Do cooling vests, like the one I am wearing in the video, actually work? Let’s find out.

Product Link: Iaigogo cooling vest

I have been using this cooling vest for several months now, primarily while doing yard work and mowing, but also while riding my motorcycle. It’s inexpensive, costing around $20. The vest holds a total of six ice packs, which are included alongside an extra set. This allows you to easily swap them out once the first set melts. If you are working from home, you can take a quick break to grab the second frozen set directly from your freezer.

Answering the question of whether cooling vests actually work: yes. On a recent motorcycle ride, the ambient temperature in Jacksonville was 91°F, with very high humidity—likely around 95%. I definitely felt the coolness. After riding around for roughly 20 minutes, I jumped on the interstate to head home, and the vest made a noticeable difference for the entire ride. However, you will likely find that it is only effective for one to two-hour rides before the ice packs melt.

Here in Florida, the vest is most helpful during the peak mid-afternoon heat. Because I started the ride later in the day, I got the full benefit. However, if you are going on a day-long ride, you probably wouldn’t need the cooling vest when you first start out in the morning. By the time you need it in the afternoon, the ice packs stored in your saddlebag would likely already be melted. While it has a limited use case for motorcyclists, it offers a much better use case for people working outside for an hour or so.

Another factor to keep in mind is that while you will feel cooler, the vest will not keep you dry. You will still get wet due to condensation from the ice packs, and you’ll likely still sweat depending on the intensity of the heat. These vests are adjustable. You will want to pull it as taut as possible against your torso so that the ice packs remain firmly against your body.

In conclusion, I can recommend this cooling vest for specific situations, particularly outdoor work. Just remember that it will not last all day. The ice packs melt after about an hour. In a best-case scenario—where you have the second set of packs on ice or you are working near a freezer—you can swap them out to get up to maybe two hours of relief in summer heat. Once the packs melt, it’s time to take off the vest and try to finish up as soon as you can.

This vest was not provided by the manufacturer, nor is this content sponsored. It is simply a product I chose to purchase and test on my own.

The post Do $20 Cooling Vests Work? Florida Summer Testing appeared first on EV Rider.

Jeep’s angular, chunky Cherokee was a trendsetter when it came out in 1984, and remained basically unchanged through its first demise in 2012.

Over three million were sold in what was really the first modern SUV, basic but true.

The Cherokee came back in a compact, semi-square shape in 2002, then renamed the Liberty as a boxier model came out. Cherokee was the name upon the next generation in 2014, only to go back to sleep in 2023.

Now comes the new generation, hybrid only, built in Toluca, Mexico vs. Toledo and based on Stellantis’ STLV Large platform, versions of which underpin Jeep’s Wagoneer S, Dodge Charger, Maserati Levante and some Alfa Romeo SUVs.

And this Cherokee seems to be off to a decent start, with more than 2,400 sold in its first three months.

This first new Cherokee in years hews close to the Jeep formula of what ingredients go into its CUV and SUVs. It starts with the trademarked 7-slot grille seen on most Jeeps since the World War II military hero. U-shaped LED DRLs frame headlights at the outer, upper corners, with slim grille-like accents heading south to black LED fog lights that frame a chunky fender with air intakes athwart a lower honeycomb grille.

• Squared-off fender flares with black trim – check.
• Black lower door sill accents – check again.
• Squared-off-rear hatchback with large taillights over another chunky bumper – check and check again.

The Cherokee has gently curved fenders. The roofline is low but squared off, with black cargo rails – and black side mirrors. And it rides on Nexen Rodian 18-inch rubber, with enough air space between tread and fender to imply it can bounce a bit off road, although it doesn’t get a Trail Rated badge.

Overall, it says modern Jeep, handsome and up to date, but a hint of classic. I like the Grand Cherokee’s smoother looks.

But one car guy friend said “It looks like a RAV4” – hmm?

OK, so it gets some of the Grand Cherokee’s looks – what about its size?

Well, a 2-row Grand Cherokee is 193.5-inches long, with a 116.7-inch wheelbase; the new Cherokee is 188.1-inches long, on a 113-inch wheelbase. It’s got 8 inches of ground clearance, just a tad below the Grand Cherokee base model’s.

2026 Jeep Cherokee Laredo Limited Has Attractive Interior

That height means it’s just the right height to slide into, where we found a comfortable, perforated white leatherette seat facing a very thick stitched leather-rimmed squircle (squared circle) steering wheel with controls for audio in back, and the usual cruise/info screen buttons in front

The squared-off wheel does not block any of the 10.25-inch digital instrument cluster, which can be configured to show gauges, map with speed readout, or a simplified look, most with a variety of info screen shown in center or side. Dash center under a/c vents is a 12.3-inch Uconnect 5 infotainment touchscreen with real volume knob and touch icons for seat heat, steering wheel heat and more on the left and right sides.

Our Alpine sound system was good, but the squircle steering wheel blocks the driver’s view of the screen’s left side controls. And a few times, the navigation map blanked out when we were in “Home” screen – split – mode.

The dashtop is finished in stitch-edged black leatherette, with more padded white faux hide under a center trim that resembles plastic corduroy.

Below the center screen, which also displays exterior cameras, off-road and hybrid info and more, is a strip touchscreen with haptic a/c controls that click as you tap, above basic – and slightly hard to see – buttons for low gear, traction control and lane-keep, plus parking sensors and dual USB ports. 

There’s rubberized storage space under that at the head of the wide center console, which gets hard plastic where knees touch, and had some gaps in its inside trim. There’s a big start/stop button, a gear selection knob and buttons for off-road cruise control and auto-hold. There’s big cup holders, and lots of room under the center armrest.

One note – I could use a bit more leg room in the driver’s seat, even when it’s all the way back. But even there, back seat leg room is really nice, as is head room, with rear vents, USB ports, and folding center armrest.

The seatbacks do a 60/40 split and fold flat to expand a seriously big (33.6 cubic feet) cargo area, expanding it to 68.3 cubic feet – but a spare tire takes up the decent underfloor storage space. The rear hatch is power-operated, with a foot wave under the bumper getting it to rise higher than my head.

We did hear an occasional buzz from the dashboard on rougher roads, plus a squeak in back, but the new Cherokee is a solid piece of kit. 

Jeep has backed off plug-in hybrids for now, with the Wrangler 4xe and others gone, and only hybrids in the mix; but a new range of pure EVs are coming. So we have a 1.6-liter turbocharged four-cylinder – the gas engine has 177-hp, paired with dual electric motors for a combined total output of 210 hp and 230 pound-feet of torque. A CVT (continuously variable transmission) and standard all-wheel drive funnel the power to the wheels.

2026 Jeep Cherokee Laredo Limited’s Hybrid Set Up Improves MPG

One look at the E-HYBRID status screen shows that this Jeep’s front – and rear axle – are hooked in to the gas engine. There’s a drive shaft aft to turn the rear wheels when needed, or disconnect and run front-wheel-drive for efficiency or just plain commuting. Four-wheel drive engages automatically.

The 1-kWh lithium-ion battery can briefly propel the Cherokee without any help from the engine up to 62 mph, as well as breeze through your neighborhood quietly, or nicely shut off the gas engine at suburban speeds. But just as there is no “TRAIL RATED” badge on this Jeep’s flanks, there’s no low-range available, nor locking differentials. The “Low Gear” button increases torque to all four wheels for better traction on slippery or uneven ground, and puts more power to all wheels. Jeep hints at more rugged Trailhawk version to come with real 4-wheel-drive and off-road equipment.

So on our daily commutes, I chose Auto in the Drive Mode menu – there’s also Sport, Snow, and Sand/Mud. The engine is a bit vocal when pushed, revving to a point as the CVT does the ratio work – there’s no tachometer, so I do not know where it revs to. There’s a bit of get-up-and-go off the line in Auto, the Cherokee cantering to 60 mph in a decent 8.7 seconds, EV first, then gas joins in. Set in Sport, the Cherokee jumps out of the gates, hitting 60 in 8.2 seconds as the engine and electric motors work well together.

Sport mode really makes itself known off the line, where EV and gas combine to get this SUV away from a stop light quickly, or even just when you pass. The gas engine jumps in audibly when it joins the EV system, and revs high at first as the CVT puts its power down with the electric motors. But when the gas engine sleeps and EV takes over in normal cruising, the transition back and forth is quiet and transparent. Oddly, invoking Sport mode automatically turns off traction control with a button tap restoring it.

Auto-engine off is quiet, with no driveline lurch when it brings the gas engine back online. Towing is rated at 3,500 pounds.

We did not feel any regeneration kick in when we backed off the throttle, although the hybrid screen shows it feeding energy back to the battery. We started with an estimated 500-plus mile range from the hybrid powerplants, with an average of 35 mpg during our time with it.

With a strut front suspension and a multilink rear, this 4,295-lb crossover swallows speed bumps, comfortable and refined as it just swallows speed bumps and rougher pavement with no after-bounce or head bobbing. Handling with all-wheel-drive allocating power where needed was solid in our suburban loop, neutral in cornering with no body roll.

Those who want some sportiness will find there’s no way to manually downshift as you come near a curve, but push harder and the 18-inch Nexens in front only show a hint of understeer. And in steady-state cornering, we had more understeer, but mild and easy to back off throttle and stay tucked in line. Overall, handling was good, but maybe a sharper feel would be cool.

The electric power steering was a bit light in feel, but direct in Auto drive mode, with a solid on-center feel which felt a bit artificial. Our 2,200-mile-old Jeep has 13-inch front/12.8-inch rear disc brakes with a firm regen invoked pedal bite up high, then solid braking with some nose dive at full stop, but no brake fade after repeated hard use.

The new Cherokee is a soft-roader, although Jeep says it has very good approach and departure angles – 19.6-, and 29.4 degrees respectively. So we tackled a pine forest route with Drive mode in Sand/Mud, and it had great traction, comfortable rebound over roots and ruts, and no issues fording some shallow ditches. In summer Florida rains or December snow storms in New Jersey, it will do just fine. You also have an off-road display that shows body lean and nose-up/down angle, but only at low speed, plus another screen with engine gauges like voltage, coolant, oil, transmission temperature and more.  

The lane-keep system is very evident when smart cruise is engaged, and you really feel it keeping the Cherokee arrow-straight between the lines – you also get a steering wheel vibration if you go near or over a lane line.

A base Cherokee Drive 4×4 starts at $35,000 with cloth seats and that 210-hp hybrid powerplant. Our Laredo starts at $38,000. It’s add-ons included the $2,000 Limited package with leatherette seats, power liftgate, power front seats, alarm and phone charging pad; $995 Tech Group with off-road info page, in-dash map, Alpine 9-speaker audio and more; $1,595 panoramic moonroof and a bit more for a final price of $45,580.

Bottom line: Welcome back to a roomy, capable, handsome and fuel-efficient hybrid Cherokee that needs a bit more polish – can’t wait for the Trailhawk.  

2026 Jeep Cherokee Laredo Limited Specifications

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

Base price – $38,000 ($45,580as tested)

Engine type – turbocharged inline 4-cylinder

Displacement – 1.6 liters

Gas engine horsepower (net) – 177 @ 5,500 rpm

Combined gas/electric horsepower – 210

Combined  torque (lb-ft) – 230

Battery pack: 400V nickel manganese cobalt

Transmission – CVT automatic

Wheelbase – 113 inches

Height – 67.5 inches

Overall length – 188.1 inches

Overall width – 74.7 inches w/mirrors

Ground clearance – 8 inches

Front headroom – 40.3 inches

Front legroom – 41.3 inches

Rear headroom – 40.5 inches

Rear legroom – 38.5 inches

Cargo capacity – 33.6 cu. ft./68.3 w/seats folded

Towing capacity: up to 3,500 lbs.

Curb weight – 4,295 lbs.

Fuel capacity – 13.7 gallons

Mileage rating – 39 mpg city/35 mpg highway

The post 2026 Jeep Cherokee Laredo Limited Gets Electrified appeared first on EV Rider.

Use THIS LINK and discount code 25EVDBILL for 25% off the EVDANCE charger extension cable

If you’ve ever been traveling and run across a level 2 EV charger cord that’s too short—or maybe even at home—this episode of EV Rider is going to solve that problem once and for all.

In the video at the top of this post you’ll see EVDance’s 40-foot-long, Level-2 EV charger extension cable in action. It’s rated for 50-amps or up to 12 kW of continuous current.

I’m sure long-time EV owners are already running through the scenarios in their minds of how this extension cable could help out in a pinch. But for you newer EV owners, let me give you a couple of personal, real-life examples.

I tend to go on a lot of road trips. I put more than 67,000 miles on my last EV, driving to more than 20 states. Sometimes I stay with friends or family, or at hotels. Occasionally what I’ll find is the cords are just too short. Or, if I’m overnight charging at a friend’s house with just a regular household outlet, maybe that outlet is in the back of the garage and my charging cable just won’t reach. This solves all those problems.

Another problem that you’re likely to run into at some point is you’ll occasionally find gasoline drivers that park smack in an EV spot in a shopping center or a parking garage, blocking the charger. When this happens if there’s another spot one or two spaces over, you’ll have no problem since you’ll have 40-feet of additional length to work with.

I’m fortunate to live in a home with a garage, but I do remember the days of living in downtowns, so I do understand the plight of EV owners that might be in an urban environment, in an apartment complex, or another spot that might be away from chargers. Again, a 40-foot extension cable—in addition to whatever your regular cable’s length is, gives you a lot of flexibility that’s likely to come in handy.

Having the extension cable could also save you money by allowing your electrician to skip a long cable run when installing a charger. Or, if you’ve already got a Level 2 outlet, for example in the laundry room, the extension cable might save you from needing to install a second outlet in the garage or driveway.

The extension cable comes with its own carrying case, so it’s easy to just put it in your frunk or some place out of the way. It includes a UL-rated cable, IP 66 water and dust resistance rating along with a 4400-lb load resistance. Bottom line: this is one sturdy accessory that appears very well made. During my day-long testing, it never became warm to the touch inside the garage.

Although it’s rated at 50-amps and 12 kW of continuous current, I personally wouldn’t push it that hard. I would limit it to no more than just under 10 kW. That’s because I prefer to maintain a wide safety margin, rather than pushing a product to its absolute limit.

For new EV owners that may not be aware, most EVs allow you to manually set the amperage that the EV will accept in your car’s infotainment system when you’re AC charging.

If your car doesn’t have that feature, and if you’ve got a smart charger, the charger or the charger’s smartphone app may also allow you to adjust amperage.

There are a few EVs out there that can take in more than 12 kW of continuous power. For example, Hummer EVs can handle 19.2 kW, so you’ve got to be sure if you’re going to use this cable with the fastest AC charging EVs that you dial the power back. Exceeding any charging component’s power or use rating is never a good idea.

Another thing, if you’re new to EVs: this cable will only going to work for level 1 or level 2 AC charging. It will not work at level 3 DC fast chargers, such as a Tesla Supercharger or an Electrify America station. And again, for you new EV owners, there are two main types of level 2 chargers: J-1772, which is what my review unit has, and NACS, which is what you see on Teslas and some of the brand-new EVs.

EVDance has got you covered either way. You can get either an NACS or a J1772 extension cable. And for you EV Rider viewers, the company is offering a 25% discount for anyone that want to purchase one. Use THIS LINK and discount code 25EVDBILL at checkout

Editor’s Note: EVDance provided EV Rider with the charging extension cable featured in this review but did not have any editorial input into this video’s or post’s production, nor did it see an advance copy of the video. EV Rider’s editorial policy regarding review units is available here for anyone that would like to review it.

The post Is Your EV Charger Cable Too Short? Here’s The Fix appeared first on EV Rider.

This week on EV Rider, after four years and 67,000 trouble-free miles, I’m saying goodbye to my Ford Mustang Mach-E, as I welcome a new to-me EV to my home stable.

Post your ChargerDaytona or Mustang Mach-E questions or comments here

Before I talk about my just acquired used 2024 Dodge Charger Scat Pack EV, here’s a quick summary about my Mach-E.

The Mustang Mach-E has been a wonderful car. Since I just recently did a 60,000 miles review, I won’t bore you by repeating what’s in that video, but here it is for anyone that would like to watch it:

The Mach-E’s short story is that in its final 7,000 miles with me, including a seven-state road trip, everything went just as smoothly as always.

As I end my ownership experience with the Mach-E, I can heartily recommend it to anyone considering a new or used EV.

Next, let’s look at what I replaced it with.

Dodge’s Charger Daytona is one of the most controversial EVs on the road today. A good number of V8 HEMI fans are furious that the fastest 0-60 mph Dodge currently has in production is now an EV, and not many EV fans are likely to consider a two-door muscle car that by EV standards, is fairly inefficient.

Plus, early Charger EV owners have a reported a variety of issues, a good many of which required the cars to be towed. Add it all together and these cars have lost up to 50% or more of their value in under two years.

Since I absolutely love the style, comfort, handling and performance of the Charger, I decided to take a chance, given the price plummet.

For you Charger owners out there, my CarFax report shows the flashes have been performed on the car, so I’m hopeful that many of the software glitches and 12v accessory battery issues that plagued early owners might be in this car’s rear view mirror.

One nice, early surprise, the Charger is showing a 3.6 mile per kWh average since I reset the trip odometer after taking ownership.

It’s too soon to know, but when driving the Daytona in Eco mode it’s looking like it will probably match or maybe even exceed my Mach-E’s range, which if that proves to be accurate, would be a wonderful surprise.

I’m still in the honeymoon phase and learning, so I won’t begin to try to evaluate the Daytona yet.

But here’s what I will say early on, the Charger has the two-door personal luxury coupe presence I love, which is a rare find among new cars, whether gas or EV. And it’s making a strong first impression.

For you Charger owners, I’d invite you to watch the video I did on a fellow owner’s Scat Pack a few months ago and be sure to subscribe since I’ll be doing follow-ups on my Charger as I get to know it better.

More Dodge Charger Daytona Coverage

Dodge Charger Scat Pack EV: 1,800-Mile Road Trip Test

Long-Term Owner Review: Charger Daytona Scat Pack

Drop Top Customs Developing Dodge Charger EV Convertible

Production Dodge Charger EV Unveiled With Full Specs

2024 Dodge Charger Daytona EV Convertible Announced

4 EV Coupe Concepts; 2 Headed For Production

More Ford Mustang Mach-E Coverage

How To: LED Car Interior Lighting Accessories

EV Vs. Gas Mustangs: Fuel Cost Difference Is Striking

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

The post EV Swap: Mustang Mach-E To Charger Daytona appeared first on EV Rider.

Now that I’ve got a full year of data, let’s look at how my rooftop solar set up is performing, and most importantly, how much money it’s generating.

I had my 8.4 kW system installed in January 2025 by Jacksonville’s Synergy Solar, which installs solar, EV chargers and battery systems across the First Coast. Synergy is also a full service state certified roofing contractor. The system was turned on in February 2025 after permitting and inspections were completed.

The system cost $21,705, including taxes and fees.

In its first 12 months it generated $975 worth of electricity. That’s based on my utility’s per kWh rate, including taxes and fees. It also qualified for a 30 percent federal tax credit of $6,511, which puts the return in year one at $7,485.

But I haven’t mentioned two significant payback factors yet. First, having solar keeps us from tripping into our utility’s higher tier two rate, which we would face many months of the year without solar.

And second, we own three EVs, which means our fueling costs are running less than half of what they would be to buy an equivalent amount of gas.

Let’s look at just one of our vehicles, my 2022 Mustang Mach-E, which runs almost exclusively on solar power, except when road tripping.

If we compare it to the most fuel-efficient gas 2022 Mustang, the EcoBoost Turbo 4, the electric Mustang saves $1,140 in fuel costs over 10,000 miles, which is my best guess of how many miles I probably drove on solar power over the past year.

I’m basing that assumption on the price of regular at my neighborhood gas station, which $3.91 on the day story was written and on my home per kWh cost, which was 14 cents..

To keep my payback assumptions from potentially being overly optimistic, I’m skipping calculations on what the other two EVs saved in fuel costs, especially since one of them is primarily charged at night, using grid power. That also gives me wiggle room to account for constant fuel price variations and any other factors that might skew the true return.

So, being conservative, it’s safe to estimate that we earned back $2,115 in year one, plus the $6,511 tax credit.

Now let’s look at the grand totals. After the tax credit, our solar system cost $15,194. Assuming we keep earning $2,115 a year, the system will have completely paid for itself in 7.18 years.

But keep in mind, those numbers don’t include inflation, which is another factor that should speed up the payback.

This year alone, JEA, which is my publicly owned utility, is seeking an 8% rate hike, which if approved, will kick in this October. Based on historical trends, it’s reasonable to assume JEA will seek additional rate hikes.

While it’s impossible to precisely predict our payoff period, based on the numbers, it appears to reasonable to forecast our solar setup will earn back its total cost in under seven years. After that, it will literally be generating free electricity.

By the way, for you numbers nerds, as I record this episode, we’ve generated 15.5 MWh of power since we turned on the system in February 2025.

That equates to saving more than 10 metric tons of C02 being pumped into our atmosphere, according to Google’s Gemini AI, which estimates the savings as ranging from 10 to 11 metric tons, depending on a variety of factors.

Whether rooftop solar makes sense for you depends on a lot of factors, including: how old your roof is, how much sun you get, whether you’ll be taking out a loan, what your power use patterns are, what your utility’s net metering policy is, whether you’ll want a battery storage system and more.

If I can help answer any questions you have about solar, feel free to drop me a line in this video’s YouTube comments section.

Related: 8.4 kW Rooftop Solar Install

Editor’s Note: Synergy Solar sponsored the video at the top of this post but did not have any editorial input or say about its production.

The post Is Solar Worth It? 1 Year Update appeared first on EV Rider.

Artist Diana Brewer’s 1952 GMC pickup truck, nicknamed Pa2unia, is a stunning shapely classic design with some handcrafted touches by her.

But as we united this classic, artfully patinated 196-inch-long green pickup with its way bigger great-great grandson, one thing was for sure – it was dwarfed by this high-tech 64-year-old descendant – which does not use petrol as its motivation.

Standing a good foot taller was the 231-inch-long, 75-inch tall 2026 GMC Sierra AT4 EV, as in electric vehicle. And while Pa2unia’s 100-hp inline 6 was a sturdy workhorse then and now, it’s no match for our Summit White Sierra AT4’s 725 horsepower and 775 lb-ft of torque. But gosh, did they look happy together among some amazing stuff in the Brewer’s Towing Service yard, as family cats wandered over to check it all out.

Then we decided to leave Pa2unia and play with our EV Sierra on Northeast Florida’s roads. After all, Pa2unia looks best in the sun, not shaded by a grandchild.

OK, both the GMC Sierra AT4 EV and Chevrolet Silverado Trail Boss EV that we just tested share GM’s Ultium battery platform. So they match each other within an inch or so. There’s also basically the same silhouette.

But the Sierra EV has one thing the Silverado EV does not – a grille, or at least a neat black panel that looks like one. And that black panel makes this EV look more GMC, plus it’s got a cool backlit GMC badge dead center, framed by a lit LED accent.

Outer corners are framed by angular DRLs, while the AT4’s red tow hooks are flaked by LED headlights under a ribbed bumper with the only vent, flanked by fog lights – and over a lower skid plate. Squared-off fenders edged in black frame 18-inch AT4 wheels wearing meaty, knobby off-road Goodyear Wrangler rubber with seven inches of clearance between tread and fender flare edge.AT4’s get a 2-inch factory lift.

There are running boards under smooth doorskins. The roofline is low, with higher sills for a streamlined look aided by the sloping C-pillars flowing into cargo bed sides. LED taillights flank a multi-purpose tailgate over a meaty bumper and more silver skid plates. There’s a folding solid tonneau cover to protect what’s in the bed.

Cool fact – this Sierra EV is about 11 inches shorter than the gas Crew Cab version – it’s big but short overhangs and a cleaner body shape help visually shrink it. I also like the GMC heritage in its look.

The running board does not deploy, and there’s no grab handle for the driver. All other doors get them – so you grab the steering wheel and hoist up and into black leather seats with white piping and stitched accents. Only what’s below that looks like basic GM plastic.

Our seats were 16-way power-adjustable, the driver’s getting dual memory presets, although the lumbar control on the driver’s seat cushion did not work on our 5,100-mile-old truck.

While the Silverado EV gets a sweeping, almost one-piece digital gauge and infotainment display, our Sierra EV starts with a standalone 11-inch screen ahead of the driver. It offers everything from a simplified digital mph readout, to a navigation map with speed, or various gauges. Almost all add a small info screen.

The thick leather-clad steering wheel gets standard cruise and screen selection controls in front, and audio buttons in back, plus a small regenerative braking paddle. It’s adjustable too.

Stacked vertically center-stage, versus the Silverado EV’s horizontal one, is a 16.8-inch touchscreen that shows navigation, EV info and more, with a big volume knob low and center. A main menu screen handily accesses settings, Wi-Fi hotspot, phone and most other controls.

There’s a separate icon to access headlights, as well as a menu for trailering, activating the Wi-Fi hotspot, or sensitivity for regen braking/one-pedal driving. I liked the simulated overhead camera images to help back neatly into spots, plus focused nose and tail camera – great for tight spots, or just centering on a trailer hitch.

The center screen also shows big left and right blind spot camera views when you activate turn signals. Below are more touchscreen icons for climate control along with 8 physical buttons for those that would prefer to skip the touchscreen.

The wide center console is framed in more perforated leatherette, with a neat inductive phone charger atop the storage area’s sliding door. There is additional space and USB ports underneath along with storage under the padded armrest.

Back seats offer serious head and leg room for two, even three adults, with a/c vents and heated outboard positions. Seat bottoms fold up 60/40 to reveal storage options. The seatbacks flip forward to offer a platform.

GMC Sierra AT4 EV Offers Tons Of Cargo Space

Like the Chevrolet Avalanche of the early 2000’s, there’s a 60/40 midgate behind the seats that folds down to extend storage space into the cargo bed. Even the rear window can be removed for open air driving.

The Sierra EV has a long laminated clear glass roof – no sliding moonroof – tinted to block UV rays. On sunny days, the Sierra did not warm up, but I’d still want that optional $150 sunshade.

That 57.5-cubic-foot cargo bed has low wheel well intrusion, 115-volt power plugs and a folding metal cover for weatherproof stowage. The MultiPro tailgate has a mini-gate that folds to become a chest-high work table. There’s a step when the tailgate is down;- or a barrier to keep stuff in the bed when it is open. It can handle stuff over 10 feet long. There are steps carved into the outer corners of the rear bumper to ease access to its innards.

With no gas engine under the hood, there’s a frunk with 11 cubic feet of room, plus cup holders, 120-volt plug and drain plugs for picnic ice to melt away.

GM has done EVs right with its adaptable Ultium platform with lots of room for multiple liquid-cooled lithium-ion battery modules down low between electric motors, one at the front, the other in the rear – with Torque Vectoring e4WD. Tap the right icons to select Max Power, and you access 760 hp and 785 lb-ft of torque from its 205-kWh Max Range battery in the AT4 trim. It has an NACS Tesla Supercharger-style port, allowing you to add up to 120 miles of range in 10 minutes at the fastest Level DC charging stations due to its 800-volt electrical system, or a 10 to 80 percent charge in about 40 minutes. At home it can it can gain 25 to 35 miles of range per hour at a maximum rate of 19.2 kW, assuming you have an 80-amp Level 2 charger.

The result is a real truck with real range. We saw 466 miles of estimated range with a 96% charge. GMC saysits rated for 478 miles with a full charge. After 217 miles of highway and suburban driving, with full regen braking, we still had 49% of the battery left, and an estimated 237 miles of displayed range. This full-size EV truck came close (20 miles) to delivering the real range it promised. We never needed to charge it – and averaged 2.1 miles per kWh. No range anxiety here. That’s not too bad for a pickup truck that happens to be an EV. It can tow more than 12,000 pounds, and retain usable range, we are told.

There are four drive modes – Normal, Off-Road, Tow-Haul and My Mode, accessible via the main screen menu display’s Drive Modes icon. My Mode lets you customize steering, accelerator feel and motor sound, from Normal to Sport.

Oh yes – there’s a Thors Hammer icon on that screen, unleashing all 760-hp. And you can also change your one-pedal regen braking reaction from Normal, to High, or off.

We spent most of our test drive in Normal mode. It’s very responsive, with an immediate launch and 60 mph in 5.6 seconds. Tap Thor’s Hammer – the icon pulses with rippling sound effects – and the Sierra EV launched hard to 60 mph in 4.5 seconds, no drama, no wheelspin. In that mode, motor noise was amplified, a great turbine-like motor noise, while steering really tightens up.

And here’s the fun part. There’s no Sport drive mode, but tap in My Mode, then adjust its settings – Sport steering, Adrenaline in the Acceleration setting, and Sport for motor sound. Tap Thor’s Hammer – this EV rears up and launches, all wheels grabbing, to 60 mph in 3.7 seconds with no drama. There was no diminution of launch torque, or much range loss when we did a succession of quick launches. And acceleration from a stoplight, or to pass, was great due to instant EV torque that stayed online through legal speed.

Chevy Silverado Trail Boss EV Video Road Test (story continues below)

For comparison, the Silverado Trail Boss EV we tested recently hit 60 mph in a quick 5.5 seconds in Normal; MyMode with sport selected did 60 mph in 4.9 seconds. In maximum power mode, 60 mph came in 4 seconds flat.

Our test truck’s fully independent coil suspension with a hydraulic rebound control smooths out rough pavement. Our ride was quite plush yet controlled, probably helped by the weight of the battery pack. Add in tall Goodyear sidewalls and this truck swallowed speed bumps with a one after-bounce. Regen braking allows you to basically “downshift brake” into turns, where this big truck was neutral with a tad of body roll in suburban cornering. Push harder and there’s some understeer, like most pickups.

Like the Silverado Trail Boss we just tested, there’s four-wheel steering. The rear wheels turn a bit opposite from the fronts to tighten turns. We did a U-turn in my neighborhood that a regular gas Sierra can’t handle. There’s also “CrabWalk” – front and rear tires turn the same way to sidestep stuff – novel, with grins from those who saw it.

The 8,844-lb. GMC’s 14.5-inch front/13.5-inch rear disc brakes had a solid pedal feel and decent stopping power with some nose dive at full stop. In daily driving, one-pedal regen invoked right as you let off the accelerator. It was a bit abrupt until I figured it out, then finessing it is easy, to stop this Sierra EV where you want.

Then we tried this 4-ton EV, with its all-wheel-drive, all-terrain tires, 2-inch off-road lift and underbody protection, on bumpy, dusty Florida woodland roads. Using Terrain mode, which turns off traction control, backs off throttle input and mimics a gas truck’s low range, its easily handled ruts and sandy verges. There was no wheelspin under acceleration.

Super Cruise (included in AT4) easily handled autonomous driving on federal and some state highways, staying on and maintaining lanes hands-free. Unlike some other hands-free systems, this one will only change lanes if you tap the stalk. This is also a very quiet truck, nothing other than a hint of wind and tire noise at highway speed.

And after pitting classic and new GMC nose-to-nose, what did the Brewers think of Pa2unia’s great-great? They loved the shape, technology like its crab-walk and rear-steer, and the EV range. But Pa2unia, as Diane’s pride and joy, is still the GMC to have, they say.

The 2026 GMC Sierra EV Elevation with EPA-estimated 283-mile standard battery, starts at $64,995. Our AT4 Max Range starts at $89,600, with the $2,250 folding bed cover – final price of $93,545; a few bucks less than the Silverado EV Trail Boss we just tested with similar gear.

Bottom line: The range, power, relative agility and room for everything makes this a real choice for a real EV truck – and it looks cool, even next to Pa2unia.

2026 GMC Sierra AT4 EV Max Range Specifications

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

Base price – $89,600 ($93,545 as tested)

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

Horsepower (net) – 760

Torque – 775

Transmission – 1-speed transmission

Wheelbase – 145.7 inches

Overall length – 233 inches

Overall width – 83.8 inches w/o mirrors

Height – 78.2 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/57.5 cu. ft. volume

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

Weight – 8,844 lbs.

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

The post GMC Sierra AT4 EV Goes The Distance appeared first on EV Rider.

If you’re looking for a few easy, inexpensive ideas to spice up your EV, this episode is for you.

Now that I’ve put more than 66,000 miles on my 2022 Mustang Mach‑E, I felt the time was right to add a bit of extra bling.

Editor’s Note: Links to all the products mentioned are at the bottom of this post

Interior LED lighting has become a big theme in new cars, making some of them absolutely stunning at night. So it’s no surprise the aftermarket has quickly caught up with cheap, do‑it‑yourself products.

I’ve added six pieces of LED lighting to my interior for less than a hundred dollars.

Let’s start with my favorite addition: an acrylic LED strip light.

It was easy to install—taking roughly an hour—with most of that time spent doing test placements.

It easily snaps into crevices and comes with tape in case the openings in your car are wide enough that a little extra securing is needed.

More Mustang Mach-E Coverage (story continues below)

EV Swap: Mustang Mach-E To Charger Daytona

EV Vs. Gas Mustangs: Fuel Cost Difference Is Striking

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

What I like about this particular kit is that no complicated wiring into a fuse box or battery is required. You can hide the wires under your dash and side panels and then plug it into your car’s USB port.

Once you’ve got it installed, it will turn on and off automatically since it’s being powered by an accessory port.

What really makes it fun is the nearly unlimited number of color combinations and patterns, so you can match or contrast it with your car’s other lighting. It also includes an app and a remote control, along with about five different brightness levels so it’s not too dim during the day or too bright at night.

One thing I don’t like is the app. It requires GPS to work, which is unnecessary and makes me wonder if some sort of tracking is enabled. It also doesn’t work with Android Auto or Apple CarPlay, which pretty much defeats the purpose. So I just use the remote control if I want to change the color.

Next on the list: custom LED cup‑holder lights. You can submit whatever logo and lettering you want—the light pucks are custom‑made.

They’re powered by rechargeable batteries with USB connectors. Whenever your car is in motion at night, they illuminate, and then shut off after about 30 seconds when the car is still or during daylight hours thanks to their light and motion sensors.

They feature seven different colors, and the manufacturer claims a single charge should last a month or more with normal use.

Next up are custom door‑sill plates. Like the cup holders, they can be customized with words and logos when ordering.

They also include a light sensor so they turn off when the door is closed but illuminate when it’s open.

They come with adhesive so you can snap them into place and easily remove them for charging. In my case, I opted to put magnetic tape on the back instead. That tape, by the way, was not included. Like the acrylic LED strip, the door sills have a seemingly limitless number of available colors and patterns.

And like the cup‑holder lights, they can be customized when ordering.

One thing I don’t like about the door‑sill lights is that the LEDs aren’t evenly lit. At night they look great, but during daylight hours they only look half‑lit.

Of the three, my favorite is the acrylic LED light strips, which—if you were so inclined—could also be added to things like door panels and armrests.

LED Car Interior Lightning Accessories Product List

• Acrylic Interior Car LED Strip Light: https://amzn.to/4o4Cotz
• 2 Pcs Led Door Sills: https://amzn.to/4ua455G
• Custom Logo LED Cup Holder Lights: https://amzn.to/4vmj39L
• Thin Magnetic Tape Roll: https://amzn.to/4fTWSDk

The post How To: LED Car Interior Lighting Accessories appeared first on EV Rider.

This week on EV Rider we’ve got a video-only edition as we drive Porsche’s 2022 Taycan Cross Turismo 4 and talk with the owner about its strengths and weaknesses over the years.

A big thanks goes to Josh Giebel for letting EV Rider drive and produce a video on his Taycan. Josh previously owned a Tesla Model S and his wife owns a Tesla Model X. Josh also owns a Porsche 911 Carrera Cabriolet with a 6-speed manual.

Editor’s Note: A transcript of the video is available on YouTube.

Taycan Competitor Videos

The post Long-Term Review: ’22 Porsche Taycan Cross Turismo appeared first on EV Rider.

Google Maps, in-car video streaming and widgets are about to get a big overhaul in most EV brands.

Google has announced a major Android Auto update is coming that will do a better job of seamlessly integrating your car’s screen.

At the top of the list is a new auto-adapting feature that will allow Android auto to nicely fill the growing number of screen shapes cars are debuting.

For example, the electric MINI Countryman SE ALL4 that EV Rider tested comes with a circular display. The new Android Auto will now adapt to the circle’s shape rather than just being a rectangle in the middle of the screen.

The same thing applies to the Lucid Air’s curved display, or the new BMW iX3’s trapezoidal screen shape.

Google Maps will now be able to wrap edge-to-edge.  And speaking of Google Maps, it’s being updated with a redesigned 3D view that shows three dimensional things like buildings, overpasses and terrain.

Here’s a list of brands that Google has so far confirmed will be will be receiving the update:

For those that don’t already know, Google has also been in the process of rolling out native EV route planning. For example, in the Ford Mustang Mach-E Android Auto’s Google maps will suggest charging stops and precondition the battery as the car approaches the charging stop.

For EV owners that choose to stay in their cars while charging, perhaps the most important update is high-definition video streaming. Video apps are coming to Android Auto with up to 60 frames-per-second of full HD.

When you’re done charging and put the car in drive the stream will keep playing. Android Auto will automatically transition the video to an audio-only stream so you can keep listening without interruption. You can see how it works in the video at the top of this post.

Widgets are also coming, allowing you to put overlays on top of Google Maps. Gemini is also being fully integrated, meaning you’ll have one of the best large language AI models in your car.

While you might think that’s overkill, its going to have a lot or practical applications as it integrates with services. For example, you’ll be able to tell Gemini to order your usual Doordash meal right from your car and have it waiting for you the second you get home.

Cars with high-end audio systems will also be getting a boost with Dolby Atmos support being added. One thing that wasn’t mentioned is whether the Chrome browser might finally be allowed on Android Auto.

For General Motors brands and other car makers using Google’s built-in Android Automotive operating system, a similar host of improvements is coming.

The major upgrade is expected to roll out later this year although a specific month wasn’t announced.

The post New Android Auto With Improved Maps, Video To Debut appeared first on EV Rider.

A daily roundup of EV news from some of EV Rider’s favorite websites and YouTube channels.

Inside EVs

Automotive Addicts

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  2028 Mercedes-Benz GLA Goes Electric First With Hybrid Models to Follow
  on July 29, 2026

  Mercedes-Benz is taking its entry-level SUV into a new era with the redesigned 2028 GLA, and the biggest change is how it will launch. Following the same playbook as the  Full Article »

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  2026 Cadillac Lyriq V Premium Review & Test Drive
  on July 23, 2026

  Cadillac has certainly made some major moves in the past few years to better position itself deep into its American luxury segment. Some of that movement is in part thanks  Full Article »

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  Mercedes-AMG CLA 45 4MATIC+ Goes Electric With 680 HP and Supercar-Level Acceleration
  on July 9, 2026

  Mercedes-AMG is taking the CLA 45 into a completely new performance era with the new CLA 45 4MATIC+, an all-electric compact performance machine that brings numbers once reserved for far  Full Article »

EV

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  Leapmotor Becomes First Startup Delivering 100,000 Vehicles in a Single Month
  on August 1, 2026

  Leapmotor delivered 101,267 vehicles globally in July, becoming the first of China's emerging electric-vehicle makers to clear 100,000 units in a single month. The post Leapmotor Becomes First Startup Delivering 100,000 Vehicles in a Single Month appeared first on EV.

• 
  Zeekr Delivers Record 35,837 in July as Premium Mix Holds
  on August 1, 2026

  Zeekr delivered 35,837 vehicles in July, a 111% increase from a year earlier and a fourth consecutive monthly record for the premium brand owned by the Chinese giant Geely Holding Group. The post Zeekr Delivers Record 35,837 in July as Premium Mix Holds appeared first on EV.

• 
  Onvo Delivers 10,155 in July, Its Second Straight Monthly Fall
  on August 1, 2026

  Onvo, the family-oriented sub-brand of Nio Inc., delivered 10,155 vehicles in July, a 69.9% increase from a year earlier but a 13.5% decline from June, the group said on Saturday. The post Onvo Delivers 10,155 in July, Its Second Straight Monthly Fall appeared first on EV.

• 
  Nio’s Firefly Brand Delivers 5,771 Vehicles Globally in July, 16% of Group
  on August 1, 2026

  Firefly, the entry-level brand of Nio Inc., delivered 5,771 vehicles in July, a 143.9% increase from a year earlier and a 16.9% fall from June, the group said on Saturday. The post Nio’s Firefly Brand Delivers 5,771 Vehicles Globally in July, 16% of Group appeared first on EV.

• 
  XPeng Delivers 38,027 Vehicles in July, Passing 1.2 Million Lifetime
  on August 1, 2026

  XPeng delivered 38,027 vehicles in July, a 3.6% increase from the 36,717 units handed over a year earlier, the Guangzhou-based company said on Saturday. The post XPeng Delivers 38,027 Vehicles in July, Passing 1.2 Million Lifetime appeared first on EV.

Motor1

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  Ferrari Goes Beyond Electric: New Models And Biofuels Coming
  on July 31, 2026

  Two new Ferraris will arrive by the end of 2026, and biocarburants have already been tested in Maranello

• 
  Mazda CEO Says The Miata Could Go Electric—Eventually
  on July 30, 2026

  Mazda says the next MX-5 won't abandon gasoline just yet, but its replacement is already being engineered with electrification in mind.

• 
  Mercedes Reinvents Its Smallest SUV For The EV Era
  on July 29, 2026

  The new Mercedes-Benz GLA comes in two electric flavors with up to 349 horsepower. Don't worry, there's a hybrid too.

Clean Technica

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Electrifying

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The new Lexus ES looks promising- from one side… #lexus #cars #ev #luxury

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Mercedes GLA Electric: 408 miles, 320kW charging… game on!

Kilowatt Half Hour Ep 117: JLR and Ford gamble their future!

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Everything Electric CARS (formerly FullyCharged)

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AMAZING small EV, with an ENORMOUS weakness! Honda Super N 1st Drive!

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Auto Focus – Marques Brownlee

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Corvette GrandSport X is an *Incredible* Deal

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Slate Truck First Look: The $25,000 Modular EV!

2026 Nissan Leaf Graduated from Glow-Up University

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Teslarati

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  Tesla Model Y L’s new features flexed at unveiling event at Diner
  on July 31, 2026

  Tesla flexed the new features of the Model Y L with a dedicated media event at the company’s Diner on Santa Monica Boulevard in Los Angeles. The Model Y L is the extended-wheelbase version of the all-electric crossover, which has been voted the best-selling car in the world on three occasions. The vehicle is already The post Tesla Model Y L’s new features flexed at unveiling event at Diner appeared first on TESLARATI.

• 
  Tesla CEO Elon Musk denies ridiculous Gigafactory Shanghai rumor
  on July 31, 2026

  Tesla CEO Elon Musk took to his social media platform X on Thursday night to deny a ridiculous rumor regarding the sale of the company’s Chinese vehicle production plant, Gigafactory Shanghai. On Thursday, the Wall Street Journal, citing sources familiar with the matter, claimed in a scathing new report that Tesla was exploring a potential sale The post Tesla CEO Elon Musk denies ridiculous Gigafactory Shanghai rumor appeared first on TESLARATI.

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  Tesla AI boss reveals how big Optimus is going to get
  on July 31, 2026

  Tesla's Optimus chief corrected himself on X, confirming a staggering 10 million robot production target. The post Tesla AI boss reveals how big Optimus is going to get appeared first on TESLARATI.

The post EV Daily News Roundup appeared first on EV Rider.

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