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.

It’s hard to believe that mainstream EVs have been around long enough that they are already entering second, or even third generations.

But here we are, with the Toyobaru twins – the Subaru Solterra and Toyota bZ4X – not only getting mid-cycle facelifts, but more power, extended range and a NACS-capable charging port. Say hello to Tesla Superchargers for a re-juice.

In fact, as we see on our 2026 Subaru Solterra Touring, a lot has changed since the first one hit U.S. shores in 2022. Oh, in case you are wondering – Subaru chose a real-ish name for its version – “Sol” as the Latin term for sun, and “Terra” meaning earth – get it?

2026 Subaru Solterra Touring XT Styling Updates

The main design change comes in the nose, losing the shield-shaped grille in between arrow-shaped headlights, now gaining a gloss-black mini-grille with a backlit Subaru multi-star logo flanked by stacked LED DRLs over new, inset headlights. An air dam is under a center inlet below, flanked by inlet-like accents. White, plus black and our pewter silver models of this EV crossover also get body-colored fender trim around the wheels, versus black, for a cleaner look as compared to the last-gen. As part of shared Toyota and Subaru design language, fenders front and rear get prominent geometric flares.

The charge port is on the passenger-side front fender, moved from the driver’s side so you can more easily drive up to, then connect at most Supercharger units. A long clamshell hood with gloss black at the sloped windshield’s base lifts to show EV electronics and not a frunk.

In those squared-off flares live 10-spoke silver and gray aero alloy wheels shod in 20-inch Yokohama Geolander rubber. The design between tires is shared between Toyota and Subaru – flared lower sills under gently sculpted flanks. Subaru’s differences are gloss black window pillars and roof with a non-opening, panoramic glass moonroof with a power shade. Both get a split rear window spoiler/shade and spoiler wrapping around the top of slim LED taillights, whose framing slashes into the tail.

More Toyobaru sharing – black lower rear bumper with aero accents. It’s a sleek yet angular crossover with high beltlines that rise as they head aft under a visually low roof to add sleekness.

2026 Subaru Solterra Touring XT Interior Improved For 2026

The gray and black StarTex pleather seats are crossover height for an easy slide in. The mid-cycle refresh adds a new 14-inch Subaru Multimedia touchscreen with Apple CarPlay and Android Auto compatibility

Drivers face a squircle steering wheel with a comprehensive set of buttons in front, and small paddles in back that adjust regenerative braking. The redesigned 7-inch gauge display loses its indented design from the previous model, going with a higher placement with configurable display.

You have a digital speedometer circled by a power/regenerative use graph, with changeable information for audio or other uses. It also shows range and battery percentage, plus regenerative braking level. It’s all easy to see thanks to the flattened steering wheel. It also shows when the X-Mode snow/dirt drive mode and hill descent control are activated.

New for 2026 is a standalone 14-inch center display with navigation, audio and car system controls down one side, and more touch icons for seat heat/cooling and heated steering wheel. Climate controls retain physical knobs for dual-zone temperature, with temperature displays inside. Fan speed and vent position are also touchscreen icons over a central volume knob. 

Not much else is buried too deep in screen menus except some of the EyeSight Driver Assist tech, like lane-keep, cross-traffic alert and more. I liked the display that warned when traffic was passing in front of us at intersections. But some displays, like all-wheel-drive mix, are a tap or two away. I wish I could get that displayed on the gauge screen.

Other updates include a wider center console with twin inductive phone charge trays under that volume knob. My cellphone slid on its less-than-grippy surface. There’s also an interesting gearshift. You depress the rubberized collar on the shift knob, then select “Drive,” “Reverse” and “Neutral” – “Park” is a separate button. Drive mode (Eco, Normal, and Power) and X-Mode are nearby; so are camera and Auto-hold controls, and an X-Mode speed set for slippery driving. 

The front seats are power adjustable with dual memory for the driver. They have a supple faux leather that is comfortable and supportive. An accent light strip divided the gray and white dashboard, but don’t look for a passenger glove box. Instead, there’s storage space under the center console, while the center armrest opens from left or right and has adequate space.

Back seat room is good with decent head, leg and foot room, with rear a/c vents, outboard heat and USB ports. They sit a bit low, but that’s fine. Rear cargo space under a high-lifting power hatch is good with a security cover and underfloor storage.

Overall, it’s a cleanly redesigned, user-friendly and well-built, if slightly plastic interior, ready to handle four adults, and not show any wet weather activity, thanks the rubber floor mats.

The biggest change in the 2026 Solterra is under its steel and aluminum skin, where there are performance, range and charging upgrades.

2026 Subaru Solterra Gets Higher-Capacity Battery, Faster Charging

There’s a 74.7-kWh  Lithium-ion battery, which can deliver an estimated range of over 285 miles. Subaru says that’s about 25% better than the 2025 model. Our XT trim also had a new 338-hp, dual motor system that is nicely boosted from the last version’s 215 hp, making for an all-wheel-drive system that Subarus are known for. There’s faster 150 kW DC charging and a standard NACS (Tesla-style) plug that can access most Tesla Superchargers (V3 & newer). Subaru says that equates to a 10% to 80% charge in less than 35 minutes. Onboard AC charging has been increased to 11 kW.

We drove most in Eco mode, which offered more than enough motivation. When we tapped into the all-wheel-drive front/rear split screen, we found a nice mix of drive under power. Launched in Eco, there’s a brief, slow launch, then a surge to 60 mph in 4.2 seconds, which is plenty fast for a mid-range SUV. Set in Power mode, the 4,510-lb. Solterra surged on pedal tip-in to hit 60 mph in a quick 3.9 seconds. Passing power is really there when needed.

The left paddle invokes different levels of regenerative braking, four bars meaning we had immediate slowdown/max regen upon lifting off the accelerator. It slowed us to about walking speed, but not a stop – good enough, but I’d prefer the full stop mode some EVs offer.

We started our affair with our 1,083-mile-old Solterra with a 96% battery charge and an indicated 262 miles of range. Three days and 82 miles later, I was down to 67% battery charge and 180 miles range, which means that miles used matched estimated range. We drove flat Florida roads on full regen brake setting, which fed a mile or two back to the battery pack in stop-and-go driving. Subaru says it gets an EPA-rated 105 MPGe highway, and 128 MPGe city.

It took me 15 minutes to get it to 80% charged at a non-Tesla NACS Level 3 charger and another 10 minutes to get it to 90%, showing an estimated 244 miles of range – up to a claimed 278 miles on a single charge. That’s a pretty good charging time, showing one of the advantages of the new lithium-ion pack.. Subaru says the Solterra can go from 10 to 80% of charge in about 30 minutes. DC charging cost $9.64, which more than two gallons of gas would have, according to AAA averages. One note – a bone-chilling 40-degree night saw the battery lose 4 miles of range just sitting in my driveway.

It’s also worth noting that here in Jacksonville, home charging costs 11 cents per kWh while Electrify America charges 56 kWh to DC fast charge, illustrating the big price difference between AC home charging and DC fast charging when traveling.

EV Rider’s Bill Bortzfield ran into a charging hiccup during his Solterra jaunt. After an AC charge session, the Subaru’s provided Lectron J1772 adapter wouldn’t release from the NACS port. His troubleshooting steps of cycling through lock and unlock didn’t work. In the end, he released the adapter by finding a manual release cable with yellow pull tab under the hood. Based on what Bill found on a Facebook Solterra group, it appears some owners have run into a similar issue.

During the same charging session, the Solterra throttled the power it would accept to 32-amps, despite him using a 48-amp 240v charger on a 60-amp circuit. Bill checked the Solterra’s charge settings to ensure its AC charge rate was set to “Max.” He cycled through settings to see if lowering, then raising the maximum charge rate would force a return to its factory rated 11 kW peak AC charge rate. During an earlier charging session on the same home charger, the Solterra did peak at its rated 11 kW.

Being a Subaru, the 4-wheel independent suspension has a generous 8.3-inches of ground clearance, along with standard all-wheel drive, plus X-MODE with snow/dirt and deep snow/mud modes with Downhill Assist Control for low-grip or off-road capability. It’s retuned suspension provided a very comfortable ride, taut enough to absorb bumps easily, with no tight head-toss on rebound. The car is very quiet. The design offers a decent coefficient of drag with no wind noise from body or mirrors at speed. There’s just a hint of tire noise at 60 mph.

The Solterra took exit ramps under power neutrally. Push hard in a sharper turn and there was understeer and some body roll, while a run around our skid pad saw a tad more understeer and some traction control, but it was easy to handle and expected. The brake pedal had a direct feel with immediate bite, showing no fade after hard use, but some nose dive. Steering had a direct and well-buffered feel in Eco mode, a bit tighter and direct in Power mode. I’ve driven more rewarding EVs in this design range, but this is what Subie owners want – comfort, combined with good handling.

We tried X-MODE on a grassy field, finding an off-road display with tilt and yaw and multiple cameras, plus a transparent view of what’s under you off-road. It delays a front camera image and layers it under an outline. The ride was still very comfortable, absorbing bumps, while traction was perfect, which is good for beach and dirt trail riding. X-MODE reduces engine power and allows individual wheel brake application to rein in wheelspin and maintain grip. There’s even adjustable “Grip Control.” that can you set at low, mid and high speed so you can let the Solterra move along as you steer and brake. X-MODE can only be activated under 25 mph, and will only work under 18 mph.

Subaru’s EyeSight driver-assist technologies also include pre-collision braking, blind spot monitors, lane departure alert, a panoramic view monitor and smart cruise. Side and nose cameras are also included., so you’ll hopefully see what you are missing.

A base 2026 Subaru Solterra starts at $38,495 MSRP, which is the same price as the outgoing model. Our Solterra Touring XT starts at $45,555, with only two options: $495 smoked carbon two tone paint, and $207 rubber floor mats. The final price was $47,500.

Bottom line: Geometric design that says Subaru, good battery range; quick and convenient charging, and Subar acceleration. It’s a nice EV choice with room to grow in.

2026 Subaru Solterra Touring XT Specifications

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

Base price – $45,555 ($47,500 as tested)

Powertrain – Front synchronous AC motor with 224 hp and 198 lb-ft of torque/Rear synchronous AC motor with 117 hp and 125 lb-ft of torque

Horsepower (combined) – 338 @ 5,800 rpm

Battery pack – liquid-cooled lithium-ion

Transmission – Direct drive front and rear

Wheelbase – 112.2 inches

Height – 65 inches

Overall length – 184.6 inches

Overall width – 73.2 inches

Ground clearance – 8.3 inches

Front headroom – 38.6 inches

Front legroom – 42.1 inches

Rear headroom – 37.1 inches

Rear legroom – 35.3 inches

Cargo capacity – 24 cu. ft./64 w/seats folded

Towing capacity: up to 2,700 lbs.

Curb weight – 4,499 lbs.

Range: Claimed 278 miles

EPA MPGe rating – 105 city/128 highway

The post Subaru Solterra Gets Substancial Overhaul For 2026 appeared first on EV Rider.

This week on EV Rider we’ve got a video-only, long-term look at a 2024 Dodge Charger Daytona Scat Pack EV with more than 37,000 miles.

EV Rider met up with Charger Daytona owner Garrett Linenkugel in Daytona Beach, FL where he graciously let me take the wheel.

We got into a lot of pluses and minuses, covering everything from charging speed and performance to software gremlins and build quality.

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The post Long-Term Owner Review: Charger Daytona Scat Pack appeared first on EV Rider.

If I say “minivan,” some of you may say “soccer dad,” “mom-mobile,” or just “no way!”

What if I said Kia Carnival? You might say “Looks a bit like an SUV,” or “I might be seen driving that.” What if I said, “This Carnival SX Prestige Hybrid is a family limousine.” Hmmm? Just read on to find out why.

When Kia came out with its fourth-gen minivan in 2020 (it used to be called Sedona), then did a facelift in 2022, the aim was to make its 203-inch-long shape look more SUV-ish. It gave the classic one-box shape a more aggressive nose and squared-off roof – only side rails on back doors reveal a minivan. The nose edges close to the buff Telluride SUV with a smoked chrome grille that includes ingot-like facets in the latest version of Kia’s classic “tiger nose” design. Some are blocked off for aerodynamics in our hybrid. Stacked LED headlights are connected by slim lit amber DRL bars. The lower intake gets a faux brush guard and integrated LED fog lights. Cleaner flared fenders frame gloss black 10-spoke alloys wearing 20-inch Continental rubber.

The clamshell hood’s shutline flows into side design lines that become side door tracks, which slide into L-shaped LED rear lights that mimic DRL bars in front. There’s faceted alloy accents in the C-pillars and under rear side windows, plus silver spears in the lower sills.

The whole design stands 68.5-inches tall, not counting the black cargo rails. It’s a hint lower than both the Honda Odyssey, and PHEV Chrysler Pacifica. The Carnival looks more aggressive, with a more macho SUV hint than most MPVs. The Panthera Metal paint is cool. It appears metallic gray on cloudy days, with a hint of purple mist in the sun.

The 121.7-inch wheelbase helps give Carnival a longer, wider look, causing at least one person that saw it to think it was an SUV.

Kia Carnival’s Blue-Over-Tan Interior Features Smooth Design

The dashtop isn’t padded, but there’s stitched leatherette in front of the driver and front passenger. There’s a almost 25-inch wide infotainment screen in front of the driver, and audio/main menu panel for the co-pilot.

The gauge display gets a digital speedometer and real-time economy graph on the left, along with charge/eco/power use on the right. There are also audio, navigation, settings and trip information in between. Needed info like miles-to-empty, safety systems and mpg are always there. Tach and speedometer become blind spot video views down each side when you activate a turn signal.

The Bose sound system is good. It includes HD Radio, wireless Android Auto and Apple Car Play.

The touchscreen in the center offers a wide map display, or a slightly smaller one with weather, clock and more on the right. There’s even a back seat video monitor and Passenger Talk to check on the kids.

The thick, stitched leather steering wheel manually tilts and telescopes, with paddle shifters in back, and the usual audio/smart cruise/info display buttons in front. The front bucket seats were a bit flat, but comfy, with power adjustment and dual memory preset for the driver. They are also heated and cooled. A gloss black and silver band spans the dashboard with slim air vents and a warm ambient light accent. Then there’s a mini-touchscreen. It features a slim control panel used on other Kias that offers climate controls. Or tap the “arrow” button, and you get the main menu buttons for map, audio, phone, etc.

Unlike its first iteration, the main selection you tap here stays put, versus switching back to the climate control panel in seconds as in earlier iterations. But the icon buttons are small, and not too easy to use on the move. During the switch, temperature knobs become volume and tuning, the latter with handy steering wheel controls as well. There’s a color head-up display and digital rearview mirror.

The wide center console includes USB ports and a 12-volt plug, rubberized storage and a recessed inductive charging slot that puts a cellphone out of the way. The gearshift is a simple Drive/Neutral/Reverse knob with “Park” button. Nearby, there are auto-hold buttons along with a electronic parking brake and drive mode selector. Easy-to-use switches behind those control heated/cooled seats, surround-view parking camera, heated steering wheel and park sensors.

Kia Carnival Includes Limousine-Like Accomodations

Now comes the limousine part. Tap overhead buttons and the sliding side doors (with power windows) power open, accessing two Lounge Chairs that recline, or move in and back for real legroom under a separate moonroof. A button powers out footrests for a nice en-route snooze. Shoulder belts are part of the seat structure for safety. There are A/C vents overhead and video monitors in front. Controls allow the front passenger seat to be moved to free up more leg room when the front seat is unoccupied.

That center row chairs do not flip, fold or even drop seatbacks to expand cargo room in back. But you can easily slide between them to access the third row, where there’s acceptable adult room for two, or three kids. The third row does split, fold and drop into the rear floor, for lots of storage room with third row up or down. The rear hatch powers high enough to clear my head.

Looking at the stats, the Carnival gets almost 30 mpg and has over 500 miles of range on a full tank. It’s powered by a turbocharged 1.6 liter four with 241.7-hp and 270.5 lb.-ft. of torque combined. The 54 kW motor provides 74.4 hp of that from a 270-volt lithium-Ion battery. A 6-speed automatic powers the front wheels, with Eco, Normal and Sport driving modes.

Eco backs off the throttle to save fuel, tapping into a bit more EV propulsion as needed. Torque came quickly online in all modes at pedal tip-in. The motor was quickly followed by the gas engine to help as we had a touch of wheelspin at launch in Eco mode. This 3,400-mile-old minivan quickly upshifted en route to 60 mph in 8.3 seconds. It had sufficient urge in passing power, even in Eco.

Given this is a hybrid and not a full EV, another nice touch is the included three modes of regenerative braking. The highest level really acts like a gentle brake, turning the motor into a generator as soon as you lift off the gas, adding power back to the battery. At its highest setting you can almost 1-pedal drive, with serious regen kicking in as soon as you lift off the gas. It quickly brought the Carnival down to about 5 mph, at which time you have to brake.

Sport mode allows you to paddle shift up and down the gears, and funnels all power – EV and gas – to the front wheels. We had a bit more launch wheelspin en route to 60 mph in 7.9 seconds, with clean upshifts to third gear and a bit sportier exhaust snarl. Passing power was more invigorating. Even when with more aggressive driving it averaged 27 mpg.

In a test a year ago in a less-luxurious Carnival hybrid, Eco mode saw it hit 60 mph in 8.2 seconds. Sport drive mode did it in 7.7 – and we averaged an overall 28 mpg.

Auto-engine off was smooth, never re-engaging abruptly when we launched from a stop. The Carnival transparently slides into full EV mode during sedate suburban driving, and on flat highway stretches. When it had given itself a decent battery charge you could travel in your neighborhood on pure EV power. Sport mode does not allow regen braking levels to be set by paddle shifters, because they become manual shifters. Regen levels are only accessible in Smart or Eco.

The Carnival lives on Kia’s third-generation “N3” platform, used in the Sorento crossover. It has good torsional stiffness with its MacPherson strut front, and a multi-link rear suspension with gas shocks. The result was a comfortably taut ride with bumps absorbed quickly. The impact control was refined at full rebound. It’s soft enough for minivan families, and there’s some body roll in turns. But it was stable and secure in everyday driving. Exit ramps were handled neutrally, while neighborhood corners just swept by.

The instant EV torque did see the inside front wheel spin a bit in turns under acceleration. On our skidpad were was some body roll and understeer when pushed. Stability and traction control quietly helped. I liked to use the full regen setting to help slow down for a corner, then power out – sort of like a downshift, but gentler.

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Power steering firms up nicely in Sport mode, becoming very direct with OK feel. The 12.8-inch front and rear discs on our Carnival Hybrid had a quick, slightly abrupt bite up high due to the regen system, then delivered controllable stops with some nose dive and ABS chatter in simulated panic stops from 60 mph. We saw no fade after some repeated hard use.

Carnival also had forward collision-avoidance and rear cross-traffic collision avoidance assist. Lane-keep assist works so well the minivan obediently tracks around turns almost hands-free – and warns you if you try. Smart cruise maintains speed and distance, and resumes with a button or pedal tap.

A base 2026 Carnival starts at $37,390 — our SX Prestige Hybrid starts at $53,090 with everything we had standard, even reclining second row, except rear video ($2,500); carpet mats ($285); and cargo mat ($120) – final price $57,490.

Bottom line: It has lots of room in a macho design with luxurious seating, a great digital dashboard, and hybrid boost that delivers solid gas mileage for a vehicle this large.

2026 Kia Carnival SX Prestige Hybrid

Vehicle type – 5-door, 7-seat front-wheel-drive minivan

Base price – $53,090 ($57,490as tested)

Engine type –aluminum 16-valve inline 4 w/electric motor and 64kWh Lithium-ion battery

Displacement – 1.6 liters

Combined horsepower (net) – 241.7

Combined  torque (lb-ft) – 270.5

Transmission – 6-speed automatic with paddle shifter in Sport mode

Wheelbase – 121.7 inches

Height – 69.9 inches

Overall length – 203 inches

Overall width – 89.2 inches w/mirrors

Ground clearance – 6.8 inches

Front headroom – 40.9 inches

Front legroom – 41.1 inches

Middle headroom – 39.5 inches

Middle legroom – 40.5 inches

Rear headroom – 38.6 inches

Rear legroom – 35.6 inches

Cargo capacity – 40.2 cu. ft./86.9 w/2nd row folded/145.1 w/both folded

Towing capacity: up to 3,500 lbs.

Curb weight – 4,555 lbs.

Fuel capacity – 19 gallons

Mileage rating – 34 mpg city/31 mpg highway

The post 2026 Kia Carnival Hybrid: Mix Of Minivan & Limousine appeared first on EV Rider.

You never forget your first one – EV pickup truck, that is.

When Ford introduced its 2022 Lightning, it was the only major company-made EV pickup I’d ever driven. I had to park it on my front lawn to slow-charge it overnights off my 115-volt Christmas light outlet. And I found out mine was one of just over 15,600 sold in 2022.

In a world now with a fair number of EV pickups – Tesla Cybertruck, Chevrolet Silverado EV, GMC Sierra EV, Hummer EV, and Rivian R1T – Ford is a sales leader with 33,000-plus sold in 2024 and another 10,829 through May of this year. That’s despite a general cooling of EV vehicle sales growth nationwide that’s seen Ford back off on plans for some future electrics, although it has announced it will be building a brand-new low cost EV pickup.

So let’s see what zappening with the fourth model year of Lightning – no thunderstorm puns, please.

Looking at our 2025 Ford F-150 Lightning Platinum edition, there’s almost no visual difference between it and the 2022 I tested with 5.5-foot-long beds. But a closer look shows one change – a gloss black grille – accenting the all-aluminum body atop steel frame.

There are stacked LED headlights, a glowing light bar flowing over and alongside them, and Ford emblem on that grille. This EV’s bumper is smoother than the gas version’s, with tow hooks framing a lower inlet to cool batteries and brakes. There’s a chest-high hood and rounded fenders with an F-150 badge atop the driver’s-side charging port hatch. Slim running boards tuck in at the sills. They deployed every time I walked by the truck with key fob in pocket.

It’s got big, power-folding side mirrors next to side windows with a dip so you can see down to the pavement. Familiar F-150 slab sides remain. Out back, big zig-zag LED taillights connected by a cross-tailgate light bar over a step bumper. The pickup’s flat-faced silver and black alloy wheels are designed to slip through the wind and are shod in street-biased 22-inch General Grabber rubber.

Taken to a classic car cruise or two during my weekend drives, it got lots of looks, especially when parked next to a classic pickup.

Platinum Level Interior Is Practical

The interior, with top-line Platinum-level options, looks like other F-150s except for a 15.5-inch central touchscreen also seen in Ford’s Mustang Mach-E EV. Running boards and grab handles on A-pillars make it easy to get into this dark gray-over-white leather interior accented with glossy veined silver woodgrain and chrome. 

Platinum trims the hard plastic dash in padded leatherette with double stitching. Those leather seats get heat, cooling and massage. They are comfortable and mostly supportive, if a bit flat. There’s a power tilt/telescoping steering wheel with audio, BlueCruise, voice command and information screen buttons.

The 12-inch digital gauge cluster offers speed and driver safety system status, plus EV stuff like range, battery charge and power use/recharge. Center stage is a configurable display with power usage vs. miles driven, as well as audio, navigation and more. When the Lightning’s semi-autonomous BlueCruise highway driving system activates, the power gauge transforms into a “Hands-Free” icon. Audio choice, outside temperature and compass information line the bottom of the driver’s guage cluster screen.

That central touchscreen eliminates most physical buttons but does have a physical volume control, which transforms into fan speed adjust at the tap of an icon. At first it feels like too many moves, but you get used to it. The huge map has a slim swipe-able menu strip to access audio, phone, miles/range and more. There are also touchscreen controls for dual-zone temperature controls, plus heated/cooled seats.

To activate the massage feature you have to tap the lumbar support on the seat bottom – that activates the massage and lumbar control icon on the center screen. You tap it on, then select the kind of massage and speed you want. A few more real buttons wouldn’t hurt.

That said, screen buttons access some main menus, like a Home Screen with buttons to access all functions including expanded range/charge, drive modes, 1-pedal driving, locking e-differential, Smart Hitch, and OnBoard Scale. You can tap on external cameras in a tight parking spot. And you can find EV charging stations nearby, although once, I got a “Chargers Unavailable” pop-up. I then tapped on the screen and dozens popped up.

There’s SYNC 4A with cloud-connected navigation and wireless Apple CarPlay, Android Auto and SYNC AppLink. There’s Alexa, self-park, valet and driver assistance access. But somewhat hidden left of the steering wheel is a  control panel for power-opening frunk and tailgate, and power-adjust pedals.

The center console is a Swiss Army knife of usefulness with an inductive phone charger and two USB plugs, plus a chunky gearshift that drops into the center console so the center armrest can unfold into a desk for laptop work when parked. See the video at the top of this post for a demo. There’s power (12- and 120-volt) plugs nearby, plus an upper and lower glovebox.

F-150 Lightning Can Power Remote Worksites

There’s all the room you’d expect in the back bench seat, a long moonroof extending over those passengers, with a power rear window. That bench easily handles three adults’ leg and head room, with heat for those seated outboard, plus a/c vents and more USB ports. There’s storage bins under the flip-up 60/40 split seat bottoms.

In back, the 5.5-foot bed is easily accessible via power tailgate. It’s got a fold-out step, handle and tie-down hooks, able to store up to 2,000 pounds of cargo – about 1,000 less than the gas version. There’s three outlets with up to 7.2 kilowatts to power tools, or to use Lightning to power your home for up to three days – with an optional Vehicle to Home (V2H) accessory kit.

With no gas engine up front, the power hood reveals a usable 14.1-cu. ft. frunk that handles 400 pounds of payload. There’s four electrical outlets and two USB chargers, plus a drainable under-floor compartment for ice and drinks. I got tired of folks asking where my engine was – which brings us to the important part – what moves you, and it.

Our Lightning Platinum has inboard fixed magnet AC motors on each axle – with a 131 kWh extended-range battery and a total of 580-hp, plus a whopping 775 lb.-ft. of torque. The Lightning’s four-wheel-drive allocates power to the end that needs it. The 2025 Lightning now charges at a maximum of 500 amps, a boost from the previous 450 amps, which is good for a peak charging speed of roughly 190 kW.

Ford says our Platinum’s extended-range battery has up to 300 miles range, and a 8,600-pound towing limit. Starting out with a 90% battery charge, and an indicated 257 miles of range, we drove in Normal mode with max regenerative braking engaged — effectively 1-pedal driving that goes to maximum regen the second you back off throttle.

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When we recharged 130.5-miles later, we tallied that we’d done at just over six miles better than the estimated miles-left display. The max regen brake setting on our 2,300-mile-old test truck seemed to help, adding a bit back on the “miles-remaining” display in Normal mode, or least holding off the drop. And the truck talks back – we got “100 percent energy return” on the display many times, showing that 1-pedal driving was putting power back into the battery.

Ford says Level two charging — 240 volts — means a full charge from nothing takes 13 hours, and we saw an indicated 320 miles range after one overnight topping off. A Level three charger – 480 volts – will take 38 minutes to go from 10% to 80% in ideal conditions, Ford says. But the slower DC charger we used when we plugged in took 41 minutes to get from 47% to 90%. That took us from 133 miles to 264 miles range, and cost $29. Good news – we had the adapter to use a Tesla Supercharger that massively expands the number of locations across America to get DC fast charges.

Lightning Performance Excels

Now the fun part – whether in Normal or Sport drive mode, our truck belied its 6,000-plus pound weight with instant torque the millisecond you tap the pedal. Throttle tip-in is sometimes abrupt, but passengers were amazed at even part-throttle acceleration.

Launched in Normal mode, our EV truck hit 60 mph in 3.9 seconds. Choose Sport – Off Road and Tow/Haul drive modes also available – and we had a bit of front wheelspin, the nose lifting a bit as it hit 60 mph in 3.4 seconds – in a 3-ton pickup! Outside of some EV powertrain sound that you can engage – a gentle-but-cool growling under acceleration – all we heard was a hint of tire and wind noise. Despite that urge, our Lightning was well-mannered as it launched, with passing power whenever needed, acceleration nudging you into your seat.

Let’s compare that to the test I did last year in a now-defunct website in a 2024 Lightning – 4.2 seconds to 60 mph in Normal mode, and 3.8 seconds in Sport, with a bit more front wheelspin, quickly controlled. But just so you know, Sport mode fun saw us lose three miles of indicated range after three quick launches in a ½-mile test route. And the more weight you tow/haul, the less your range will be, say pundits.

F-150 Lightning Handles Well Despite Weight

The Lightning weighs just over 6,100 lbs. vs. a gas-powered SuperCrew’s 5,540, despite an aluminum-intensive body thanks to those heavy batteries. It rides on an independent double-wishbone front suspension, with independent semi-trailing arms in back and heavy-duty gas pressurized twin-tube shocks all-round. The resulting ride was much nicer than most unladen trucks, almost plush, easily handling holes and speed bumps with a slight-but-controlled after-bounce.

The low center of gravity and all-wheel-drive helped in handling, as the front and rear motors allocated drive as needed in curves. We had understeer, but not much body roll if we pushed it in corners. Power steering had a firm, somewhat artificial feel in Sport mode – a bit lighter in boost in Normal. In fact, between the EV motor thrum, seamlessly smooth passing power, tighter steering feel and composed handling, Sport mode was the one to drive in – acceleration, passing, steering feel all very nice. And while the regen brakes had a bit of an initial grab, as do some, the 1-pedal throttle was what I loved to use – I could gauge where it would come to a full stop most of the time. When we did use the left pedal, it had a solid bite high on the pedal and gave us decent stops with some nose dive from 60 mph, and no fade after repeated use.

For off-road, there’s 8.4 inches of ground clearance as well as metal skid plates and waterproof shielding on the batteries. We only played in a sandy, grassy lot and found good traction, plus a comfortable ride with no harshness through dips.
For safety, it has lane-departure with very insistent lane-keep assist — I turned it off. Adaptive cruise control has full stop-and-go ability. And Blue Cruise’s autonomous magic – only on interstates and some state highways – stays in lane and away from others, other than a bit of wander sometimes. Sensors make sure you keep eyes open or it will ping repeatedly with a stern display, then tap brakes to wake you up. At odd moments on interstates, it just turned off, then back on. I liked auto-lane change — tap the stalk and it neatly does it.

A base 2025 Lightning Pro starts at $54,780 – our Platinum Extended Range was $84,995 with lots standard except for: $495 for Rapid red paint, $400 running boards, $600, $595 bed spray and $175 spare, for a final $87,260 minus delivery.

Bottom line: This a real truck that offers reasonable range on a full charge -although less than an ICE F-150 with a full tank. The Lightning is VERY quick, well-mannered and sure-footed. It even makes a nice sound on throttle.

2025 Ford F-150 Lightning Platinum Specifications

Vehicle type – full-size 4-door, 5-passenger four-wheel-drive full electric pickup
Base price – $84,995 ($90,780 as tested)
Engine type – 131 kWh battery pack and dual AC motors
Horsepower (net) – 580 hp total
Torque – 775 lb-ft. total
Wheelbase – 145.5 inches
Overall length – 232.7 inches
Overall width – 96 inches w/mirrors
Height – 78.3 inches
Ground clearance: 8.4 inches
Front headroom – 40.8 inches
Front leg room – 43.9 inches
Rear headroom – 40.4 inches
Rear legroom – 43.6 inches
Frunk volume – 14.1 cu.ft.
Cargo bed – 5.5-foot-long/ 52.8 cu. ft. volume
Payload/towing – 2,000 lbs./up to 8,600 pounds
Weight – 6,100 lbs.

The post Road Test: F-150 Lightning Ups Charging Speed For 2025 appeared first on EV Rider.

Do the math: 577 gasoline horsepower plus 4.4 liters, plus 347 volts, plus 194 EV horsepower, plus all-wheel-drive. It equals the 7^th generation BMW M5.

It’s a $154,000 plug-in hybrid super sedan with 717-hp of EV and gas combined that can hit 60 mph almost drama-free in just over three seconds, and top out at 190 mph (on a track, if you’re here in the U.S.). This carbon-fiber-roofed sedan brings the heat with an 8-speed M Steptronic transmission and an EPA-rated 25 miles of EV cruising.

BMW M5 Grows In Size For 2025

This BMW M5 is the result of 40 years of development over seven generations.

Folks we showed off the car to really love the M5’s new color – Twilight Purple Pearl Metallic. It gets attention, such as the boy in the SUV next to me at a stoplight who lowered his window and yelled, “Wow, what a cool car!” It’s 4.2 inches longer than the last-gen model, and gains 2.7 inches in width. It’s 1.4 inches taller than the old M5 with just under an inch more wheelbase.

The trademark twin kidney grilles are there with the tops partially covered like sleepy eyelids for aerodynamics. LED headlights framed by thin DRLs look intense. So does the lower center air intake, which is deep, wide and aggressive in gloss black, with side intakes for brake cooling, and edgy corner air dams.

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Staggered rubber gets 10-spoke black and silver alloy wheels that clearly show huge cross-drilled carbon ceramic disc brakes. They have perfect flared fender-to-tread clearance, those wheel arches connected by flared lower center sills under curved doors.

The sculpted hood flows into a nicely raked windscreen that joins a fine-weave carbon fiber roof – an M5 constant with a shallow channel in the middle for airflow and stiffening. The rear window flows into a high bootlid with a carbon fiber spoiler. Thin LED taillights wrap around corners. The lower fascia is another aggressive gloss black aero piece pierced with quad black steel exhaust tips. After dark, the grill is outlined in white LED while puddle lights shine classic M emblems on the ground.

The 2025 model is a bit smoother than the outgoing 2024, and still certainly aggressive. It’s low, lean and well-planted.

The deep intakes in the nose scoop up leaves and bugs, so beware you’ll probably want to give it a look when washing the M5. And FYI – this PHEV is the only version of the M5. There is no gas-only model for 2025.

2025 BMW M5 Interior Ups Tech And Luxury

The interior has sweeping screens, plus M-badged sport bucket seats and a faceted band of accent lighting. If you tap in Sport driving mode, the center goes red and blue to match M Sport’s logo colors. The fairly plush front office starts with a thick-rimmed, flat-bottom steering wheel that power tilts and telescopes, with a red leather stripe at top-center to aid in steering straight. A swath of a deeply woven carbon fiber circles the cabin.

Light gray leather accents the door armrests, while dark piping accents superb sports seats with power adjustment, heat and cooling, and solid side bolstering that holds you in. There’s a 12.3-inch digital gauge cluster in front of the driver, flowing smoothly into a 14.9-inch infotainment touchscreen atop the dashboard’s center. A simple “Hi BMW” allows voice commands without hands leaving steering wheel. Or just twist/tap/scroll the iDrive controller atop the center console to vary screens on the center display, including climate control, audio including wireless Android Auto and Apple CarPlay, phone, and more.

There’s a big, clear color head-up display offering speed, safety alerts and full maps. Climate control vents are slim and designed into the fascia with rubberized knobs nearby to direct up/down flow. The A/C cooled us down well on 90-degree days, but not as good when we hit 101.

Back seat room is decent under the suede headliner, with acceptable leg room unless a tall person is up front. There are side and rear window shades, plus climate control, heated/cooled outboard seats, and multiple USB ports. The power trunk opens to a deep, usable space with ski pass-though, but batteries take up under-floor room.

M5 Uses EV Motor, Turbochargers To Boost V8’s Performance, Economy

Videos can be shown on the control display when the car is stationary. In-car gaming is available, fed via smartphone. The My BMW App provides information on vehicle status, such as remaining range and service requirements. The app can also be used to control charging. Up to ten devices can connect via a mobile hotspot.

Everyone wanted to see the engine in what I consider to be a German Hellcat, but it’s under a plastic shield, twin-turbo ducting and cross-braces all-round. The 32-valve V-8 has a cross-bank exhaust manifold and reinforced crankshaft drive, turbochargers mounted close to the exhaust manifold. Peak gas engine torque of 553 lb-ft is available between 1,800 and 5,400 rpm.

What helps launch this BMW off the line instantly, like a member of the M family, is its plug-in-hybrid system. The synchronous motor is integrated into 8-speed transmission, adding its 194 hp to make a maximum combined 717 hp between 5,600-6,500 rpm, and max system torque of 738 lb-ft between 1,800-5,400 rpm.

The base Road drive setting gave us great power for daily running. I could set transmission, steering, suspension and braking to whatever level I wanted to get sportier handling. It gives a basic driver display with info screen framed with 200-mph speedometer and 8,000-rpm (6,500-rpm redline) tachometer, inset power and regenerative braking use in one corner, while we could add a lap timer, trip or economy data, collision or front camera view, G-force, audio, navigation map, even nose camera.

Set in Hybrid/Comfort/Road mode, put the pedal down and the sedan did what an M5 is known for – leaping off the line fast to hit 60 mph in a quick 3.4 seconds.

Tap in Sport mode and you get a bigger bar tach and larger gauge displays, plus exhaust attitude that snarls musically. It boosts gas and EV power along with torque to really wake up the 5,390-lb. all-wheel-drive sedan. It streaked off the line with immediate power, with all four tires squiggling momentarily before they grabbed en route to a very fast 60 mph in 3.1 seconds. Launch Control takes a few button taps, including disabling traction control, then it’s warp speed – left-foot brake as you right-foot gas, and a mighty 1G launch gave us 60 mph in 2.9 seconds, and 100 mph in an amazing 7. The tires squiggled a bit on launch, then it just quickly hammered through sharp upshifts, each with great exhaust whomps. A “base” M5 is limited to 155 mph – our optional ($2,500) M Drivers Package made it 190 mph.

That said, the last-gen 4,096-lb. M5 with a gas-only 627 hp and 553 lb-ft of torque does 60 mph in 2.6 seconds, and 100 mph in less than 6.5 – quicker than this 1,294-lb.-heavier PHEV successor with its 90 more ponies. Still impressive, since the closest all-EV competitor I have tested – a 2025 Mercedes AMG EQE with 677 hp and 738 lb-ft of torque – saw 60 mph in 3 seconds, and 100 mph in 7.2. A 4,610 pound Dodge Charger Hellcat Redeye I tested with 797-hp and 707 ft-lbs. of torque did 60 mph in 4 seconds, and 100 mph in 8.2 with launch control.

The 2025 M5 matches that last-gen in one way – both averaged 17 mpg combined, although highway driving sometimes saw our PHEV M5 indicate as high as 27 mpg. With 15.9-gallon fuel tank filled, hybrid cruising range is an indicated 270 miles.

M5 Handling Traits

This is a stiff sports sedan. The double-wishbone front axle has added longitudinal and lateral rigidity, while the 5-link rear axle also employs special forged links and wheel carriers, plus there’s new track control arms, camber control arms, and guide arms. There’s also electronically controlled dampers that reduce body roll through corners.

We had a firm enough, but nice ride in Comfort mode, although it does bounce a bit after some bigger bumps. But Sport modes firm things up nicely, neatly handling speed bumps in tightly, but buffered bumps. And with all-wheel-drive aided by sticky Hankook Ventus S1 Evo Z tires – P285/40ZR-20 fronts, and P295/35ZR-21 rears, plus low-mounted lithium-ion batteries, this M5 really handles! Yes, we felt the weight, but M5 shrugs it off in Sport or Sport Plus, neither of which felt harsh.

In 4WD Sport mode, there’s a bit more rear-bias in the all-wheel-drive, aided by a rear differential lock to vary distribution of drive between left and right. Simply put, it stays glued in corners, carving flat and neutrally. Push harder, and you can let the rear Hankooks play a bit, but it’s catchable as it arrows straight off. And in our tight skidpad, it was stable with a hint of controllable understeer, easily pulling .9Gs in expressway ramps without bother. It also had active rear steering, which turns them in either the same, or the opposite direction to the front wheels, to help in lane changse and cornering – it seamlessly did.

Steering has a nice feel in Comfort, direct but gently boosted. In Sport modes it firms up, sharp and responsive, but not nervous, with a tight turning circle. Six-piston fixed-calipers clamping cross-drilled 16.5-inch disc brakes in front, and single-piston floating-calipers on 15.7-inchers at the rear, stopped fast and fade-free. The pedal bit high, with lots of control, and no nose dive at the limit as we pulled 1.22Gs – we hung in our belts.

As to the EV part of the M5, it gave us an indicated 33-mile range after just over two hours of Level II charging – and its real range pretty much matched that on my mixed suburban/highway route. It launches quickly and quietly in full EV mode, the 8-speed gearbox quickly moving up and down as needed, passing power smooth and quick to respond to pedal pressure with just a subtle EV motor whine as we went. Push too hard and you’ll invoke the V-8, but in daily running, it’s perfect. Basically, I could use the M5 for two days of EV-only commute, saving gas. And I loved the full regen braking setting. The electric motor becomes a generator the second you lift off the gas pedal. We got used to using it instead of braking to slow down for stops. It engages down to about 7 mph. Then it’s time to gently tap the brakes to stop. It delivered to 5 miles of regenerated EV range on the commute home.

My only issues: there are too many combos of drive settings on screen and controller for my taste. And you have to reset max regen every time you get back in. The good news: two “M” buttons in front of the big paddle shifters can be preset for two favorite setups from the drivetrain, suspension, and driver assistance menus.

2025 BMW M5 Pricing

The 2025 BMW M5 starts at $119,500 – ours was $146,225 with options like $3,100 carbon fiber package, $1,850 Executive Package(heated/cooled seats and glowing grill), and $85,00 carbon ceramic brakes – plus $2,600 gas guzzler tax.

Bottom line: Power, grace and space; with amazingly user-friendly torque, handling and braking; plus enough EV to cruise quietly. Get it in purple!

2025 BMW M5 Specifications

Vehicle type- 4-door, 5-passenger all-wheel-drive sports sedan

Base price – $119,500 (As driven – $146,225)

Gas engine type – dual turbocharged 32-valve V-8

Displacement – 4.4-liter

Horsepower (net) – 577 hp at 5,600-6,500 rpm

Torque (lb-ft) – 553 at 1,800 – 5,400 rpm

EV power – up to 194 hp/up to 207 lb-ft  max torque from 347-volt Lithium-ion battery w/14.8 kWh usable energy capacity

Transmission – 8-speed automatic w/paddle shifting

Wheelbase – 117.4 in.

Overall length – 200.6 in.

Overall width – 77.6 in.

Height – 59.4 in.

Cargo capacity – 16.5 cubic feet

Curb weight – 5,390 pounds

Fuel capacity – 15.9 gallons

Mileage rating – 14 mpg average gas-only/50 MPGe hybrid

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The post 2025 BMW M5: Twin-Turbo V8 With EV Motor Blasts Off appeared first on EV Rider.

EV Rider is expanding, adding an award-winning, long-time automotive journalist. Meet Dan Scanlan in this week’s episode. Dan will be primarily doing weekly reviews of both new EV and ICE cars on the evrider.tv website.

Drop Dan a welcome aboard comment

Dan is well known throughout the First Coast for his thorough, thoughtful reporting at WJCT News 89.9 and previously as a news and automotive reporter at The Florida Times-Union. He also formerly co-hosted Fast Car Friday on First Coast News.

Dan’s Latest Reviews

• Could Subaru’s 2026 Trailseeker EV Replace Your Outback?
• 2026 Chevy Silverado EV Is The Real Trail Boss
• 2026 Subaru Forester Ups Its Game With Wilderness Trim
• 2026 Buick Enclave Avenir Moved By Turbo 4
• 2026 Kia K4 Hatchback GT-Line Turbo Is Affordable Fun

“Dan’s reporting and insights have always been excellent. Thanks to his volunteer work at First Coast car shows and cruise-ins, he’s known throughout the area not just as a great reporter, but as a genuine automotive enthusiast whose knowledge of the industry is top-notch,” said EV Rider owner and publisher Bill Bortzfield. “Because of Dan’s expertise, he’s also been a highly sought-after judge at prestigious events such as the Ponte Vedra Auto Show and many others.”

Dan is also continuing his full-time reporting work at WJCT, where he contributes to WJCT News 89.9, jaxtoday.org and First Coast Connect.

EV Rider covers the automotive and motorcycle industries with a big focus on zero-emission vehicles. With Scanlan coming aboard, the website is expanding to also feature road ests of the latest gasoline cars, trucks and SUVs.

Dan Scanlan’s Road Test Archive

The post Meet EV Rider’s Newest Reporter appeared first on EV Rider.

While it’s always fun to drive EVs, hearing from owners is often more valuable, since they’ve lived with their cars for months, or even years.

Buddy Boyter is a car guy. Among his current rides: A Cadillac CT4-V Blackwing. While he enjoys a good upshift as much as the next enthusiast, he’s definitely not afraid of new tech.

He recently leased his fourth EV, a 2025 Cadillac Escalade IQ. He’s previously owned a Tesla Model 3, Model X and a Rivian R1S.

If you’re a regular EV Rider viewer, you might have seen the episode about his previous Rivian SUV. Buddy is uniquely qualified to do a direct comparison between the Escalade IQ, Model X and R1S.

This is one of those week’s where you’ll need to watch the video to get the full story and road test. But if you don’t have time to watch right now, here are several quick facts about Cadillac’s latest EV to tie you over until you can watch the road test:

Selected Cadillac Escalade IQ Highlights

• The Escalade IQ afeatures the ability to fully power your home with what’s known as Vehicle to Home, or V2H.

• The front truck is absolutely huge with 12.2 cubic feet of storage space.

• This Caddy puts the final nail in the coffin of range anxiety. Cadillac estimates the Escalade IQ gets 460 miles per charge, which is more than the gas Escalade can manage with a full tank. The V8 Escalade is EPA-rated for 432 miles per tank in mixed driving.

• Thanks to its 800-volt architecture, the Escalade IQ can add about 100 miles of range in 10 minutes thanks to a rated peak charging speed of 350 kW. To put that in perspective, that’s more than double the peak charging speed of Ford’s Mustang Mach-E.

• The Escalade IQ has Magnetic Ride Control and an Adaptive Air Ride Suspension. That allows for a finely tuned soft or stiff suspension, depending on road conditions. It also allows the big Caddy to be raised or lowered by about two inches.

• Parking and off road maneuvers are a bit easier than you might imagine with a vehicle of this size due to the Escalade IQ’s four-wheel steering feature that Cadillac calls arrival mode, which is demonstrated in the video.

• For those looking for something even bigger, a longer version is coming for 2026. It will be called the Escalade IQL and check in at 228.5-inches long to offer more cargo and passenger space. The IQL will be the longest SUV ever produced by GM. But that’s still not as big as the 1974-1977 Fleetwood 9-passenger sedan, which came in at a whopping 252.2 inches long.

2026 Cadillac Escalade IQL Specifications

Editor’s Note: Most specifications listed for the 2026 Escalade IQL also apply to the 2025 Escalade IQ, although the IQL is a longer vehicle with a bit more cargo and passenger space.

EFFICIENCY

¹On a full charge based on development testing and/or analytical projection consistent with SAE J1634 revision 2017 – MCT. Range subject to change prior to production. Actual range may vary based on several factors, including ambient temperature, terrain, battery age and condition, loading, and how you use and maintain your vehicle.

BATTERY SYSTEM:

ELECTRIC DRIVE:

¹Based on GM testing

CHARGING TIMES¹

¹Actual charge times will vary based on battery condition, output of charger, vehicle settings and outside temperature. See the vehicle’s Owner’s Manual for additional limitations
²Home charging requires professionally installed 100A dedicated charge station, sold separately.

CHASSIS & SUSPENSION

Front and Rear Suspension:	Short-Long Arm (SLA) suspension with air springs and MagneRide dampers. Balanced ride and handling with premium isolation.
Steering Type:	Front: Rack & Pinion Electric Power Steering; Rear: Continuously variable actuator up to 10 degrees.
Turning Circle, Curb-to-Curb (ft. / m):	39.86/ 12.15
Brake Type:	4-wheel disc with DuraLife Rotors
Brake Rotor Size OD: (in. / mm):	13.98 / 355 (front) 14.05 / 356.8 (rear)
Wheels:	24-inch alloy / 22-inch alloy
Tires:	LT275/50R24  and LT275/60R22

¹Lower-profile tires wear faster. Tire and wheel damage may occur on rough or damaged roads or from surfaces, curbs, debris or obstacles. This damage is not covered by the GM New Vehicle Limited Warranty. For more details, go to my.cadillac.com/learnabout/tires or see your dealer.

EXTERIOR DIMENSIONS

INTERIOR DIMENSIONS

CAPACITIES

¹Cargo and load capacity limited by weight and distribution
²Before you buy a vehicle or use it for trailering, carefully review the Trailering section of the Owner’s Manual. The weight of passengers, cargo, and options or accessories may reduce the amount you can tow.

The post Why Former Rivian, Tesla Owner Switched To Escalade IQ appeared first on EV Rider.

Volkswagen finally gives us an iconic design that combines the practicality of a minivan with styling harking back to one of its biggest success stories. Is the ID. Buzz a worthy successor to the Microbus? Let’s find out.

And how about that color palette! Finally, VW is back with fun two-tone Candy White colors mixed with eye-popping combinations like Pomelo Yellow, Energic Orange and Cabana Blue. If your taste runs more mellow, no worries you’ll also find more mellow choices like Blue Charcoal.

VW’s old Microbus makes so much sense to bring back as an EV since just like the old rear-engine, air-cooled Buses, the ID. Buzz’s electric motors allow for a flat floor and extra utility.

For families, the Buzz is the grooviest option available in the U.S. minivan market right now.

• A shoutout goes to Tom Bush VW for providing the ID. Buzz featured in this review.
• Post your ID. Buzz questions or comments here.

Better yet, you’ll never need to sweat getting to the kid’s soccer game on time because you’ll never need to stop for gas, since you can start every day with a full charge by just unplugging, assuming you have a garage or driveway.

VW’s modern day Bus is much more practical than the old air-cooled classics, getting an EPA-estimated combined 80 MPGe, which is a formula the EPA uses to estimate distances you can on electricity as compared to gas.

Electric motors are way more efficient than those old air-cooled engines ever were.

All the electronics and safety features families have come to expect are available. In fact it’s got so many features packed in, I’m hard pressed to think of much of anything that’s not available.

The AWD version can tow up to 3,500 pounds with a manually-retractable hitch, which is completely hidden when not in use.

For you van lifers that have been dreaming of an EV solution, here it is. No surprise, but aftermarket companies are starting to customize the ID. Buzz, with at least one from Tonke Campers even adding a pop-up roof tent, just like some of the old Microbuses had.

Hopefully VW will take notice and offer a factory camper edition at some point as it has with past Micobuses.

The ID. Buzz has also been racking up awards, winning everything from MotorWeek’s Drivers’ Choice Award for best EV to the North American Utility Vehicle of the Year at the Detroit Auto Show.

VW’s EV minivan excels at its primary mission as a family hauler. It’s got tons of storage and can even haul 4x8s with the second and third row seats folded down. That’s something most pickups can’t even do without the boards sticking up above the tailgate.

When it comes to those family road trips to the beach, camping or whatever; the ID. Buzz has a range of 234 miles for the RWD configuration or 231 for the AWD models.

Although, I’m guessing if you’ve got all three rows filled with kids and their gear, you’ll probably want to grab a charge after about 150 miles.

When you do stop for a snack break and a charge, the ID.Buzz can suck down the electrons at a peak speed of 200 kW, allowing it go from a 10 to 80% charge in 26 minutes in ideal conditions.

At home it can add up to 11 kW per hour, so even if you get back with an almost empty battery you’ll still have a full charge by morning, assuming you install a 60-amp charger. If you’ve got questions about home charging, see this video.

For a minivan, the ID. Buzz handles great. Acceleration is probably stronger than in any minivan you’ve ever experienced. The AWD ID. Buzz can get from 0-60 mph in a VW-rated 5.5 seconds, which is faster than some of the V8s that boomers will remember from their youth.

For those long road trips the ID. Buzz comes with adaptive cruise control and lane keeping.

The ID. Buzz starts at $59,995. Our nicely optioned 1^st Edition topped out at just over $68,000.

The Buzz’s closest U.S. competitor is the Chrysler Pacifica plug-in hybrid. Its base price starts at $52,750 but can also climb above $60,000.

The ID. Buzz is a wonderful option for families. It brings a splash of fun to a segment that had gotten a bit boring over the years. Watch the video at the top of this post for additional details and a road test.

2025 ID. Buzz Specifications

¹2025 Volkswagen ID. Buzz Pro S, Pro S Plus or 1st Edition EPA-estimated total range is 234 miles. Actual mileage and range will vary and depend on several factors including driving and charging habits, accessory use, temperature and topography, battery age, load, and vehicle condition. Battery capacity decreases with time and use. See owner’s manual for details.

²Maximum tow rating when equipped with battery-and-motor system and factory-installed towing hitch. Vehicle load, other accessories, and options may reduce maximum towing capacity. See vehicle Owner’s Manual for details.

³2025 Volkswagen ID. Buzz Pro S Plus With 4MOTION or 1st Edition With 4MOTION EPA-estimated total range is 231 miles. Actual mileage and range will vary and depend on several factors including driving and charging habits, accessory use, temperature and topography, battery age, load, and vehicle condition. Battery capacity decreases with time and use. See owner’s manual for details.

The post VW ID. Buzz EV Road Test: More Smiles Per kW appeared first on EV Rider.