear. The elasticated back makes it easy to throw over a swimsuit, and the straps are adjustable, so that you can tailor the fit to you. You can wear it on date night, summer picnics, or ice cream runs.
Your gas flap may soon have a milk mustache, because Michigan dairy farmers are partnering with a distillery north of the border to convert sugars that are a byproduct of the ultrafiltering process into ethanol for your car.
The Michigan Milk Producers Association (MMPA) recently announced their partnership with Dairy Distiller, a company based in Ontario, Canada, that produces a milk-based vodka called Vodkow. Having personally tasted the company’s products, I can confirm that they’re pretty good.
The company uses a byproduct of the ultrafiltering process called milk permeate. The material is full of lactose, which is a type of sugar. Like all other forms of sugar, it can be fed to yeast to make ethanol.
While Dairy Distiller has historically fed that ethanol to Canadian humans (in the form of vodka), it will soon feed it to American vehicles as well. That will be possible thanks to a $41 million plant that is planned to open in early 2025, they say.
The facility will be located next to an existing MMPA location in Constantine, Michigan, where 14,000 tonnes of milk permeate are produced per year. The plant will be capable of processing the lactose-rich material into 2.2 million gallons of ethanol annually.
The new Constantine location is being supported by $2.5 million in funding from the Michigan Strategic Fund, and will offset 14,500 tonnes of carbon per year when blended with transportation fuel. That will help reduce the carbon footprint of the Constantine milk processing plant by five percent, the MMPA estimates.
While finding uses for milk byproducts is certainly positive, it is important to note that the dairy industry is very carbon intensive. The American Dairy Association reports that the industry accounts for roughly two percent of total U.S. greenhouse gas emissions, or 20 percent of the agriculture sector‘s emissions.
Dairy farming in Michigan and Ohio, specifically, have also been linked to the toxic algae blooms currently plaguing Lake Erie, reports the Environmental Working Group. Recent studies have suggested that even when ethanol is made from corn, it can be more damaging to the environment than fossil fuels, suggesting that the possible environmental benefits of the product are closely linked to how it is sourced.
Going sub-seven at the ’Ring is like breaking into the nines in the 100 m sprint. Only the very fastest make the grade, and we can add the Ferrari 296 GTB to that rarified list. The baby of Ferrari’s supercar lineup just lapped the Nordschleife in 6:58.7, becoming the first production Ferrari road car to complete the course in less than seven minutes.
Or did it? The Ferrari’s 6:58.7 lap time comes with an asterisk because it was recorded by Sport Auto magazine during an industry pool testing session where it’s not quite possible to run a complete lap flat out. Sport Auto’s time was recorded over 12.8 miles (20.6 km) which was the standard measurement for years and has long been a staple of Sport Auto‘s Super Tests, rather than over 12.9 miles (20.8 km) which is the configuration used for all the recent official automaker records. If you watch the video you can see that the stopwatch starts and stops at slightly different points.
Though the difference is small, and still not picked up by many writers and fans when comparing times, it’s still worth a few seconds, meaning that if we’re being picky, the 296 didn’t really break into the sixes at all. It did according to the criteria of Sport Auto, which has every right to celebrate an incredible achievement, but that time wouldn’t rank as a sub-7-minute one according to the latest understanding of what constitutes a ‘Ring lap.
Ferrari doesn’t publish Nurburgring times, so it’s down to the likes of Sport Auto to test them independently when it’s able to get its hands on a car. The fastest Ferrari the magazine had previously tested was the 488 Pista, which recorded 7:00.03 over the 12.8-mile configuration in 2019 with the same driver, super-speedy Christian Gebhardt, at the wheel. And that is of course one reason why Sport Auto continues to record times on the short course: it has years worth of data recorded in the same way for comparison.
Gebhardt opted to test the 296 in its most Nurburgring-friendly specification, which meant the bright yellow car was equipped with the hardcore Assetto Fiorano package comprising of lightweight door panels and rear window, Multimatic dampers and optional Michelin Pilot Sport Cup 2 R tires. Ticking the Assetto box doesn’t add any more power, but with a total of 819 hp (830 PS) and 546 lb-ft (740 Nm) available to the rear wheels from its hybrid-assisted 3.0-liter V6, the 296 isn’t exactly crying out for more poke. Zero to 62 mph (100 km/h) takes 2.9 seconds and Ferrari quotes a top speed of 205 mph (330 km/h), which Gebhardt comes tantalizingly close to hitting on the long straight before the finish line.
A 6:58.7 lap is a rapid one, however you slice it (even if it’s 3.5 seconds slower than a 503 hp / 510 PS Porsche 911 GT3 that costs half as much) and you have to give full credit to Gebhardt for going balls to the wall in a regular road-spec press car with no roll cage. But the confusion over the smallprint of that lap time reminds us that the car industry is full of similar, but not directly comparable numbers that have the potential to trip us up when making comparisons.
Others include zero to 60 mph (96 km/h) times that might, or might not, include a drag strip-style rollout, zero to 60 mph times that are actually zero to 62 mph (100 km/h) times, battery figures that might be quoted in gross or net, usable, kWh, and power figures that could be 500 hp, but could just as easily be 500 PS. It’s a numerical minefield out there.
From this year onward, June 2 will be celebrated as “International Volkswagen Bus Day,” and kicking off the new tradition is America’s first-ever version of the ID. Buzz. Making its debut at Huntington Beach, California, it’s not a moment too soon as the North American-spec 2025MY ID. Buzz will arrive a whole two years after its European reveal.
Was the wait worth it? Well, with a larger battery, longer wheelbase, up to 330 hp, and with more seats, Volkswagen hopes this Mircobus call-back has been tailored to the demands of NA customers. There’s no beating around the bus(h) here – Volkswagen expects the ID. Buzz to add some significant brand equity stateside as the spiritual reincarnation of the Microbus. At the very least, it could go some way in making their EV lineup look uber cool.
Quick Facts
› MSRP:
TBA
› Output:
282 HP (RWD) – 330 HP (AWD)
› Top Speed:
Up to 99 MPH (160 km/h)
› Battery:
91 kWh
› Length:
192.4 in. (4887 mm)
› Width:
77.9 inches (1,979 mm)
› Height:
74.6 inches (1,895 mm)
› Wheelbase:
127.5 inches (3,239 mm)
› On Sale:
2024
More Rows For Your Bros
The North American-spec 2025 VW ID. Buzz is 6.9 inches (175 mm) longer than the two-row version, with a total length of 192.4 inches (4,887 mm). The basic design stays the same, with identical overhangs front and rear. Instead, that extra girth comes from the stretched wheelbase, which is now 127.5 inches (3,239 mm) vs. the 117.6 inches (2,985 mm) for the European model. Width comes in at 77.9 inches (1,979 mm) wide with a height of 74.6 inches (1,895 mm).
You’ll be able to seat as many as seven in the passenger compartment in the standard 2-3-2 layout. The second-row seats can slide fore and aft by up to 7.9 inches (200 mm) and feature 60:40 split folding. The second and third rows fold flat, and the rearmost seats can be removed entirely.
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If you want a completely flat floor with the rear seats folded, you can utilize an optional flexboard with fabric bins hiding underneath — and seeing as there’s no cargo version on the cards for the States, it’s nice to see there’s some flexibility in terms of load-lugging. Alternatively, if you want a bit more room for occupants, you can spec the ID. Buzz with six individual captains chairs in a 2-2-2 layout.
Heated seats are standard, while the second and third-row windows get tinted glass. On the subject of glass, the ID. Buzz features the largest sunroof of any Volkswagen Group offering. Measuring 67.4 inches (1712 mm) long and 40.8 inches (1036 mm) wide, the optional panoramic roof can change from opaque to transparent thanks to electro-chromatic tech.
A Bigger Battery And More Power
The North American ID. Buzz features a number of drivetrain similarities with the VW ID. 7. It uses the same 91 kWh (gross) battery pack as the ID.7 Pro S and which is larger than the 82 kWh battery found on the short wheel-base ID. Buzz. Both the ID.7 and the ID. Buzz ride on the MEB platform, with the batteries mounted underfloor in a skateboard-like configuration. At the time of writing, Volkswagen hasn’t released a range estimation for any of the North American ID. Buzz EVs on offer.
Meanwhile, the ID.7’s APP550 electric motor is on duty at the back of the three-row ID. Buzz. In rear-wheel drive guise, it has 282 hp (286 PS / 210 kW) and 406 lb-ft (550 Nm) of torque – a significant jump from the two-row model’s 201 hp (204 PS / 150 kW) and 229 lb-ft (310 Nm).
In addition to the rear-wheel drive model, a dual-motor all-wheel drive option will also be available from launch. This adds roughly 48 hp (49 PS / 36 kW) to the front axel, for a total output of “about” 330 hp (335 PS / 246 kW).
No acceleration figures have been mentioned; however, the top speed of the N.A. ID.Buzz rises by 9 mph (14 km/h) over the European model, with an electronically-limited top end of 99 mph (158 km/h) — evidently, no land speed records will be broken just yet.
New Colors And Lots Of Standard Kit
The 2024 North American-spec VW ID. Buzz will launch with many of the same colors found on the European model, plus some NA exclusives. Newly introduced for the American model are Cabana Blue, Metro Silver, and Indium Grey.
The cabin features three different color and trim options, all sporting vegan-friendly leatherette. Standard equipment includes heated and power-adjustable seats, a heated steering wheel, power sliding windows, power folding and heated rear-view mirrors, ambient lighting, and a power tailgate. There are eight USB-C charging ports dotted throughout the cabin, a 110-volt outlet up front, and a 12-volt traditional power outlet in the cargo area.
The ID. Buzz’s infotainment system has been upgraded to what’s found on the ID.7. It still features the dreaded capacitive touch buttons and sliders, but VW says that climate functions have now been integrated into the bottom of the display for immediate access.
Available Next Year
Sales of the Volkswagen ID. Buzz will begin in 2024 as a 2025MY. There are still a number of details that potential owners will be keen to know, such as range and price, but we’ll have to wait closer to the launch for those figures to be revealed.
For now, the ID. Buzz really does appear to be a mildly up-sized version of the original, with usable space, improved seating options, and added power. But is it worth the two-year wait that North American customers will have to endure by the time the first units roll out of showrooms in 2024? Let us know in the comments below.
We can’t begin to imagine the pressure Nissan must have been under when it decided to launch a new Z sports car. Not only would the new model have to be good enough to live up to its predecessors and carry on the famed Z badge but it would also have to be more compelling than its rivals and feel modern enough to compete with cars that are becoming increasingly digitized and electrified.
So, has the Japanese automaker ticked all the boxes with the 2023 Z and created a must-have sports car? Let’s find out.
A few weeks back, we had the opportunity to drive the 2023 Nissan Z in Australia. We lived with it for 7 days and had big expectations. And we’re happy to report that it lived up to them.
Quick Facts
› Model:
2023 Nissan Z
› Starting Price:
AU$80,116 ($53,191) Including On-Road Costs
› Dimensions:
172.4 in. (4,380 mm) L x 72.6 in. (1,845 mm) W x 51.8 in. (1,315 mm) H
The Z line-up in Australia is very simple. Sitting at the base of the range is the Z Coupe, priced from AU$80,116 ($53,191) including all applicable on-road costs while sitting above it is the Z Proto with an AU$87,886 ($58,349) sticker price. However, all examples of the Z Proto bound for the Australian market were sold before the car’s local launch so it’s now only the Coupe that is available.
Local shoppers can order the Z with either a six-speed manual transmission or a nine-speed automatic, both at the same price. Regardless of which transmission a customer chooses, power comes from the same 3.0-liter twin-turbocharged V6 with 298 kW (400 hp) and 475 Nm (350 lb-ft) of torque, all of which is sent through the rear wheels courtesy of a limited-slip differential.
Prices and technical specifications of the 2023 Nissan Z are very competitive when compared to the 2023 Toyota GR Supra. In fact, the entry-level Supra GT with its 3.0-liter turbo six-cylinder pushing out 285 kW (382 hp) and 500 Nm (369 lb-ft) starts at AU$95,078 ($63,124) driveaway with either the six-speed manual or eight-speed automatic. The flagship Supra GTS is then priced from AU$105,598 ($70,109). A good start for the Nissan, then.
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Retro is cool
We think Nissan’s designers have absolutely nailed the look of the new Z. Unlike the A90 Supra which shares virtually nothing in common with its predecessors, the Z takes obvious design inspiration from classics like the 240Z, 260Z, 280Z, and 300ZX while ignoring some of the questionable design decisions made with the 350Z and 370Z.
The side and rear profiles of the car are perhaps our favorite. We’re really fond of the stretched hood, the sharp character line stretching from the front quarter panel to the flush door handles, and the angular shape of the greenhouse. Some pundits remain unconvinced by the shape of the front grille but we found it to look less offensive in person than it does in photos.
What about the interior?
The cabin is a bit of a mixed bag. Nissan has done its best to try and differentiate the cockpit from that of the 370Z on which the new car is based but there are a host of parts that have been carried over with little or no changes, like the door handles and side air vents.
We loved some aspects of the interior. The 12.3-inch digital instrument cluster looks absolutely gorgeous and provides clear and detailed information but we did find the lack of customization a bit of a shame. A perfectly-sized steering wheel has also been fitted to the new Z, as have metal pedals, and three gauges on the center of the dashboard displaying battery voltage, turbo speed, and boost pressure.
The driving position is good but not great. Much like the Supra, the interior of the Z feels small and cramped and even with the driver’s seat positioned as low as it can go and as far back as possible, I would still brush my hair on the headliner, forcing me to slump into the seat just a tad. Anyone 6’2” and above will likely experience the same issues. Nissan’s decision to equip the seats with electronic slide and tilt functions but manual controls for other adjustments is also a little weird.
Then there’s the 8.0-inch infotainment screen. While the screen offers great clarity, it is rocking Nissan’s old software while feels extremely outdated compared to the system of the Supra and other new Nissan models like the X-Trail and Pathfinder. Australian-delivered examples also lack satellite navigation, meaning owners will be forced to rely on the wired Apple CarPlay and Android Auto. The rear-view camera is also very poor and is comparable to watching a 144p video on YouTube.
Our tester was equipped with the six-speed manual and it includes a lovely spherical shift knob wrapped in leather that feels excellent in the hand. However, shoppers should know that the two cupholders in the center console are completely useless in cars with the stick shift as your arm will hit them. There’s also very little luggage space in the rear, just 241 liters (8.5 cubic-feet) to be exact, and sitting in the place of a spare wheel is a subwoofer for the Bose audio system.
Of course, very few of those individuals in the market for the Z will buy it because of its cabin. Instead, they will buy it for the thrills that it provides while behind the wheel. And boy does it deliver on this front.
Sporty yet comfortable
Headline figures of 298 kW (400 hp) at 6,400 rpm and 475 Nm (350 lb-ft) of torque are very impressive but making the Z feel particularly ferocious in a straight line is the fact that peak torque is found between 1,600 rpm and 5,600 rpm. This means that at almost any speed and in any gear, the car pulls strongly and throws your head back against the seat.
It’s hard to complain about the engine, originally used in Infiniti’s Red Sport models. Not only is it powerful, it can also be quite efficient, as long as you don’t drive like an absolute idiot. While cruising along motorways, our test car was sipping as little as 8.1 l/km (29 U.S. mpg), although over our week with the car this rose to an average of 12.9 l/km (18.2 U.S. mpg).
One critique we do have about the engine is the sound. There just isn’t much of it. It doesn’t matter how high your rev out the engine, it remains relatively muted and there’s almost no audible sound coming from the exhaust that can be heard from in the cabin. The sound is particularly mediocre when compared to the cracks and pops from the exhaust of the Supra.
Nissan’s decision to sell the Z with both a six-speed manual and a nine-speed automatic was a great idea and the stick shift pairs brilliantly with the engine. It is a short and heavy throw and also includes an excellent rev-matching system. No, it isn’t one of the best manual transmissions on the market but that’s okay.
We also found the new Nissan Z to be much more tail happy than the Supra we drove a couple of years ago. If it’s damp, it’ll spin up the rear wheels at 40% throttle in third gear even with the traction control enabled but this does add a level of excitement to the car that we found was missing on the Toyota. It is also much more lively on the exit of corners and can be quite a handful if you’re not paying attention.
Models sold in Australia come standard with 19-inch wheels wrapped in Bridgestone Potenza S001 tires. These tires offer unnerving levels of grip in dry conditions, encouraging you to push the Z harder and harder into corners without any signs of losing traction. There is a little bit more body roll than we expected but that’s not a bad thing as the trade-off is a sports car that is extremely comfortable over testing surfaces.
In fact, the ride quality of the Z perhaps impressed us the most. Even though it doesn’t have adjustable dampers, it simply doesn’t need them. We found it to have a more plush and refined ride over speed bumps than many sedans and SUVs we’ve tested over the past 12 months. It is also more compliant than the Supra.
A well-rounded package
Is the Nissan Z a car without fault? No, it’s not. However, small issues such as those related to the old infotainment system, the carry-over parts from the 370Z, and the muted engine fade into insignificance when you start to drive it. The Supra may be more polished, but the Z is more fun. Plus, it’s also AU$15,000 (~$10,000) cheaper.
2023 is the year of the mid-size truck and that’s clear once again as Ford has taken the wraps off the redesigned Ranger. Of course, the model doesn’t need much of an introduction as the North American variant is virtually identical to the overseas model that was unveiled in 2021.
While it’s fashionably late, the US-spec Ranger is dressed for success as it features a more muscular and upscale appearance that incorporates a few cues from the larger F-150. This isn’t too surprising as Ford officials told us the truck was designed with Americans in mind from the onset.
Four different trims will be available in North America – including XL, XLT, Lariat and Raptor – and each has a unique grille and front end appearance. That being said, every model has a single bar grille that flows into C-clamp headlights.
Moving down the sides, we can see functional fender vents, sculpted doors, and available side steps. The latter are housed beneath the rear fender and can support up to 300 lbs (136 kg) of weight.
Out back, there are C-clamp taillights and a stylized tailgate with “Ranger” lettering. A dampened tailgate is available and it opens to reveal a far more useful bed, which can now accommodate 4 feet wide sheets of plywood and drywall thanks to the truck’s extra width.
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However, Ford giveth and Ford taketh away as the 2024 Ranger will be offered exclusively in a SuperCrew configuration. The death of the SuperCab isn’t surprising, but it also means the end of the 6 foot bed as the redesigned model is available exclusively with a 5 foot box.
Photo: Michael Gauthier/CarScoops
Speaking of the bed, XLT and above trims have 12V and 120V outlets in back. The latter provides up to 400 watts of power and it can be used to charge tools on jobsites. On the topic of putting the truck to work, the tailgate functions as a workbench and has two clamp points as well as an integrated ruler.
The model also offers a spray-on bed liner, bed lights, and a new Zone Lighting system. The latter is ideal for camping or working at night as owners will be able to illuminate up to four different zones around the exterior of the vehicle.
A Modern And More Tech Focused Interior
Photos: Michael Gauthier/CarScoops
One of the Ranger’s weakest points was the interior as it already felt dated when the truck returned to America in 2018. The old cabin has thankfully been banished to the history books as the redesigned model sports a far more modern interior that features an 8- or 12.4-inch digital instrument cluster as well as a 10.1- or 12-inch infotainment system.
Speaking of the infotainment system, it features Android Auto and Apple CarPlay compatibility, 4G connectivity, and support for over-the-air updates. It can also show an assortment of camera views as well as a dedicated off-road display.
While Ford embraced screens, the company was smart enough to include a physical volume controller and buttons for the climate control system. They’re joined by a drive mode selector, a wireless smartphone charger, and easy to access USB ports. Buyers will also find HD Radio, SiriusXM satellite radio, and a B&O premium audio system.
Photo: Michael Gauthier/CarScoops
The Ranger offers two different shifters as the Lariat has a “short-throw e-shifter,” which is much more compact than what you’ll find in the XL and XLT. Ford officials said the e-shifter was necessary to incorporate some of the truck’s advanced driver assistance systems.
Speaking of which, the Ranger offers Forward Collision Warning, Pre-Collision Assist with Automatic Emergency Braking, and a Blind Spot Information System with Cross-Traffic Alert. The latter is notable for factoring in the length of a trailer you’re towing as long as you program that information in before hand.
The Ranger also offers Adaptive Cruise Control with Stop-and-Go, Lane Centering, Reverse Braking Assist, and Active Park Assist 2.0. Other highlights include automatic high beam headlights, Evasive Steering Assist, Intersection Assist, and Speed Sign Recognition. While BlueCruise isn’t available, the combination of adaptive cruise control and lane centering should make highway travel fairly relaxing.
Getting back to the interior, it’s plasticky but Ford added padded surfaces at key touch points. There’s also more visual interest in the cabin as the XLT we checked out had two-tone cloth seats with contrast stitching. The seats also featured a geometric pattern, which was echoed on the door panels.
The latter is a cool touch and it’s not the only one as the air vents have distinctive grilles, which naturally draw attention. They’re joined by gloss black and metallic accents as well as a slightly odd texture on the dashboard.
The front seats are spacious, but things are noticeably tighter in back. Two adults can fit into the second-row, but this 6’2” scribe found legroom was limited and felt less generous than the 38.3 inches (973 mm) would suggest. On the bright side, there’s ample headroom as well as USB and 120V outlets.
Speaking of the second-row, it features underseat storage as well as fold-flat rear seatbacks. The latter makes it easy to haul large items you don’t want to store in the bed.
A Familiar Four-Cylinder And An All-New 2.7-Liter EcoBoost V6
Under the hood, customers will find a familiar 2.3-liter EcoBoost four-cylinder engine that develops 270 hp (201 kW / 274 PS) and 310 lb-ft (420 Nm) of torque. That’s the same output as its predecessor and the engine is once again paired to a ten-speed automatic transmission. Rear-wheel drive comes standard, while four-wheel drive is optional.
It’s not all déjà vu as the Ranger will also be offered with the Bronco’s 2.7-liter EcoBoost V6, which produces 315 hp (235 kW / 319 PS) and 400 lb-ft (542 Nm) of torque. That’s a significant boost and it easily beats the 3.6-liter V6 in the Jeep Gladiator as well as the 3.8-liter V6 in the Nissan Frontier. However, it’s a mixed bag compared to GM’s turbocharged 2.7-liter four-cylinder that produces up to 310 hp (231 kW / 314 PS) and 430 lb-ft (582 Nm) of torque.
While a good engine lineup is always welcome, the frame is the backbone of a truck. In the case of the Ranger, you’ll find a fully boxed high-strength steel one that has been torture tested and proven globally.
Photo: Michael Gauthier/CarScoops
The truck features a new front end structure, which allows for more room in the engine compartment as well as improved air flow. The front axle has also been moved forward and the truck’s wheelbase grows by 1.9 inches (48 mm), while the track climbs by 2.4 inches (61 mm). Those aren’t the only changes as the rear shocks and shock mounts have been moved outboard of the frame rails for improved ride and control. The truck also promises to have improved stability and better off-road capability.
Speaking of the latter, the truck boasts 9.3 inches (236 mm) of ground clearance with rear-wheel drive and 10.4 inches (264 mm) with four-wheel drive. Those are improvements of 0.9 and 1.5 inches (23 and 38 mm), respectively. Buyers will also find improved approach and departure angles of 29.2° and 25.8°.
On the topic of off-roading, the truck can be equipped with a locking rear differential and a Trail Control system. The latter is effectively off-road cruise control as it keeps you moving at a slow and steady speed so you can focus on steering.
New Tech And A 7,500 Pound Towing Capacity
Towing is important to truck owners and this is where the mid-sizer shines as it can tow up to 7,500 lbs (3,402 kg) when properly equipped. While that figure carries over from its predecessor, the latest truck offers an integrated trailer brake controller from the factory.
There’s also a lot of trailering toys including Trailer Reverse Guidance and Pro Trailer Backup Assist, which makes backing a trailer as easy as turning a knob. Buyers will also find a trailer light check function and Trailer Navigation. The latter feature debuted on the Super Duty and is a brilliant addition as it gives directions while factoring in the length and weight of your trailer. This promises to make towing in unfamiliar areas far less stressful as the navigation system will avoid tight turns, low bridges, and other obstacles – all based on your specific trailer.
Last but not least, the truck’s maximum payload capacity has climbed to 1,805 lbs (819 kg). That’s a slight increase of 35 lbs (16 kg), but it bests the Chevrolet Colorado by a good margin.
Starts At $34,160 And Arrives Late This Summer
The 2024 Ranger starts at $34,160 including a $1,595 destination and delivery fee. That effectively splits the difference between the Chevrolet Colorado and GMC Canyon, which begin at $30,695 and $38,395 respectively. It’s also impossible to ignore the $40,570 Jeep Gladiator and the Nissan Frontier, which starts at $32,005 in a crew cab configuration.
The North American Ranger will be built at the Michigan Assembly Plant and orders will open later this month. Deliveries are slated to begin late this summer, although fans will have to wait until fall for the 2.7-liter EcoBoost V6.
The first quarter results are in for a number of high-profile electric vehicle startups, and as predicted, they are underwhelming. Young automakers Lucid, Fisker, and Nikola have all failed to meet investor expectations, as the market for electric vehicles becomes more competitive, and their share prices are suffering.
Lucid’s Sliding Sales
Although Lucid reported an increase of 159 percent in revenues to $149 million for the first three months of 2023 compared to the same period last year, it still failed to meet expectations. Additionally, while the automaker produced 2,314 vehicles in the first quarter, it only sold 1,406 of them.
Taken together, these factors point to cooling demand for Lucid’s sedan, the Air, and investors have noticed. The automaker’s share prices fell 8.3 percent Tuesday, reports investors.com.
However, despite the underwhelming Q1 results, Lucid still plans to produce 10,000 vehicles this year and ended the quarter with $4.1 billion in total liquidity, enough to carry it through to Q2 2024. Lucid’s executives are optimistic about the approach of the company’s second model, the Gravity SUV.
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“We continue to grow our brand awareness and I’m proud to say that the Lucid Air was recently awarded a number of prestigious industry accolades,” said CEO Peter Rawlinson. “We will unveil our Gravity SUV later this year ahead of its launch in 2024 and we cannot wait for everyone to experience it.”
Fisker Tries To Get Off The Ground
Fisker celebrated delivering its first vehicle, the Ocean SUV, to customers on May 5th, but the automaker reported in its Q1 financial results that it was cutting production forecasts, indicating troubles ahead.
“Fisker adjusts its annual production forecast to 32,000-36,000 units and expects to produce 1,400-1,700 customer vehicles in Q2, provided all partners deliver,” the automaker said in a statement today. “This adjustment reflects updated homologation timing, supply chain maturity and ramp readiness progress.”
The company’s stock prices fell by about 38 cents per share (or 14.1 percent) following its Q1 financial results, as Fisker continues to dip into its cash reserves. However, with U.S. deliveries starting this month, and 65,000 reservations, there may still be cause for optimism at the young automaker.
Nikola’s EV and Cash Flow Struggles
Losses continued to mount at Nikola. In the first quarter of 2023, the company reported net losses of $169 million, up from $152.9 million in the same period last year. It also announced that it would be halting production of the all-electric Tre tractor trailer.
The decision to pause production of its electric Tre truck was made to upgrade its Arizona plant for work on the hydrogen fuel cell electric version expected to begin in July. However, it was also announced that the electric variant will only be made to order from now on, suggesting sluggish sales. The news resulted in an 11 percent drop in shares on Tuesday.
A Glimmer of Hope for Rivian
Rivian has had a little more time to establish itself than the other three automakers, which may explain why its losses were narrower than expected. The automaker beat revenue expectations ($661 million) in the first quarter of 2023, but it still posted a loss of $1.35 billion. However, that loss was lower than it had been in 2022.
In addition, the automaker announced today that it is on track to reach its production target of 50,000 vehicles this year. All of which was encouraging to investors, and the company’s shares were actually trading four percent higher on Tuesday, reports CNBC.
Sign of the Times
All four automakers were highly regarded when they launched, but they are now experiencing the harsh reality of competing in a market where established automakers are investing heavily in their electric vehicles. Additionally, Tesla, the leading EV startup, is using its profit margins to decrease prices, putting pressure on newer startups. Although the battle may not be fatal for all of them, some companies, like Lordstown are already being forced to consider the possibility of bankruptcy.
Update, May 9, 4:58 p.m.: This post was updated to include Rivian’s Q1 2023 financial results, which only became available later in the day. Certain passages have been modified to reflect the update.
The Ram 1500 is one of the best-selling vehicles in America, so there’s a lot riding on the upcoming electric variant. Known as the 1500 REV, the model was recently unveiled at the New York Auto Show and proves being late to the game might be an advantage.
Before we get too far ahead of ourselves, the truck will battle the Ford F-150 Lightning as well as electric versions of the Chevrolet Silverado and GMC Sierra. It will also have to fend off the Rivian R1T as well as the long overdue Tesla Cybertruck. That’s a lot of competition, but the Ram 1500 REV has a few tricks up its sleeve.
The Future Looks A Lot Like The Past
Photos Mike Gauthier/Carscoops
While a number of automakers have introduced adventurous electric trucks, the Ram 1500 REV is instantly recognizable as it closely echoes the standard model. This makes it seem a little boring, but it isn’t a carbon copy as it’s far more aerodynamic and is slated to be the “segment’s most slippery truck with an estimated .340 coefficient of drag.”
Besides streamlined styling, the truck has distinctive tuning fork headlights and an illuminated Ram logo. Buyers will also find RamBox storage compartments and a powered frunk that opens to reveal 15 cubic feet (425 liters) of cargo space. The truck also offers an all-new power up and power down tailgate for maximum convenience.
Those are nice features, but Ram didn’t push the design envelope and that’s slightly disappointing. This stands in contrast to the Silverado EV, which features a midgate that enables the model to haul items over 9 feet (2,743 mm) long with the bed closed.
Speaking of space, the truck is slated to have a 5’ 7” bed with an onboard power panel that can provide up to 7.2 kW of juice. That’s enough to power everything from lights to TVs for your next tailgate party. It also enables the truck to power tools at worksites without electricity.
An Upscale Interior With A Front Passenger Display
Photos Mike Gauthier/Carscoops
Ram really upped their game with the current 1500 and the Limited Longhorn has a two-tone leather interior with elegant swaths of wood trim. It says luxury without speaking a word.
While the Ram 1500 REV will offer five trims – including Tradesman, Big Horn/Lone Star, Laramie, and Limited – we’ve only seen the range-topping Tungsten and it comes off a little underwhelming in photos. This can be chalked up to the focus on screens as there’s a 12.3-inch digital instrument cluster, a 14.5-inch infotainment system, and a 10.25-inch front passenger display.
That’s probably overkill, but they give the truck a high-tech vibe and the passenger screen will undoubtedly attract plenty of attention. It was unfortunately in ‘demo mode’ in the truck we checked out, but it can show navigation and battery information as well as exterior camera views, so people riding shotgun can act as a spotter or co-pilot.
The screen also focuses on entertainment. While it doesn’t have Netflix or Amazon Fire TV built-in, there’s an HDMI input on the dash and this enables users to mirror content from their smartphone or tablet. This doesn’t sound ideal, but you’ll likely be able to avoid a dreaded subscription.
Putting technology aside, the interior doesn’t break new ground. While there are some new additions, including a dual wireless smartphone charger, the 1500 REV will feel right at home if you own the current model.
Backseaters aren’t treated as second-class citizens as the range-topping Tungsten trim boasts heated and ventilated rear seats as well as four USB ports and a 115 volt outlet. Rear passengers will also find plenty of head- and legroom, and they can enjoy views through a massive panoramic glass roof.
The good news doesn’t end there as the truck boasts luxurious accents and impressive attention to detail. High-quality materials are abound and include a silky smooth suede headliner, metal accents, and nicely padded surfaces. That’s just the tip of the iceberg as the luxurious trim boasts a two-tone design, contrast stitching and piping, and carbon fiber trim. They’re joined by a 23-speaker Klipsch premium audio system, which features speakers integrated into the ceiling and rear of the front seats.
Two Battery Packs And An Insane 500 Miles Of Range
While luxury trucks are in vogue, Ram told us their customers are more concerned about range, towing, payload capacity, and charging speeds. As a result, they pulled out all the stops and decided to offer the truck with massive 168 and 229 kWh battery packs. The former should enable the model to travel up to 350 miles (563 km) on a single charge, while the latter boosts that figure to 500 miles (805 km). That’s among the longest ranges offered by any electric vehicle, let alone a pickup.
Ram isn’t even limiting you to 500 miles (805 km) as the 1500 REV will eventually be offered with a range-extending engine. The company hasn’t said much about the XR variant, but it will follow the electric model and have a “class-shattering range.”
Range is only part of the equation as no one wants to sit around waiting for their truck to charge. That shouldn’t be much of an issue for 1500 REV owners as the model has an 800-volt architecture and a 350 kW DC fast charging capability. This will enable the truck to get up to 110 miles (177 km) of range in as little as 10 minutes.
On the topic of charging, the truck has vehicle-to-vehicle, vehicle-to-home, and vehicle-to-grid capabilities. This means it can power your home in an emergency and charge other EVs in a pinch. It can also interface with the electrical grid and send power to utility companies. The latter capability means the truck could potentially be charged when rates are low, and then sell that energy back to the power company when rates are higher and there’s more demand on the grid.
To ensure the Ram 1500 REV was a ‘proper’ truck, engineers developed the all-new STLA Frame architecture. As the name suggests, it has body-on-frame construction and this enables the model to have a towing capacity of up to 14,000 lbs (6,350 kg). That’s 4,500 lbs (2,041 kg) more than the GMC Sierra EV and 4,000 lbs (1,814 kg) more than the Ford F-150 Lightning. Buyers will also find an impressive payload capacity of up to 2,700 lbs (1,225 kg).
While many specs outshine the competition, the truck’s dual-motor all-wheel drive system only produces 654 hp (448 kW / 663 PS) and 620 lb-ft (840 Nm) of torque. That’s nothing to sneeze at, but the Silverado and Sierra EVs are slated to have up to 754 hp (562 kW / 764 PS) and 785 lb-ft (1,063 Nm) of torque. That being said, the 1500 REV won’t be a slouch as it will be able to accelerate from 0-60 mph (0-96 km/h) in 4.4 seconds.
Too Late Or Right On Time?
The Ram 1500 REV certainly piques our interest, but it’s a ways off as it won’t arrive until the fourth quarter of 2024. That’s so far down the road that it will hit the market after all of its main competitors and land shortly before Ford’s second-generation entry. The latter is codenamed “Project T3” and Ford has said they’ll be able to build up to 500,000 units annually at full production.
That has to be a scary thought for Ram, but officials told us the 1500 REV is ready to rock and roll. They also suggested the model benefited from its late arrival as they could see what the competition was doing and then one up them in the areas that mattered most.
That being said, the truck doesn’t seem revolutionary and it could feel dated by the time it shows up late next year. However, there’s still plenty to like including an upscale interior, a 500 mile (805 km) range, and legitimate truck capability. If you think that’s a winning combination, you can sign up to get early access to preorder the model for a refundable $100 fee.
