This week on EV Rider, let’s take a look at the cost of performance. I’ve put more than 63,000 miles on my 2022 Mustang Mach-E so far.

As I get ready for my next multistate road trip, that got me wondering how much I would spend to go the same distance in either a gas Mustang with the 2.3 liter EcoBoost turbo 4 or 5 liter V8.

Using Gemini, it’s pretty easy to figure out. I had Gemini assume I charge 70 percent at home and 30 percent using commercial AC and DC chargers, which is my best guess of my actual use case.

To keep the comparison a bit more relevant to readers and viewers I used national averages for gas and electricity as opposed to my home city of Jacksonville, where electricity is running below the national average.

So with the disclaimers out of the way, here are the actual numbers.

My Mustang Mach-E has an estimated fuel cost of $4,706, based on prices gathered on April 30.

For the 2.3L EcoBoost Mustang the cost jumps to $8,694 and for you V8 fans, the cost rises to $14,525.

My assumptions used the following EPA averages: the Mach-E getting 3.3 miles kWh, the turbo Mustang getting 25 MPG and the V8 getting 18 MPG.

Since 91 octane fuel is usually recommended for peak performance, that’s the price I used for the gas versions, although there will be Mustang owners that correctly point out their cars can run on regular. However, by the time I published this story on May 6, the price of regular had risen to $4.48 per gallon, which is higher than premium cost when I originally price checked fuel prices on April 30.

Of course all Mustangs are performance cars, so next let’s look at Ford’s estimated 0-60 mph times for the 2026 editions of Ford’s three ponys.

My Premium AWD extended range Mach-E is roughly the equivalent of a fully optioned EcoBoost gas Mustang. The EV powertrain is only available in the 4-door while the gas powertrains is are available in the coupe and convertible.

Of the three powertrains, the EcoBoost is the slowest car, getting to 60 in a Ford estimated 4.5 seconds. The V8 Mustang GT comes in at 4.2 seconds while the 2026 mid-trim Mach-E Premium AWD also does it in 4.2 seconds.

If you were step up to the top trim Mustang Mach-E GT with the performance unlock, the 0-60 mph time drops to a Ford estimated 3.3 seconds.

So what’s the lesson? It’s pretty simple. When it comes to everyday performance and fuel economy, EVs are going to win almost every time.

More Mustang Mach-E Coverage (story continues below)

60,000 Miles Later: 2022 Mustang Mach-E Review

Should Ford Build This Mustang Mach-E Convertible?

Ford Shows Off Tri-Motor Mustang Mach-E For NASCAR

Mustang Mach-E EV Sells Better Than Gas Mustang

Ford Will Offer Complementary Mach-E, F-150 Lightning NACS Supercharger Adapters

EV Rider’s 2023 Top 10; What’s Ahead In 2024

At Deeper Look At The Stats In This Post

Gemini, which is a Google-owned AI model, was used to come up with the estimates used in this story, using U.S. average electric and gasoline fuel prices compiled on April 30, 2026. Disclaimer: Fuel prices constantly fluxuate.

The Variables: Assumes 63,000 miles of travel for each vehicle, using EPA fuel economy estimates

• U.S. Average Premium Gas on 4/20/26: $4.15 per gallon.
• EV Charging Mix: 70% Home ($0.17 kWh), 15% L2 ($0.30 kWh), 15% L3 ($0.55 kWh). U.S. average prices on 4/20/26.

The post EV Vs. Gas Mustangs: Fuel Cost Difference Is Striking appeared first on EV Rider.

This week’s video is a quick roundup of some of our favorite recent road tests; including the Dodge Charger Daytona Scat Pack, Kia EV6 GT-Line and Chevrolet Silverado Trail Boss EV, along with a preview of our upcoing April 29 road test of the BMW M5 Touring.

Here are links to the full written road tests of the EVs referenced:

• 2026 Chevy Silverado EV Is The Real Trail Boss
• Long-Term Owner Review: Charger Daytona Scat Pack
• Kia EV6 GT-Line Checks All The Boxes

And here are the video versions:

Chevrolet Silvervado Trail Boss EV Video Road Test

Dodge Daytona Scat Pack Long-Term Owner Video Review & Road Test

Kia EV6 GT-Line AWD Video Road Test

And, for you animation fans, here are the Zappy cartoons.

EV Rider And Zappy Cartoons

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Cartoon: Zappy Races Dodge Daytona Charger EV

Zappy Previews Mustang Mach-E

EV Rider At Daytona Bike Week

Chihuahua Co-Pilot: Zappy Adds Sparks & Style

Zappy Tries To Keep Up With Kia EV6

Zappy Previews Fiat's Topolino EV

Zappy asks: What's V2G?

3D VR Cartoon: EV Rider & Zappy's Solar Adventure

Cartoon: EV Rider & Zappy's Solar Adventure

A Very Zappy Christmas

EV Rider's 1st Cartoon: Meet Zappy

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The post EV Rider Road Tests Roundup appeared first on EV Rider.

Could the Lucid Air be offered as a convertible one day?

Thanks to AI, EV Rider is can giving you a very realistic look at what an Air convertible would probably look like in the video at the top of this post.

Even the name Air lends itself to being made into a soft top. But despite how good it would look, don’t get your hopes up.

Since the Air wasn’t designed to accommodate a convertible from day one, the engineering costs alone make the video nothing more than a dream for a future generation.

Among the problems Lucid would face with the existing Air is re-engineering the A-pillars to make them thicker and stronger.

Other reinforcements would be needed to make up for the lost rigidity that the existing roof provides, which in turn would add more weight.

A convertible would also likely severely impact the Air’s ultra-low drag design. Between the extra drag and weight, drivers would likely see a significant hit in range as well as with other compromises such as the likelihood of sloppier handling along with less rear passenger space and a smaller trunk.

Perhaps the biggest barrier is the cost it would add. Since the Air is a low volume car, it would likely mean paying well over $20,000 more to purchase a convertible variant.

As an example, the last-gen Dodge Challenger convertible, which was produced by aftermarket company Droptop Customs as a Dodge-sanctioned special-order car, added $25,000 to the cost when ordered through a dealership.

But still, it’s fun to dream. And who knows, maybe Lucid will eventually grow large enough to consider a convertible variation of a next-generation Air or another future model.

Lucid Air Pure Road Test & Review Video

The post What If: Lucid Air Convertible Concept appeared first on EV Rider.

The average price of a gallon of gas as I write this now is $4.26 per gallon in my Florida county, and $5.90 in California.

That means a local 18-gallon fill-up on a 2026 Subaru Outback could cost about $76 for about 486 miles of travel based on an average 27 mpg.

By comparison, its new EV sibling – the Subaru Trailseeker – can travel about 260 miles on a charge. If you can charge at home, the fuel savings will add up pretty fast (depending on where you live).

Here in Jacksonville it costs $10.40 to charge the Trailseeker from 0-100%. That’s based on the current residential rate of 14 cents per kWh, once taxes and fees are included. Looking at the residential national average of about 17.4 kWh, it would cost $12.90 to fully charge the Trailseeker.

Join the discussion. Post your Trailseeker thoughts in the YouTube comments.

When DC charging, I got 115 miles of range, going from 36% to 81% in 25 minutes – for $17 at a commercial charger. In ideal conditions Subaru says the Trailseeker can charge from 10 to 80% in 28 minutes.

So as Subaru expands its range of EVs in 2026 (we just tested the compact Solterra crossover) there is an EV alternative that could fit the same bill as an Outback – the midsize Trailseeker.

Subaru calls the Trailseeker “our most adventurous EV,” with 375-hp and 8.5 inches of ground clearance. This Indiana-built Subaru shows an aggressive face, starting with a flat nose with body-colored “U” accent, topped with a slim gloss black nose cap along with a big Subaru star logo, dead center. Three slim LED DRL units bisected by lit accent lines flare off each side of the grille. The lower center intake for battery and motor cooling is framed in silver, some of which flows under the nose as a skid plate.

Like most macho crossovers with off-road desires, more black plastic frames front and rear tires. It has 20-inch silver alloy wheels with black aero covers clad in somewhat street-biased Bridgestone Turanza rubber.

Like most Subarus with off-road aspirations, the lower sills are geometric silver and black cladding under angular body lines that flare into slightly broad-shouldered rear fenders. The clamshell hood gets black trim ahead of the raked windshield for looks and to cut glare. The chunky black roof racks can handle 700 pounds of stuff. The black accents continue with the side window pillars and mirrors.

Slim taillights wrap around the tailgate, connected by a lit LED bar over “SUBARU” under clear plastic. The power tailgate opens high enough to clear my head. Its tinted glass is framed by a shade/spoiler. The chunky bumper is in black and silver, covering a trailer hitch, which has a towing capacity of up to 3,500 pounds.

The Trailseeker has Subaru’s familiar Outback-style SUV-like shape, with a grille-less EV face. It’s a blunter, more SUV-like visage than Subaru’s Solterra EV, which is sleeker.

Yet Trailseeker gets some sleekness in its rear fender and sloping roofline design, combined with the Outback’s new grille and headlight shape. The Trailseeker is handsome, but blends in when parked in a supermarket lot full of other Subies and crossovers.

2026 Trailseeker Limited EV Includes High-Tech Interior

That 8.5 inches of ground clearance makes it so easy to slide into the black and gray Star-Tex pleather seats, the driver getting power adjustments and dual memory presets and facing a leather-wrapped squircle steering wheel, which is a squared-off circle. That’s when you notice how high-tech the rest of the interior is with its two digital screens. There are a small number of physical controls and a funky transmission controller on a floating center console with storage space underneath.

First, the instrument display isn’t visible through the steering wheel, but above and beyond it. It’s placed roughly where a head-up display would go on the padded, textured dashtop. Its configurable to show digital speed alone; that plus a navigation map; or audio, EV status, smart cruise and safety systems. It’s right where it needs to be to be seen quickly while driving.

Then there’s the 14-inch Subaru Multimedia System with touchscreen, available cloud-based navigation, wireless Apple CarPlay and Android Auto. The big central screen keeps a handy volume knob, plus dual-zone temperature-adjust dials with integrated degree displays.

There is one significant feature missing from the Trailseeker’s native navigation system. It doesn’t include native route planning with suggested charging stops and automatic battery preconditioning. Many EVs include this feature. To achieve similar functionality Subaru owners will need to install a third party app, with A Better Route Planner being one option, and use the car’s manual precondition function to achieve the same results.

Battery preconditioning heats or cools a battery in advance of arriving at a charging station to ensure the car is at an optimal charging temperature when the driver plugs it in.

I appreciated the climate control touch-buttons in between for fan speed, heated seats and vent adjustment, as well as the left-side main menu tabs for phone, audio and the like. 

The dual inductive chargers at the head of the floating center console are handy and rubberized to hold on to cellphones, yet mine slid out on a turn. The push-to-select transmission knob behind it works fine. It just takes a few taps and twists to get familiar. It’s flanked by Drive Mode and X-Mode selector buttons, plus other driving and safety systems. There are USB-C and 12-volt outlets with the storage space underneath, plus good center armrest capacity.

Back seat access is good through wide-opening doors, with great leg and head room as well as a slightly higher seating position. Those in back get rear vents and an armrest as well as heated outboard seats and more USB-C ports. Rear seatbacks split 60/40 and fold to expand a boxy rear cargo area with remote seatback drop controls. The security cover fits neatly in the under-floor storage area.

Other features in our Limited trim include a Harman Kardon audio system, heated steering wheel, hands-free foot-activated power tailgate and 120-volt cargo area power outlet. While the front hood opens, there’s motor electronics underneath – no frunk.

Comparing The Trailseeker With Subaru’s Solterra EV

The Solterra is 184.6 inches long on a 112.2-inch wheelbase, with 8.3 inches of ground clearance. It’s 4,499 lbs., with an estimated 278 miles of range and 338-hp from dual motors. Our Trailseeker is 190.8-inches long, also on a 112.2-inch wheelbase with 8.5 inches of ground clearance. It’s 4,475 lbs., with an estimated 274 miles of range and 375-hp from two motors.

As you can see from the numbers, the Trailseeker is a tad bigger, a bit lighter, and a bit less powerful. It has an integrated transaxle at front and rear axles for all wheel drive that you can monitor via a center screen, with 74.7-kWh high-capacity lithium-ion battery. And with Eco, Normal and Power drive modes, we had our choice of quick-yet-frugal, quicker-and almost frugal and quickest-and not so-frugal.

2026 Subaru Trailseeker Limited’s Power Mode Suprises Off The Line

We spent a lot of time in Eco mode, which launches slowly, then builds its power flow to keep up with traffic. It quickly hit 60 mph in a near-silent (no gearbox, just direct drive) 5.5 seconds, with all four tires putting equal power to the pavement. One annoyance – the Trailseeker doesn’t stay in Eco, but resets to Normal with each ignition off. In Normal mode, the launch is quicker. It’s my favorite mode for daily driving, with good off-the-line speed and passing power.

The real surprise was Power mode. Our 1,100-mile-old crossover leaped off the line a bit abruptly, with a hint of front wheelspin, hitting 60 mph in a quick 4.3 seconds. Those are times no Brat or Legacy ever dreamed of that. And again, near silence except for a muted electric motor whir, some tire and wind whisper, and no drama. The all-wheel-drive just grabbed and went.

We started our drive with 212 miles of range from a 90% charged battery. We drove 138 miles over two days. The last part was in windy, 50-degree temperatures, leaving us with 94 miles of range in a battery with 36% charge left. Since Subaru has adopted the North American Charging Standard (NACS) we can use V3 and higher Tesla Superchargers charger, with no adapter needed, although now drivers will need to use the included CCS or J1772 adapters at many non-Tesla stations.

We used full regenerative braking all the time. It doesn’t bring the Trailseeker to a stop, but allows the motors to turn into generators, slowing us down quickly, and nudging power back into the batteries. It worked so well that the daily work commute would put a few miles back in the battery. We stayed near 200 miles estimated range during a round trip commute. I just wish this battery could recharge to that 300-mile mark.

Four-wheel independent suspension with stabilizer bars, plus good ground clearance gave the Trailseeker a taut yet comfortable ride. It neatly handled speed bumps and potholes with no issues. But that 8.5 inches of ground clearance does reveal some body roll in cornering, although the all-wheel-drive keeps it neutral in exit ramps under power, and near neutral in basic cornering. Push it in a skid pad and there’s understeer washing out the fronts under power, but no drama.

That squircle steering wheel and electric-assist steering gave us a direct feel in Eco mode, and a bit more (slightly artificial) feel in Power mode. The four-wheel disc brakes had a precise pedal feel and good stopping power, although there was a hint of nose dive and some ABS chatter under heavier use from 60 mph. There was no fade after repeated use.

2026 Trailseeker Includes Subaru’s Famous X-MODE

OK, here’s a Subaru that echoes its Outback brother with good ground clearance, all-wheel-drive and some macho cladding, plus X-MODE that sets up drivetrain and all-wheel-drive for snow/dirt, or deep snow/mud. Fire up either mode – only possible under 15 mph – and you get a panoramic view monitor of what’s ahead from a widescreen nose camera, and side views too.

See the video at the top of this post for more Trailseeker vs. Outback comparisons

We tackled a deeply-rutted gravel road and dirt trail, and the independent suspension just ate it up with comfortable rebound. Tapping on the all-wheel-drive split screen, we saw all four tires got power as needed, and we made it through the gravel and dirt, with nothing scaping underneath.

The Trailseeker has a suite of EyeSight safety systems that includes alerts when traffic crosses in front, plus hill-start assist, dynamic radar cruise control, and a simulated overhead image of the Trailseeker when reversing that showed what’s underneath.

Our Trailseeker Limited starts at $43,995, its Daybreak Blue Pearl paint an extra $395, making a final with destination of $45,849. It was not available for sale yet as we wrote this. And FYI – the Trailseeker shares powerplant and infrastructure with Toyota’s bZ Woodland EV crossover, with nose and tail design differences, but basically the same interior.

Bottom line: A Subaru in design, function and family-friendliness, with decent EV range and good power – even does a bit of off-road.

EV Rider’s Bill Bortzfield contributed to this report.

2026 Subaru Trailseeker Limited Specifications

Vehicle type – 4-door, 5-seat all-wheel-drive EV sports utility wagon

Base price – $43,995 ($45,849 as tested)

Powertrain – Front and rear synchronous AC motors

Horsepower (combined) – 375

Battery pack – Lithium-ion

Transmission – Direct drive front and rear w/integral transaxles

Wheelbase – 112.2 inches

Height – 65.9 inches

Overall length – 190.8 inches

Overall width – 73.2 inches

Ground clearance – 8.5 inches

Front headroom – 38.8 inches

Front legroom – 42.1 inches

Rear headroom – 38 inches

Rear legroom – 35.3 inches

Cargo capacity – 31.3 cu. ft./74 w/seats folded

Towing capacity: up to 3,500 lbs.

Curb weight – 4,499 lbs.

Range: Claimed 274 miles

The post Could Subaru’s 2026 Trailseeker EV Replace Your Outback? appeared first on EV Rider.

It’s a truck I’ve waited to test since I saw the first spy shots online.

Even more than the HUMMER EV, I wanted to check out the sleek (for a pickup) Chevrolet Silverado EV, with its aerodynamic nose, seemingly lower greenhouse, flowing roofline, and Max Range battery.

It’s also the Trail Boss.

EV Chevy Trail Boss Surpasses Gas Sibling In Some Respects

This Chevrolet Silverado EV went on sale in the 2024 model year. But it’s not just a redesigned ICE Silverado. Nope – it is built on General Motors’ dedicated Ultium platform – a modular, flexible electric-only architecture used for smaller crossovers to bigger trucks, like the Cadillac Lyriq, Chevrolet Blazer/Equinox, and GMC Hummer EV. It’s also a lighter, tighter basis for a full-size pickup. Our 233-inch-long Silverado EV rides on a 145.7-inch wheelbase, while the 241.3-inch-long gas Silverado on a 157-inch wheelbase.

As an EV, it needs no big grille, so there’s a rounded nose with sleek wraparound light bar on top with LED DRLs. Projector headlights are on the curved corners below, while the Chevy emblem lights up – cool

The frunk opens to the front bumper line, its lower lip just above a slim intake to cool batteries and motors. There are two red tow hooks over a skid plate with a pewter center bumper accent. Flat black accents the lower corners with squared-off fender flares and side sills that include steps.

Flanks get gentle sculpting, while side windows seem shallower under a low roof with sweptback C-pillar.

Since this is not a body-on-frame design, the 5-foot-11-inch long cargo bed is flush with the body – very smooth. There are straight rear fender shoulder lines that flow into leading edges of sculpted taillights and black rear bumper.Like many big GM pickups, the MultiPro tailgate gets a dropdown upper section that becomes a work table, or unfolds a step when lowered to get in. You’ll probably use that step quite a bit since the Trail Boss’s 2-inch factory lift offers 24% higher ground clearance than the base Silverado EV.

2026 Chevy Silverado Trail Boss EV Interior

Those running boards, which do not retract, are handy to help get inside. I just wish the driver’s windshield pillar had a grab handle, like the others do. But once in the black and gray leather seats, the driver sees a big change from gas Silverados – a 17.7-inch-diagonal infotainment screen that starts with a configurable digital gauge package that flows past a big audio knob to a widescreen display that can be changed to show EV charging, navigation, audio and more.

Below the volume knob is a touch icon to access the headlight control – I wish there was a button. The majority of needed climate control buttons are icons along the bottom of the center screen. Seat heat/cooling, fan speed, dual-zone temperature and others are controlled by touch. There are also real buttons below it for fan speed, defrost and more.

The glove box gets a rubberized shelf above it under a stitched faux leather dashboard panel. Dashtop and doortops get a soft-touch textured black rubber, with padded gray inserts. The padded, stitched leather steering wheel power tilts and telescopes, the usual controls in front and one small paddle shifter behind for full regenerative braking like the old Volt used to – it brings the Silverado to a complete stop.

Front bucket seats are a bit flat, but comfortable, the driver’s getting dual memory presets. The wide center console starts with a rubberized inductive phone charger with USB ports and cup holders, then lots of room under the center armrest. The 7-speaker Bose sound system is solid, with a 5G Wi-Fi hotspot, wireless Android Auto/Apple CarPlay, and Google built-in, but no HD Radio.

Despite a shorter wheelbase than the gas Silverado, the back seat is roomy, with good adult head and leg room and even enough space for a third in between.

Outboard positions get heat; there’s rear a/c vents and USB ports, and a panoramic fixed glass moonroof that is so well tinted that the Florida sun didn’t cause warming issues. There’s a lightweight sunshade if needed.

2026 Chevy Silverado Trail Boss EV Bed Is Very Versatile

Split 60/40 rear seat bottoms flip up, or forward for more storage, allowing seatbacks to flip forward to also hold stuff. And shades of the 2010-2013 Chevy Avalanche – the Multi-Flex Midgate under the rear window splits and folds to expand the 5-foot-11-inch (57.3-cu-ft) cargo bed (with retractable cover) to over 9 feet.

The rear window can be removed for a nice open air feel. There are cut-out steps in the rear bumper corners to get into the bed. Once you drop the tailgate, stuff over 10 feet in length can be tied down and carried with midgates down.

You can watch a demonstration of how it works in the video at the top of this post.

There’s a usable 10.7-cubic-foot frunk with power bonnet. This EV can haul up to a 12,500-lb. trailer, although experts said that cuts its spectacular driving range almost in half, to about 220 miles depending on load, aerodynamics, and speed. That is better than published reports on a Ford Lightning EV hauling the average trailer.

One Silverado EV oddity – the passenger-side mirror isn’t convex to get a wider view of traffic. But this Silverado has left and right blind-spot cameras activated by the turn signal, displayed on the center screen. The rearview mirror can also flip to become a video screen with a wide rear camera view.

This truck is so slick, literally, that my sandwich shop guy gushed about how cool it looked when I quietly rolled up. And it got some glances at a recent car show I parked at. Gas-loving as many of those folks were, they admired this EV’s all-wheel-drive from front and rear motors, 205-kWh lithium-ion battery, and 725-hp and 775 lb-ft of torque. They also loved that there’s no start/stop button – get in with the keyfob and it turns on, then lift off the brake and open the door to shut it off.

Here’s the breakdown:

The Silverado EV is aerodynamic, with a drag coefficient of approximately .331. The current 2025 Chevy Silverado 1500 (gas)  has a drag coefficient of around .38.

2026 Chevy Silverado Trail Boss EV Range, Power, Fuel Cost

A 2026 Chevrolet Silverado EV Trail Boss with the Max Range NCMA (Nickel, Cobalt, Manganese, Aluminum) battery pack, which we had, has a GM-estimated range of up to 478 miles on a full charge from a massive 205 kWh battery pack and a 350kW charging speed. Real-world estimates seem to be 430 to 470 miles, compared to the 240 to 300 miles we have gotten in recent Lightning tests. I hear that the Ultium battery can go from 5 to 80 percent charge in under 50 minutes on a DC fast charger, and gain a GM-estimated 100 miles in 10 minutes.

There’s a NACS adapter so you can plug into a Tesla Supercharger for a recharge, giving you about 25,000 additional charging locations across the U.S. Plugging in for a 10-80% charge (about 140-160 kWh) at a commercial Level 3 station can cost up to $120, experts say. GM also estimated 37 miles of range per hour if you use a Level 2 charger, which isn’t bad.

To compare: a turbodiesel Silverado gets a claimed 600 to 700 miles on a full tank. As this was written, diesel cost $5.20 or more a gallon in Florida, or over $120 for a full tank. A Silverado with the 6.2-liter gas V-8 seems to offer 350 to 450 miles on a full 24-gallon tank of premium gas – about $112 for a full tank now.

But the real savings happens when charging at home. Here in Jacksonville, FL, a kWh costs 14 cents, meaning a full charge at home costs $28.70. Residential electric prices across the country tend to be much cheaper than gas or what Level 3 DC stations typically charge.

This 8,778-lb. truck has multiple drive modes – Normal, Off-road, Towing, Terrain, and MyMode. That last mode allows you to set the powertrain on Sport, as well as stiffening up steering feel. There’s no change in suspension height or ride quality since the Trail Boss has off-road tuned coil springs and a fixed 2-inch lift.

Set on Normal, our 4,000-mile-old truck launched quickly, hitting 60 mph in a quick 5.5 seconds. Tapped in MyMode with sport selected, this EV reared up a bit as all four tires dug in, and we hit 60 mph rapidly in 4.9 seconds. We tried a few of these rapid launches one after another, with no diminution of launch torque, nor range diminishing too quickly. And acceleration from a stoplight, or to pass, was great – no drama, it just did it.

Then there’s the W.O.W. factor – Wide Open Watts – a back-to-back lightning bolt touch icon on the drive mode page. Tap it and the speakers exude a serious electronic growl as the powertrain goes for maximum propulsion. We got front wheelspin as this big EV launched very fast to 60 mph in 4 seconds flat, the turbine soundtrack rising in intensity as you go – W.O.W.! It responds to throttle VERY quickly – but it will reduce the range, and it will not function when the vehicle battery is low.

This is the first EV I’ve tested that never gave me range anxiety. Starting with 451 miles estimated range and 93% battery charge, I went about my business for three days and still had 365 miles of estimated range left, and a 76% battery charge. And we still had about 260 miles when the week ended with 4,150 miles on the clock and 59% charge. Regenerative braking gained a few miles of range on the fly, via that small paddle on the steering wheel, or one-pedal driving. You can adjust the regen amount off a center display menu. Both bring you to a stop.

This truck has a fully independent coil suspension with a hydraulic rebound control system. Add in tall sidewalls and the on-road ride is very comfortable, swallowing speed bumps with a one after-bounce.

With all-wheel-drive, this EV was neutral around exit ramps, with minimal lean and not a lot of feel that we were cornering in a 4-ton EV with 2-inch lift. The electric power steering loaded up nicely, if feeling a bit artificial. The big guy was more agile in commuting than a gas Silverado. Just like a gas truck, it had a bit of understeer in our skidpad, all-wheel-drive not aiding much. And with 14-inch discs all-round, the Silverado EV had a nice initial bite to the pedal, not too abrupt, with decent stops with plenty of ABS action and a bit of nose dive. There was no fade after repeated hard stops.

Having Trail Boss trim offers more ground clearance and off-road rubber, plus Terrain and Off-road drive modes. I tapped in Off-road and hit a grassy lakefront slope, and the EV absorbed bumps beautifully, with great wet grass traction, all-wheel-steering giving us a very tight (42.2-foot) turning radius to turn on a tight shoreline. I dove into a lumpy, mowed grass field with lots of ruts and bumps – and it also did fine. It clawed its way up and down hillocks and divots with no issues. Rear-wheel-steer helped get around stuff easily.

The EV Trail Boss has a solid 10 inches of ground clearance, vs. the gas version’s 11 inches. But the gas version has gnarlier Goodyear Wrangler off-road rubber and front underbody, oil pan, and transfer case skid plates, vs. the EV’s all-season, all-terrain light truck/SUV rubber, its only underside protection from one front skid plate.

When the Silverado EV was in that bumpy, grassy field, it wasn’t as sure-footed as I’d hoped, with some wheelspin as a front tire spun under power in Offroad mode. It got through it all, but not as well as the GMC Sierra 1500 4WD Crew Cab AT4X AEV I just tested, the sister to the gas Chevrolet Silverado Trail Boss.

Four-wheel steering effectively shortens this Silverado’s wheelbase, making turning corners easier to tackle, and U-turns almost within its own length.

Then there’s Sidewinder (Think Hummer EV CrabWalk) mode – rear tires turn with the fronts, and you “slide” around a root or rock on a trail. But it does take a dedicated tap or two in a screen menu to activate, and one time it did not shut off quickly.

Super Cruise gave us autonomous driving on many federal and state highway. It stayed mostly in lane hands-free. This is also a very quiet truck. The only time I heard the motors (outside of the W.O.W. setting) was when the midgate was open and the rear motor’s turbine sound came through.

How much? A gas-powered 5,421-lb. Silverado Trail Boss is about $61,000. It can tow up to 13,000 pounds, and hits 60 mph in just under 5.5 seconds. A base Silverado EV Work Truck, with 286 miles estimated range from a standard 205-kWh battery pack battery pack, 22-kW charging speed and 510 hp, starts at $54,895. Our 8,900-lb. Silverado EV Trail Boss can tow 12,500 pounds, and hit 60 mph in 4.2 seconds. Our Silverado EV Trail Boss added $5,285 in options, from $1,950 folding bed cover; $1,500 panoramic glass roof; $995 pearl white paint, and a few more items for a total $93,980.

Bottom line: Quick, agile on-road and acceptable off, with a slick look and a really well-developed EV platform with great range – but a tad expensive to buy and commercially charge, and biggish.

2026 Chevrolet Silverado EV Trail Boss Specifications

Vehicle type – full-size 5-passenger crew cab all-wheel-drive electric pickup

Base price – $86,600 ($93,980  as tested)

Powertrain type – dual-motor w/electronic 4WD and torque vectoring, and 205 kWh battery pack

Horsepower (net) – 725

Torque – 775

Transmission – 1-speed transmission

Wheelbase – 146.7 inches

Overall length – 233 inches

Overall width – 83.8 inches w/o mirrors

Height – 79.9 inches

Front headroom – 43.9 inches

Front leg room – 44.8 inches

Rear headroom – 38.7 inches

Rear legroom – 44.3 inches

Cargo bed – 5-foot, 11-inches/57.3 cu. ft. volume

Payload/towing – up to 2,100 pounds/12,500 pounds

Weight – 8,778 lbs.

Range – 478 miles (GM-estimated w/Max Range battery)

The post 2026 Chevy Silverado EV Is The Real Trail Boss appeared first on EV Rider.

Get a look at many of the classics on display at the 2026 Amelia Island Concours d’Elegance at the Ritz-Carlton and meet one of the designers behind the Red Dot Award winning SCAD Aether EV from the Savannah College of Art and Design.

More Amelia Island Concours d’Elegance Coverage (section page)

2026 Amelia Island Concours Preview

Italian Automakers Show Off EV Style At Amelia Concours

Video Tour: 2025 Amelia Island Concours Classics

Lotus Enters Hyper SUV Space With Eletre EV

VW Shows Off U.S. Spec ID. Buzz, ID. 7 At Amelia Concours

In-Depth: Chrysler Halcyon EV Concept At Amelia Concours

The post 2026 Amelia Concours: SCAD EV & The Classics appeared first on EV Rider.

After more than 60,000 miles, including trips to more than 20 states, let’s see how my 2022 Mustang Mach-E is holding up and how it compares to the 2026 model.

In terms of maintenance, this review is going to be quick. I replaced the tires at 58,000 miles, although they still had tread. I also had a windshield washer hose replaced that went bad.

Other than that, I had a warranty-covered factory main battery contactor recall completed. I also decided to replace my 12-volt battery, although it was still charging to 97% of capacity, according to my OBD II reader.

I know from experience that older 12-volt batteries can die unexpectedly, so I figured why take the chance.

Mustang Mach-E Over-The-Air Improvements

My electric pony has improved with age in some ways thanks to Ford’s over-the-air software enhancements. One of the biggest improvements was an update that turned what used to be just a volume knob into a multi-function dial that now can also raise or lower climate control temperatures and heated seats.

Perhaps more importantly to those that road trip a lot, my Mach-E’s peak charging speed has improved from 154 kW when I first bought it, to 167 kW in ideal conditions. Charging speeds above 80% have also improved a bit since it was new.

My lifetime efficiency average has been running right around 3.1 miles per kWh. However, I’ve noticed an interstate drop off since getting new tires, from 3 to 2.8 miles per kWh at 70 miles per hour. I switched to Goodyear EV rated tires. The ride is also more bouncy with the Goodyears. If I had it to do over again, I would have replaced the tires with the Michelins the Mach-E came with.

Cartoon: Zappy’s Horse Outrun By Mustang Mach-E

Another over the air improvement has been BlueCruise. When I first got the Mach-E, BlueCruise would lane hunt sometimes and was easily tripped up by things like exit stripes.

Now Blue Cruise is more reliable, with Ford adding manually executed lane changes. The latest Mach-E comes with updated hardware that enables BlueCruise to carry out automatic highway lane changes with no human intervention.

I’ve been happy with my Mach-E’s build quality. It still feels solid and everything I said about its handling in my earlier review still applies.

Long-Term Review: ’22 Mustang Mach-E (story continues after video)

The paint, body and interior have been holding up well, although I have a garage and live in Florida, so it’s not exposed to salt or sand or as many potholes at the end of the winter season as many rust belt cars experience.

From a visual standpoint not much has changed between my 2022 and the 2026 Mach-Es, but Ford has been steadily improving its electric pony.

Here’s a look at some of the more important upgrades:

Ford upped the AWD Premium extended range trim, which is what I own, from 346 to 365 horsepower,  while torque has jumped from 428 lb-fit to 500. The EPA-estimated range has risen from 277 miles to 300 on my trim.

A heat pump has also been added. But that one is a mixed blessing. It’s good news for snow belt drivers since they should see improved winter range. However, that also reduced the size of the frunk, shrinking it from 4.7 cubic feet to 2.8 cubic feet of storage. Another words, it holds 40% less stuff.

The shift dial in my Mach-E has been dropped in favor of a stalk-mounted shifter and a redesigned center console that includes a bit more storage.

More Mach-E Coverage (story continues below)

Should Ford Build This Mustang Mach-E Convertible?

Ford Shows Off Tri-Motor Mustang Mach-E For NASCAR

Mustang Mach-E EV Sells Better Than Gas Mustang

Ford Will Offer Complementary Mach-E, F-150 Lightning NACS Supercharger Adapters

EV Rider’s 2023 Top 10; What’s Ahead In 2024

First Look: Ford Mustang Mach-E Rally

DC charging speed has also been improved, with some drivers now reporting being able to hit peaks of 170 kW and holding 150 kWs for several minutes. My Mach-E usually ramps down into the 120s within a few minutes.

For those opting for the EV Mustang’s top trim, the Mach-E GT’s total torque is now up to 700 lb-ft, for a Ford estimated 3.3 second 0-60 mph run with summer tires. That’s assuming you purchase Ford’s performance unlock

There have also been a few trim and color changes but for the most part, the 2026 hasn’t changed much from my 2022.

For those thinking about getting a Mach-E, I can easily recommend gently used models. These days it’s pretty easy to find low mileage examples for less than $30k.

Once you figure in the low fuel cost, performance, practicality and 100,000-mile battery warranty; used Mach-Es are quite affordable for drivers looking for something more sporty than the typical SUV.

In terms of buying new, Mach-E prices have also come down since I bought my 2022, although that’s somewhat offset by the loss of the $7,500 tax credit.

Four years later, I’m still thrilled with my electric pony. And with the ever-improving charging infrastructure, I’m looking forward to more multi-state road trips where I can let the Mach-E really gallop.

The post 60,000 Miles Later: 2022 Mustang Mach-E Review appeared first on EV Rider.

EVs may eventually be a major contributor to keeping our grid robust, despite what you may have heard.

There have been quite a few doom and gloom scenarios about AI and EVs putting too much stress on the grid. But here’s a fact that Toyota recently shared that may surprise you. There are already more than four million EVs on U.S. roads. If they were all equipped with bidirectional charging, they could collectively send back as much power to the grid as approximately 40 nuclear reactors, according to Toyota.

EV Rider has reported on what’s known as Vehicle to Grid or V2G before. That’s a process where electric vehicles can feed power back into utility grids when they’re plugged in and parked at home.

Toyota’s V2G Pilot Program

I’m revisiting the topic because it’s gaining momentum, with one example being Toyota. Toyota has teamed up with Texas-based Oncor Energy, which is one of the nation’s largest utilities.

They’re in the midst of rolling out the next phase of their vehicle-to-grid pilot program.

The beauty of V2G is it helps utilities manage power spikes. For example, if a heat wave hits, participating EVs that are sitting plugged in at home or in a garage can send power to the utility as needed to lessen the possibility of a brownout – or worse.

Toyota isn’t the only company doing this. EV Rider has also done stories about Tesla working with California’s PG&E utility and a California school district with EV buses doing the same thing.

Toyota has been working on its program since late 2022 at its test facility in South Dallas.

Many EVs, including vehicles like the Chevy Silverado, Tesla Cybertruck and Ford F-150 Lightning can also serve as full backup power supplies for homes during power outages. For homes with rooftop solar, EVs can store excess energy produced during the day to power some or all of the home at night – or even charge another EV when it arrives home for the night.

Given how big EV batteries are, even most home central air conditioning systems can be run for days at a time during a blackout.

Here’s where it really gets interesting. There are roughly 295 million vehicles in the U.S. If we all switched to V2G EVs and all utilities and automakers participated, we would have enough power to cover about 175 million U.S. homes for about 1.3 days during power outages. That’s according to an EV Rider prompt requesting an analysis by Microsoft CoPilot, which is an AI provider.

Whether we as a society have the will to make such a dream come true on a large scale is a different question entirely.

For anyone interested in the details, here are the assumptions and math CoPilot used to come up with that estimate. If you find any

errors with CoPilot’s assumptions, please let me know in the comments.

Cartoon Short: EV Rider & Zappy Promote V2G

Assumptions Used For V2G theoretical Estimate (source: CoPilot AI)

Estimate of how many cars/vehicles are in the U.S.

• All registered motor vehicles (cars, pickups, SUVs, vans, trucks, buses, motorcycles): estimated to between 285 to 296 million by CoPilot looking at available public data.

For the calculations below CoPilot used a round estimate:

• Total EVs in a 100% electric fleet: 285 million vehicles

2. Assumptions for the V2G scenario

Assumption 1 – Number of EVs

• N_EV = 285,000,000 vehicles

Assumption 2 – Average battery size per EV

Assume a mix of sedans, SUVs, and pickups, with an average battery of:

• E_bat = 70 kWh per vehicle

Assumption 3 – Total theoretical storage in the fleet

Total battery energy if you could use 100% of every battery:

• E_total = N_EV * E_bat
• E_total = 285,000,000 * 70 kWh
• E_total = 19,950,000,000 kWh
• That is about 20 terawatt‑hours (TWh)

Assumption 4 – Average U.S. household electricity use

Average U.S. home uses about 10,500 kWh per year.

Convert that to daily usage:

• E_home_year = 10,500 kWh per home per year
• E_home_day = 10,500 kWh / 365 days
• E_home_day ≈ 28.8 kWh per home per day

Assumption 5 – Number of U.S. households

Use a round estimate:

• N_homes ≈ 132,000,000 households

Assumption 6 – Realistic usable portion of EV battery for V2G

Since all vehicles can not be drained to zero, and they are not all plugged in at the same time, CoPilot made the following assumptions:

• 50% of vehicles are plugged in and available at any given time
• 50% of each battery’s capacity is allowed to be used for V2G (to preserve driving range and battery health)

Combined usable fraction:

• f_usable = 0.5 (plugged in) * 0.5 (allowed depth of use)
• f_usable = 0.25

3. Usable grid energy from the EV fleet

Start from the total theoretical storage:

• E_total ≈ 20 TWh = 20,000,000,000 kWh

Apply the usable fraction:

• E_usable = f_usable * E_total
• E_usable = 0.25 * 20,000,000,000 kWh
• E_usable = 5,000,000,000 kWh

So the usable V2G energy at any given time (under these assumptions) is about:

• 5 TWh, or
• 5,000,000,000 kWh

4. How many homes could that power?

4.1 Number of homes for one day

Energy needed to power one average home for one day:

• E_home_day ≈ 28.8 kWh per home per day

Number of homes that can be powered for one day by the usable fleet energy:

• N_homes_1day = E_usable / E_home_day
• N_homes_1day = 5,000,000,000 kWh / 28.8 kWh per home per day
• N_homes_1day ≈ 173,611,111 homes

Round that:

• About 170 to 180 million homes for one full day

Since the U.S. only has about 132 million households, that means:

• The usable EV storage could power more than all U.S. homes for one day.

4.2 How many days of power for all U.S. homes?

First, total daily electricity usage of all U.S. homes:

• E_US_homes_day = N_homes * E_home_day
• E_US_homes_day = 132,000,000 homes * 28.8 kWh per home per day
• E_US_homes_day = 3,801,600,000 kWh
• That is about 3.8 TWh per day

Now divide usable storage by that daily need:

• D_days = E_usable / E_US_homes_day
• D_days = 5,000,000,000 kWh / 3,801,600,000 kWh per day
• D_days ≈ 1.315 days

So the usable EV fleet storage could power all U.S. homes for about 1.3 days under these assumptions.

5. CoPilot’s Final summary

• Number of vehicles: about 285 million total motor vehicles in the U.S. (not just passenger cars).
• Battery assumption: average 70 kWh per EV.
• Total theoretical storage: about 20 TWh of energy in the full EV fleet.
• Realistically usable for V2G at any given time: assuming 50% of vehicles are plugged in and 50% of each battery is allowed for grid use, about 5 TWh (5,000,000,000 kWh).
• Impact on homes:

• That can power about 170–180 million homes for one full day, or
• Power all ~132 million U.S. homes for roughly 1.3 days of typical electricity usage.

The post V2G: How EVs Can Make Our Grid More Robust appeared first on EV Rider.

Assuming everything stays on track, 2026 will go down in EV motorcycling history as the year the holy grail was reached.

Verge Motorcycles has announced it is putting the industry’s first 100% solid-state battery pack into production, with the deliveries beginning by the end of March. And yes, I did write by the end of March. Verge is saying these batteries are out of the lab and going into regular vehicle production.

The stats for Verge’s new solid state battery are staggering. The Estonian company claims its new battery has a real world range of 600 kilometers, which translates to 372 miles.

Here’s the real kicker, the massive 33.3 battery can reportedly add 300 kilometers or 186 miles of range in just ten minutes in ideal conditions at a DC fast charger. Here in the U.S. it is expected to come equipped with a NACS DC fast charging port. Based on those stats, the Verge TS Pro might be the first electric motorcycle to go 200 miles or more on U.S. interstates without stopping.

The battery is being made by Donut Lab, which is a Verge Motorcycles spinoff company. Donut Lab claims its solid state battery will have almost unlimited recharge cycles, adding its batteries can be used in all kinds of applications ranging from vehicles to grid storage, and even drones. In the video at the top of this post Donut Lab CEO Marko Lehtimäki discusses his company’s solid state battery.

As far as I can determine, the final weight of the new bike had not been announced at the time of publishing this story, but the current Verge TS Pro with 20.2 kWh lithium ion battery weighs 507 pounds (230 kg).

Since solid state batteries are more energy dense, I’m guessing the weight will be about the same for the new bike.

To put that weight into perspective a Zero Motorcycles SR/S weighs 518 pounds and a LiveWire One weighs 562 pounds, both with much smaller batteries, while Honda’s gas-powered NT1100 weighs 547 pounds.

The good news doesn’t stop there. Unlike lithium-ion batteries, solid state packs deliver more consistent energy across extreme temperatures, so you shouldn’t see a big range hit during those 40-degree rides. Verge also claims they have a longer lifespan.

As far as pricing goes, the solid state bikes are expected to cost about as much as the current models. As of today, the base TS Pro starts at $29,900 before taxes and fees, according to Verge’s website.

More EV Motorcycles Coverage

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Unlike pie in the sky start ups like Damon, Verge has actually been delivering bikes. So this doesn’t appear to be just a hype machine. Given today’s bold statements saying deliveries will begin later “this quarter,” we won’t have long to wait to find out if its another overly optimistic promise or the real deal.

Other motorcycle companies are also racing toward solid state. For that part of the story, watch this video:

The post Verge Says It Will Be 1st With Solid State Battery appeared first on EV Rider.