Two of the most eagerly-anticipated new electric cars of the year have their official US range figures, with the 2021 Volvo XC40 Recharge and the 2021 Polestar 2 finally getting EPA test results. The two EVs could reasonably be described as cousins, given their similarities under the sheet metal and indeed in the cabin, with Polestar being Volvo’s electric collaboration … Continue reading
We compared the upcoming Cadillac Lyriq, Audi e-tron, Tesla Model X and Y, and the Jaguar I-Pace to see which electric SUV has the strongest specs.
Polestar commissioned an independent range test for four different electric cars.
The Polestar 2 is the first all-electric car from Polestar, a new brand from Volvo and Geely. It will compete against the Tesla Model 3, Jaguar I-Pace, and Audi e-Tron. Prices start at $59,900 and deliveries will commence next month. Visit Business Insider's homepage for more stories. The future-is-now characteristics are the same. The same big infotainment screen, the same minimalist interior, the same zip when the right pedal goes down. Take away my sight, and I'd be tempted to guess I'm at the wheel of the Tesla Model 3, about as good an electric car as can be driven. But I'd know better because something feels different: Things here are more substantive, more satisfying. The interior is built to be something an actual human would use and enjoy — not a button-free, avant-garde exercise in alternative design. This is the all-new Polestar 2, you see, and it drives like a finished version of the Model 3. Polestar as a brand might be new. But it comes from people who very much know how to build a car, and build one well. This is a piece of the future worth looking forward to.  The 2021 Polestar 2: Cut from a new brand Polestar was launched in October 2017 as a standalone, electrified brand from Volvo and its Chinese parent company, Geely. Despite its global headquarters located at the Volvo campus in Gothenburg, Sweden, Polestar markets itself away from its Swedish sibling. Don't call it a Volvo, because it's not.  The first Polestar model was the Polestar 1: an agonizingly stylish, high-performance hybrid with a face similar to the Volvo S90. Next is the Polestar 2: a battery-only electric sedan with a slopey C-pillar, and the company's first EV. Built in Luqiao, China, the Polestar 2 quickly established itself as a champion of sustainability. In addition to running without reliance on fossil fuels, the 2 also touts seat fabrics made from recycled plastic bottles, interior plastics made with waste cork products, and carpets woven from recycled fishing nets.  While Polestar will only build 1,500 examples of the 1 globally due to its position as the brand messenger and halo car, the 2 is what the automaker hopes will be the volume seller. With deliveries starting in September, the company wants to deliver "thousands" of 2s in 2020. In 2021, Polestar aims to deliver tens of thousands.  Whereas Volvo's electrified future will always be somewhat reliant on hybrid cars, a Polestar spokesperson said that there is no internal-combustion engine future in its portfolio. It's going to be all battery-electric from here on out.  Details and safety ratings: Looks great on paper Built on Volvo's Compact Modular Architecture, which debuted with the Volvo XC40 compact crossover, the 2 uses two electric motors connected to its front and rear axles. The car, then, is all-wheel drive. Total system output is a claimed 408 horsepower and 487 pound-feet of torque. There's a 400-volt lithium-ion battery with a 78-kilowatt-hour capacity. DC charging — a type of fast charging — takes 40 minutes to reach 80% capacity at 150 kilowatts. Polestar estimates the 2 to hit 60 mph from a standstill in 4.5 seconds, 100 mph in 10.8 seconds, and do the quarter-mile in 12.76 seconds. The Polestar 2's range has yet to be officially rated by the EPA, but its European WLTP estimate is 291 miles. Keep in mind, however, that WLTP estimates can be more optimistic than EPA estimates. At 15.1 feet long and 6.5 feet wide, the 2 is about the length of a Toyota RAV4, though about five inches wider. It weighs 4,680 pounds. The Polestar 2 starts at $59,900, debuting initially as a heavily loaded "launch edition" version that includes features such as the Pilot Assist driver-assistance technology, a Harman Kardon stereo system, and Android as its native operating system. The Polestar spokesperson said a base model will be available later on. A $5,000 Performance Pack adds Öhlins dampers, attractive gold Brembo front brake calipers, 20-inch aluminum wheels, sport tires, a black roof, and gold seatbelts and tire valve caps.  As of this writing, neither the Insurance Institute for Highway Safety or the National Highway Traffic Safety Administration have safety rated the Polestar 2. What stands out: A lot of people will ask you about it   A man in a white delivery van pulled up alongside the 2 while I sat at a red light on Madison Avenue in New York City. He was waving frantically. I rolled my window down. "What is that?" he yelled. "It's a Polestar!" "What?" "A POLESTAR! Electric car!" "Who makes it?" "Uh… Volvo." "Huh." He studied it a bit longer. Nodded in approval. "Looks better than a Tesla!" Later, someone standing on the sidewalk five blocks north shouted, "Yo! What is that?" I couldn't answer, on account that I was already driving. But I wanted to. I wanted to tell everyone what this thing was. Never did I imagine a sedan would be quite a showstopper like this. But it is. Everywhere I went, people stopped to gawk or did double-takes.  The truth is the 2 is striking to look at. Low and wide, its horizontally opposed design is just accentuated all the more by the Thor's Hammer daytime running lights carried over from its Volvo siblings. But whereas the Volvos wear the company crest slashed across their noses, Polestar is far more subtle. The Polestar logo is just a slightly embossed, body-colored thing.  The rear is completely debadged. Instead of spelling out its own name in raised lettering, it just wears a long, flat, U-shaped heckblende tail light. That's it.  That sense of restraint carries into the interior, too. The color palette there is composed of either sedate Charcoal and Slate shades (the only leather option is available in Barley). Nothing is shiny or overly reflective. There's no — gasp — chrome.  Driving the 2 felt very similar to the Model 3 I'd driven two years ago. With all-wheel drive, ample power, and a low center of gravity, the 2 felt much more agile and fleet-footed than its two-ton-plus weight would suggest. The acceleration never got old. The funny, floating sensation in my stomach when I mashed the accelerator never went away.  In fact, the power inspires so much confidence that too soon, you'll find yourself ducking and tucking in and out of traffic unnecessarily. The instant torque just makes so easy and so much fun.  One-pedal driving was also fun to get the hang of. Eventually, I got the feel of it down enough to the point that I didn't need to touch the brake pedal once while navigating Manhattan stop-and-go traffic.  Obviously, plenty of fun can be had in a naturally aspirated V8 with a manual transmission. This is a different kind of fun, one that makes a high-pitched whirring when you really lean into the pedal and as the car gathers speed. No hiccups in the acceleration from gears shifting — just flawless, smooth forward momentum, and the sound of the wind washing over the car as you pick up speed. If you've never done it before, speeding up in an electric car sort of feels like being slingshotted forward. The car needs to build a bit into the acceleration, but once it does, it's like being yanked forward by the world's biggest rubber band. There's nothing else quite like it. Finally, as an Android user, I was stoked that the car came with Android as its native operating system. For too long I've been frustrated by all the different operating systems each automaker uses. All of them are different. Very nearly all of them are bad. Just leave designing the OS up to the people who actually design OSes! I bellowed at the clouds. The system's voice command is activated by the phrase "Hey, Google" or "OK, Google." With it, you can modify the climate and change the radio stations. You can ask it to navigate you to places, which is great since the 2 comes natively with Google Maps, a system I'm already used to using.  And with the car's ability to connect to a 4G mobile network, you can Google things as you would normally, as long as there is a connection.  "HEY, GOOGLE," I screamed at the car, like the serious road tester that I am. "WHAT'S AN AMPHIBIAN?"  "According to Wikipedia," the system responded smartly, "Amphibians are ectothermic, tetrapod vertebrates of the class Amphibia. All living amphibians belong to the group Lissamphibia. They inhabit a wide variety of habitats, with most species living within terrestrial, fossorial, arboreal, or freshwater aquatic ecosystems." Satisfied, I fired off one last order. "Hey, Google. Play me Taylor Swift's 'Folklore' album on Spotify!" I'm doing good, I'm on some new s---. Been saying "yes" instead of "no." What falls short: Numb steering  Anti-screen folks like me will be dismayed to learn the Polestar 2's chief system access point is a big, vertical touchscreen. You can ask the Google assistant with help on some things, but you will need to interact with this screen every so often. The Polestar attacked the curvier roads outside of Manhattan happily enough, but I still felt the steering was a bit too numb to inspire full confidence. Even on the heaviest steering setting, I still had trouble really feeling out what the front of the car was doing. For regular commuting, it's just fine. For something a little more spirited, it might give you some pause.  And if you're someone who loves many exterior colors to choose from, prepare for the Polestar 2's whopping six (!) options. Void (also known as black) comes as standard. But for an extra $1,200, you can pick from thrilling shades such as Magnesium, Midnight, Moon, Snow, and Thunder. And when I say "thrilling" here, I actually mean "demure and muted."  How the Polestar 2 compares to its competitors: A range test for you  Without an EPA estimate to go off of, I don't really know how the 2 stacks up against its competitors on paper. But I'll tell you this: When the media drive started in midtown Manhattan, my loaner car was at 85% battery capacity. Our lunchtime location was at the Storm King Art Center, some 70 miles north of the city via spirited driving on the curvy roads through Harriman and Bear Mountain State Parks.  There was some gridlock getting out of Manhattan and about 15 minutes of bumper-to-bumper traffic on New Jersey Route 17. The ride back down to Manhattan's West Side was a quick stint down the Palisades Parkway, averaging a speed of about 60 mph.  It was about 88 degrees Fahrenheit during the entire time I had the car. I kept the interior climate at a cool 70 degrees Fahrenheit. When I returned the car to the Polestar team, it was down to 22% battery capacity, or an estimated 45 miles remaining. Another journalist in my group gave his car back with significantly less battery life remaining, but he tends to drive cars a bit harder than I do. The trip in its entirety was about 130 miles.  In the media briefing, Polestar representatives made certain to tell us about how it commissioned FT Tech, an independent third party, to conduct a real-world highway range test.  Using a regular Polestar 2, a Polestar 2 with the Performance Package, a Tesla Model 3 Performance, a Jaguar I-Pace, and an Audi E-Tron, the FT Tech took all of the cars onto a three-mile oval closed course during an 85-degree Fahrenheit day.  All cars started at 100% battery capacity and during their drive, the climate control was set to 72 degrees. FT Tech then ran the cars at a steady 70 mph until they could not maintain that speed anymore as their batteries depleted to see how far they could go. The results?  Tesla Model 3 Performance: 234 miles Polestar 2: 205 miles Polestar 2 with Performance Package: 197 miles Jaguar I-Pace: 188 miles Audi E-Tron: 187 miles And here's a screenshot of how much range the cars produced as compared to their official EPA-estimated ranges. Interestingly, while the Tesla did travel the furthest, it was the least efficient. According to this study, at least.  You may use that information as you will. Just bear in mind that even though this test was conducted by a third party, it was still paid for by Polestar. Still, a 205-mile range isn't bad at all.  Our impressions: The singularity If I were to close my eyes and only experience what the Polestar is like while it's moving — its acceleration, its one-pedal driving characteristics, the futuristic whee it makes under load — I'd swear it was a Tesla.  This is not to say that one is better than the other. Rather, I think the two cars indicate a singularity that we are fast approaching as more and more high-performance EVs enter the market.  By design, EVs lack the many tactile driving characteristics an internal-combustion engine car offers. A four-cylinder turbocharged car with a dual-clutch automatic gearbox drives very differently from something with a naturally aspirated V8 and a manual transmission.  Because they lack such variation, I've found that all the EVs I've driven do tend to drive very similarly to each other. The only difference between them being their power output and the resulting fury of their acceleration.  So, the Polestar 2 drives great. This much I was able to glean in the one afternoon I spent with it. But what's packaged around that driving experience is also great. The 2 is a machine that has wonderfully sharp looks that'll stop passing pedestrians in their path — but not because it's flashy. It draws your eye because it doesn't look like anything else that's currently on the road.  Sitting in the 2, driving the 2 — both worked to achieve a mood of peace and serenity. The quietness from the lack of an engine contributed to that, too, of course. But there's an unmistakable sense of quiet quality here, one that doesn't need to go around shouting to make itself heard.  For a car built in China, the 2 feels overwhelmingly Scandinavian: smartly designed and well assembled. I guess this is what happens when you buy a car company, give them a bunch of money to do what they're good at, and then leave them the hell alone.  More of this, please. SEE ALSO: The $157,000 Polestar 1 is a spectacular insight into what Volvo's new brand can achieve. It's also the best car China has ever built Join the conversation about this story » NOW WATCH: How 'white savior' films like 'The Help' and 'Green Book' hurt Hollywood
Why? Because the delta between the Polestar 2 and Tesla Model 3 is pretty minimal.
I tested a $89,100 Audi e-tron, an all-electric SUV from the German luxury brand. When it debuted in 2019, the e-tron was touted as a potential Tesla rival from an established manufacturer. E-tron sales, however, have been relatively disappointing. The SUV is quick and roomy, but it has limited range — just 204 miles on a charge. I enjoyed driving the e-tron, but the price tag is so high that it's hard to justify putting one in your driveway, given that the Tesla Model X goes so much farther. Visit Business Insider's homepage for more stories. When the Audi e-tron hit the market in 2019, it was supposed to challenge Tesla's Model X and Model Y, Elon Musk's crossover SUV duo. Based on the successful Audi Q5, the e-tron looked pretty good on paper: a substantial 95 kilowatt-hour battery pack served up more than 200 miles of range, in a luxurious package carrying the badge of a leader in the premium SUV realm. The e-tron has, however, proved a sales disappointment in the US, with only about 5,200 units purchased in 2019. To be fair, the SUV was starting at zero, so any sale was a victory, and the all-electric helps Audi worldwide to comply with emissions laws. (Audi's conventional SUVs are doing just fine: The Q5 sold about 67,500 units last year, contributing healthily to a total of 224,000.) As Audi's sole EV, the e-tron can sell in small numbers without disturbing the company's financial health. But it is a signal of what's to come. And as the automaker moves to roll out 20 new EVs in the next five years, and as its corporate parent VW pushes for an ambitious EV expansion to replace diesel (especially in regulation-happy Europe), the quality and popularity of those rides will take on more and more importance.  I had not yet driven the e-tron, so when Audi let me borrow an $89,100 example from the 2019 model year, I was enthusiastic to see how it stacked up against the Tesla Model X and the Jaguar I-PACE, the "SUEVs" I'd already experienced. I'd heard good things about the e-tron, but was skeptical about the 200-mile range, given that consumers appear to want something more like 300 miles. The current "Long Range Plus" Tesla Model X can log 351 miles between charges. Upstart Lucid has already promised a range over 500 miles for the Air, its luxury electric sedan.  Still, I went in with an open mind:  FOLLOW US: On Facebook for more car and transportation content! The Audi e-tron arrived in my driveway wearing a handsome "Daytona Gray" paint job — $600 extra. The base price was $74,800, but the as-tested cost was $89,190, after quite a few options entered the picture. The e-tron is slightly larger than the Audi Q5, the marque's all-important mid-size SUV. But the e-tron is a bit smaller than the three-row Q7 and can handle just five passengers. Read the review. Apart from a few flourishes, the e-tron looks very much like any Audi crossover. That's not a bad thing, as Audi's crossovers have been extremely successful in segments that are extremely competitive. The Audi design template is the most obvious right upfront. Of course, the all-electric e-tron doesn't technically require a grille, but it has one. The e-tron badging is exceptionally subtle. It appears on the flanks ... ... At the rear (in quite tiny chrome rendering) ... ... And in an equally modest form on the passenger side of the dashboard. Frankly, it's almost like Audi didn't want anyone to know that this crossover is an e-tron. Audi is known for its piercing "Matrix" LED headlights, with LED running lights that are something of an industry standard. More almost-invisible e-tron badging appears beneath the famous four rings, a reminder that this vehicle has Audi's legendary quattro all-wheel-drive system. As with any Audi SUV, the four rings also appear on the rear hatch. A distinguishing feature for the e-tron — one of its few electric tells — are the 21-inch, five-spoke wheels, with orange brake calipers. They're part of a $4,900 "Edition One" package, meaning my tester was one of just 999 vehicles built for the series. I didn't particularly care for them. The rear end of an SUV is rarely an attractive thing, but Audi's rear ends are better than most, including VW Group stablemate Porsche's. Cargo capacity is excellent: 27 cubic feet with the second row up, 57 cubic feet with the second row dropped. That's better than the Q5. I had absolutely no difficulty with a quick weekday grocery run. The interior was a kinda stock Audi black, a tone I've seen a lot of lately. It just works, supporting Audi's minimalist approach to luxury. The front seats were Valcona leather, heated and cooled, part of a $7,000 "Prestige" package. Audis split the difference between the driver-focused cabin of BMWs and the high luxury of Mercedes. This vibe has found adherents among younger consumers, who have elevated Audi to being the third top-tier German automaker in the premium market. The multifunction, leather-wrapped steering wheel is a standard on luxury vehicles these days, but Audi adds its "Virtual Cockpit" technology, which can transform the large digital instrument cluster, offering customized information views. The rear seats are a roomy bench design. The legroom is adequate, and a $900 "Cold Weather" package added heaters, plus a preconditioning protocol to warm up the entire cabin. Let's pop the trunk! OK, one might ask why the trunk needs to be popped on an EV. But Audi decided to house the electric drivetrain in the same way it would an internal-combustion engine. The 95-kWh battery sends power to a pair of electric motors, yielding a total power output of 402 horsepower and 490 pound-feet of torque, with a 0-60 mph time of just over five seconds. The range is a comparatively disappointing 204 miles, but the e-tron does have the capacity to handle 150-kW fast charging. The e-tron uses 88% of its full 95-kWh battery to preserve its life, and the vehicle can regain 80% of a full charge in 30 minutes. The transmission is a simple single-speed automatic. In practice, the e-tron is smooth and quick, genuinely a fun machine to drive. Audi's superb MMI infotainment interface runs on a large central touchscreen, with a smaller touchscreen below for climate controls. All functions are blissfully easy to use, from Bluetooth device pairing to USB integration, plus reliable GPS navigation. The Bang & Olufsen premium audio system sounded great. What's the verdict? I had a good time with the Audi e-tron, but I can't recommend choosing it over the Model X or the Model Y, mainly because its range undermines its use-case. Audi's bread-and-butter SUVs — the Q5 and Q7 — are supposed to be versatile, luxurious, suburban chariots, but they're also supposed to be capable of longer voyages. And while 200 miles is decent range for an EVs, it's not really competitive in this segment, vaguely delineated as it is.  What I'm saying is that if I wanted an EV runabout, I could spend a lot less on a Nissan Leaf and have comparable versatility to the e-tron. But if I wanted to take a family trip, I'd need a back-up SUV. So imagine: a two-car driveway, with an Audi e-tron sitting next to a gas-burning Q5 or Q7. Yes, maybe. But the most recent Q7 I reviewed costs $76,000, and my e-tron tester started at almost that much before many thousands in extras raised the price by ... a lot. Do the math and you have a garage that houses $165,000 worth of SUVs, with a shared 600 miles of range.  Not such a great deal. And while I drove the e-tron all over the New Jersey-New York area for a week and didn't drain the battery, in normal everyday use, I'd surely be recharging every few days. If I'm like most owners, that's happening at home, overnight, on a 240-volt charger, so you could argue that I'd start every day with a "full" tank of electricity. But again, I could drop $45,000 on a Leaf Plus and get 230 miles of range while spending less time sweating my monthly car payments. The e-tron is, objectively, a very nice SUV, just as the Q5 and Q7 are standouts in their segments. And its performance is compelling. And if you don't much like driving, the vehicle has all the driver-assist features you could want in the luxury category — and thanks to nearly 500 pound-feet of torque, the e-tron can tow 4,000 lbs. But as nice as the e-tron is, and as smooth and pleasurable as it is to pilot, with outstanding design and industry leading technology, I simply can't talk myself into the idea of ownership. The e-tron is a rolling compromise, essentially a transition of the Audi of today, selling two variants of this vehicle, as the Audi of tomorrow, with more than a dozen EVs prospectively in the portfolio. You almost can't do better than an Audi when it comes to luxury SUVs. But when it comes to luxury EV crossovers, you have superior choices.  
These electric SUVs don’t have the Tesla's long driving range but make up for it with luxury and styling.
The electric car race has been on since 2010, but it's now essentially over, and Tesla has won: CEO Elon Musk's automaker dominates the EV market But that market remains tiny, at just about 2% of global sales. Musk knows that for Tesla's grand vision to succeed, that share has to grow exponentially. Winning the EV race means that for Tesla, the real work of eliminating the internal-combustion engine has just begun. Visit Business Insider's homepage for more stories. The idea that automakers are racing to commercialize electric cars — and that one or some of them will come out on top — has always been flawed.  For starters, the auto industry is huge: More than a billion passenger vehicles are roaming the planet, with another 80 million or so joining them every year. No single victor could satisfy that level of demand. This was obvious even in the early days of the auto industry, when scores of carmakers, engine-makers, and coachbuilders were competing to put Americans and Europeans behind the wheel. Yes, there were obvious winners and losers: Henry Ford captured a huge amount of market share early on with his Model T, then General Motors grew itself into a competitor and took the lead. But more than a century on, both are carrying on, more or less fine. That's not how races work.  In the 20th century, plenty of other famous names got in on the action. Vanished marques, such as Studebaker and Nash. Mid-century upstarts like Chrysler. The Europeans were always a factor: Mercedes, BMW, Fiat, Ferrari, Rolls-Royce, Aston Martin, Rover, Vauxhall, Renault, Citroën. Mighty Volkswagen. After World War II, a surge of Japanese nameplates rolled in: Toyota, Honda, Mitsubishi, Nissan, Mazda, Subaru. The point is that on a planet populated by billions of people, a significant percentage of whom aspire to personal mobility, you need a lot of automakers to satisfy demand and to share the risks of trying to meet it.  That was the internal-combustion era, however. Which still makes up roughly 98% of the global market. Meanwhile, on the electrified front — 2% of worldwide sales — there's already a clear winner: Tesla. A single statistic tells the story. Nissan's Leaf, an EV that arrived in 2010 before Tesla's Model S followed in 2012, had sold just over 400,000 units, all time. Tesla is now closing in on a million, for the five vehicles it has marketed since its founding (the original Roadster, Model S, Model X, Model 3, and Model Y). Tesla has a near-monopoly of a tiny market, then. The race, such as it is, has ended, and Tesla can declare victory. But here's the thing: CEO Elon Musk knows the race is the wrong narrative, the one that doesn't matter. Here's why:FOLLOW US: On Facebook for more car and transportation content! After Elon Musk sold his stake in PayPal to eBay in 2002, he took his personal payday — hundred of millions — and sunk it into several companies, including Tesla, which at the time was barely making any cars. Electric vehicles weren't unprecedented. They had been around since the dawn of the auto age, and in the 1990s, General Motors took the bold step of launching the EV1, an EV with slightly more than 100 miles of range. The EV1 used a nickel-metal hydride battery design, the best option available at the time. GM only leased the EV1 to customers, and eventually ended the program. Tesla's battery design was rather different. It wired together thousands of lithium-ion cells to create a battery pack that required an intricate cooling system. But it yielded a range that was competitive with gas vehicles. The original Roadster was Tesla's first product, and it was impressive. Based on a Lotus chassis, the two-seater could do 0 to 60 mph in 3.7 seconds, with double the range of the EV1. Tesla never sold a lot of Roadsters, but the price was high enough to generate revenue to build the company's first "clean sheet" design, the Model S, unveiled in 2012. (Tesla also had a Department of Energy loan, plus equity investments from Daimler and Toyota adding to a 2010 IPO that raised about $260 million). The Model X SUV followed in 2015. For Musk, it was imperative to sell high-priced, luxury EVs to fund his Master Plan: an affordable EV for the masses. That car arrived in all-important Model 3, which hit the streets in 2017. By 2020, it made up the bulk of Tesla's sales, which had hit more than 250,000 annually. The Model Y was next, revealed in 2019. With this car, Tesla was taking on the booming market for crossover SUVs in the US. Musk expected it to outsell the Model 3 in the long-run. Tesla also announced a new Roadster, this time with a 0 to 60 mph time of under two seconds. Tesla hasn't yet built it, but for loyalists who took a chance on the original Roadster, it's going to be the must-have "halo" Tesla. And in late 2019, Tesla showcased the wild Cybertruck, a massive departure from its design language. The goal was clear: GM, Ford, and FCA sell around three million full-size pickups every year. Replace them with electric pickups and you've made a major dent in the internal-combustion engine's hegemony. While all this was going on, the rest of the auto industry was gradually figuring out its own EV agenda. The Nissan Leaf had launched in 2010, before the Model S. It was basically the only long-range EV available for several years. Designer Henrik Fisker was seen as a direct Tesla rival in the early 2010s, with his Karma sedan. But the company went bankrupt in 2013. General Motors launched the Chevy Bolt EV in 2016, beating Tesla's mass-market Model 3 to market. That didn't concern him — with GM back in the game, his vision had a far better chance of becoming a reality. The Jaguar I-PACE was in the first wave of luxury EVs that took on the Model S and Model X. It arrived in 2018 and offered about 250 miles of range. Audi rolled out its E-tron SUV in 2018, as well; it now delivers just over 200 miles of range. Porsche unveiled its Taycan in 2019, and announced that it would have close to 300 miles of range, and — more importantly — be a proper high-performance EV. It would also be priced accordingly: $185,000 for the top-dog Turbo S version. New startups also entered the fray. Rivian took the auto show circuit by storm in 2019, showcasing an ell-electric SUV and pickup truck, angling to capture the same buyers Tesla was targeting with the Cybertruck. Post-Chevy Bolt EV, General Motors committed to an ambitious electric strategy. The automaker revived the Hummer nameplate, making it an electric pickup to be sold under the GMC brand. In fact, GM has declared that its future is electric. In early 2020, CEO Mary Barra announced a new "Ultium" battery technology and said the company would introduce 22 new electrified vehicles by 2023. Crosstown Detroit rival Ford wasn't sitting entirely still. Last year, it announced that it would extend its Mustang brand for the first time since 1965. The all-electric Mustang Mach-E was the result. It goes on sale later this year. But of course, the big news from Ford was that an all-electric F-150 pickup was on the way, hitting the road in 2022. A game-changer? Possibly. The gas-powered F-150 has been the bestselling vehicle in the US since 1982. In 2019, Ford sold nearly a million F-Series trucks. Despite all these new entries, Tesla's lead remains huge. It's currently opening, building, or preparing to build three new factories on three continents. Its market capitalization, at about $260 billion, is more than those of Ford, GM, and Fiat Chrysler Automobiles — combined. Musk has taken the company from essentially nothing to be the most valuable automaker in the world, in less than 20 years. But he wasn't allowing himself to think that winning the EV race meant that his work was done. He was, at best, only at the beginning of fulfilling his master plans. With the US and European markets mature, the China market was the world's major growth opportunity. It could have 40 million in annual vehicle sales at some point in the future — more than twice the size of the US market. Electric vehicles are considered a key alternative to adding millions of polluting cars and trucks to the country's fleet. If they replace enough gas vehicles, EVs could slow climate change, an important goal for Musk. Transportation and energy generation are two of the biggest generators of greenhouse emissions. For Musk, the master plan isn't to be the biggest manufacturer of EVs — it's to accelerate humanity's exit from the fossil-fuels age, and to convince other automakers and innovators that the market for electric cars is viable. Tesla could be selling millions of vehicles every year by the end of the decade, staying far ahead of its sundry rivals. But what matters more is that those millions in annual sales grow the EV market from 2% today to more than 50% by 2030 — and possibly far more than that.
The ballpark MSRP for GM's forthcoming electric SUV suggests it will be more of a Tesla Model X competitor than a Model Y rival.
The Lyriq will be one of the first vehicles to feature GM’s new scalable battery architecture Continue reading…
Top 10 fastest cars from 0 to 60 mph.See some cars in which speed performance is high.Jaguar I-Pace, Tesla X, Audi E-Tron, Mercedes Benz B Class Electric, BMW M5, Porshe 911, Lamborghini Urus the fastest SUV.Visit these cars at all cars online.
If you’re a speed lover who cares about the 0-60 MPH is as they deliver the extreme performance and termed as the fastest accelerating cars.Let’s have a look at the same.Porsche 918 Spyder (2.2 seconds)Dodge Challenger SRT Demon (2.3 seconds)Lamborghini Huracan Performante (2.3 seconds)Bugatti Chiron (2.5 seconds)McLaren P1 (2.6 seconds)BMW M5 Competition (2.6 seconds)Porsche 911 GT2 RS (2.7 seconds)Chevrolet Corvette (2.8 seconds)Tesla Model X P90D (3.2 seconds)Lamborghini Urus (3.2 seconds)Jaguar I-Pace (4.0 seconds)Audi E-Tron (5.1 seconds)Mercedes Benz B Class Electric (6.5 seconds)Porsche 918 Spyder (2.2 seconds)Porsche 918 falls into the category of hybrid supercars which manages to attain the speed of 0-60 mph in just 2.2 seconds which makes it the quickest car in the segment also giving competition Ferrari La Ferrari and McLaren P1.It runs 12 miles on electric power with the V8 engine.Engine:  4.6-liter V-8 with 2 AC motors, Horsepower: 893hpTransmission: Seven-speed dual-clutch automaticPrice: $875,175Dodge Challenger SRT Demon (2.3 seconds)Dodge Demon signifies his name with power like a wild wolf which is crammed under the hood.Engine: 6.2-liter supercharged V8Horsepower: 840hpTorque:770 pound-feet torquePrice: $86,090Lamborghini Huracan Performante (2.3 seconds)Huracan is one of the fastest cars in the segment which covers a range of 0-60 mph in 2.3 seconds.It went from 0-60mph in 2.3 seconds and covered the quarter-mile in just 10.4 seconds at 135mph.Bugatti Chiron (2.5 seconds)Bugatti Chiron is one of the fastest production cars in the world and achieves 0-60 mph in 2.5 seconds.This beast comes with four turbochargers and attains a top speed of 261 mph.
The first battery electric vehicle from Jaguar-Land Rover, the I-Pace starts at about $70,000 and goes up from there.Forget about that Tesla—the Jaguar I-Pace is the most compelling EV yetThe Jaguar I-Pace wins World Car of the Year, World Green Car awardsMy colleague, Ars Automotive Editor Jonathan Gitlin, drove the I-Pace when it launched and came away raving about it—and for good reason.Beyond that, JLR fixed one of the major complaints Jonathan had about the I-Pace as it entered production: the regenerative-braking settings are no longer buried under layers of menus.That's an important consideration for those of us who live where there are four real seasons.
Consider Lister's aspirations to be to Jaguar what AMG is to Mercedes-Benz these days.The company has a dotted history of building its own sports cars and working closely with Jaguar, but these days, it's solely focused on the British luxury marque.For its next act, it's going electric.The tuning company said on Monday that it will produce a limited number of what it calls the SUV-E concept.Basically, this is a Jaguar I-Pace that's had a session on the massage table with Lister.The changes go deeper than painting the electric SUV the company's traditional green and yellow racing colors.