As the longest-running automotive nameplate in America, the Suburban is a familiar face. The most recent generation is especially well represented: For 2021, the first year it was on the market, Chevrolet sold a healthy 85,000 copies. On the eve of the arrival of the facelifted version, we decided to re-familiarize ourselves with the 12th generation. We found that 2024 model year may be a sweet spot—not just among modern Suburbans, but among full-sized SUVs that don’t wear the label of a dedicated luxury brand.

As vehicle platforms go, the one underneath the 2021–present Suburban is relatively new, as GM introduced its latest body-on-frame architecture on the 2019 Chevy Silverado. It now underpins the Chevrolet pickup’s sibling, the GMC Sierra, and all GM SUVs derived from the platform—the shorter-wheelbase Chevrolet Tahoe, GMC Yukon, and Cadillac Escalade; and the longer Suburban, Yukon XL, and the Escalade ESV. Engine choices across that versatile platform include V-8s, V-6s, and even an inline four-cylinder. On the current Suburban, you can choose between two gas V-8s and the 3.0-liter Duramax inline-6.

The primary virtue of the twelfth-generation Suburban is the design of its rear suspension: Rather than a solid rear axle, as all Silverados and all previous Suburbans used, it has an independent multilink design. (The Suburban’s main competitor, the Ford Expedition Max, has had IRS for … 21 years now.) Each year has sweetened the Suburban: 2022 added Google Built-In, plus an electronic limited-slip diff for the Z71 model, and made the 6.2-liter V-8 and the digital instrument cluster available on cheaper trims. In 2023, Super Cruise became available on the top two trims. Given the absence of any press materials for the 2024 model year, and its presence on the configurator, it appears that 2024 is essentially a carry-over model.

The 2025 model arrives with extensive but mostly superficial changes: New sheetmetal that closely resembles that of the newest Silverado; the large, two-panel digital display that is permeating Chevy’s lineup, and revisions to the diesel powerplant. Those changes will likely mean an uptick in price, so if the new look doesn’t speak to you, maybe your best bet is a 2023 or 2024 model, which have all the nice things Chevy added since 2021.

We tested the most powerful, most luxurious Suburban offered for 2024—a High Country 4WD with the optional 6.2-liter V-8, a two-speed transfer case, air suspension, and every electronic gadget and interior nicety available. If your goal is maximum luxury, we recommend the Advanced Technology package, which includes the hardware for Super Cruise, GM’s hands-free highway driving system, and a three-year subscription to the software; power retractable running boards ($1745), the panoramic sunroof ($1500), and air suspension ($1000). Don’t waste $2K on the rear entertainment package—a last-generation iPad would put the two second-row screens to shame, and the headphones are uncomfortable and fragile. 

Specs: 2024 Chevrolet Suburban High Country

The Suburban welcomes you into a living room worthy of some cozy cabin in Montana or Wyoming. The digital dash and center screen treat you to animations of autumn foliage, a snow-capped mountain, and a lake. Leather is everywhere, on the doors and on the binnacle and even below the touchscreen and above the A/C vents. It’s the color of Werther’s candy. The fabric trim on the edges of the seats is an odd black-and-white-sorta-zebra affair, which looks like it belongs on the strap of a Kayu shoulder bag. There are a few wood inlays and brushed metal accents, the latter used with admirable restraint. Almost all the controls are black plastic, from the four buttons that serve as the gear selector on the dash, to the window controls, to the climate controls.

Chevy hasn’t chased intricate details like Jeep has with the Wagoneer (see its knurled metal gear selector), but the Suburban’s interior still communicates luxury through light—the giant glass sunroof lets in a lot of light and comfort. The seats are curl-up-with-a-book comfortable. 

A disclaimer, before we discuss the driving experience: I did not grow up in the back seat of a Suburban. (We were a minivan family—Honda, then Toyota, because of the Odyssey’s pesky transmission failures.) Today, I daily drive a small, feisty hatchback, and I frequent old (read: small) downtown areas that have few parking lots and no parking decks. The Suburban is by far the largest vehicle I have ever piloted. Tip to tail, it measures nearly 19 feet.

I loved it.

When you slide behind the wheel and thunk the door shut, your first experience is one of regal isolation. Not only is your perch lofty and supremely comfortable, but the cabin is very quiet, thanks to windows made of acoustically-treated glass. Whether at idle or highway speed, the only noise from the V-8 is a subdued, reassuring burble. Under acceleration, the roar of the engine is as powerful and calming as a distant waterfall. 

For all its size and weight, the Suburban is a remarkably docile vehicle. Visibility is excellent thanks to upright B- and C-pillars and giant sideview mirrors. (Though it takes a little getting used to, the camera rearview mirror helps a lot in this regard. It’s standard on the High Country.) The 6.2 and the ten-speed are a delightful combination: Whisper-quiet at highway speeds but, at the prod of the accelerator pedal, ready to hurl you down an on-ramp or execute a purposeful merge.

The body-on-frame construction is evident in the gentle shudder you feel over bumps, but thanks to the independent rear suspension, the rear end never gets twitchy over imperfections in the road surface, as a solid-axle vehicle often does. The air suspension and the 22-inch wheels, the largest diameter offered, pair up nicely. Only the most severe bumps make it through to your bum: Most pass with only a gentle thunk sound, if we can use that word twice in one story.

When the ride is this relaxing, it’s easy to cultivate the patience needed for driving a Suburban in traffic. You don’t perform any maneuvers impulsively in a vehicle this large, whether it’s snatching a parking space or squeezing into a queue ahead of a split in the freeway. Parking is probably the most frustrating activity in a Suburban: I had to spot spaces much further ahead than I expected, and I often entered at too shallow of an angle—even aborting the mission required a three-point-turn, during which I blocked the entire aisle. However, with more time, any semi-competent driver should adapt to the process. Thankfully, since so many Americans drive pickups, most parking spots are appropriately sized—I parked on a downtown street in Farmington, Michigan, and the Suburban fit between the little white corners neatly. 

It’s easy to forgive the Suburban its parking-lot clumsiness when you see the space inside. By ditching the solid rear axle, the designers could drop the floor of the SUV. The main beneficiaries are the third-row passengers: As a 5’6” person, I had plenty of headroom in the third row. I might not want to spend six hours back there, but the space was definitely tolerable, and it didn’t feel like punishment, like the third row of a Traverse.

Capacity isn’t the only virtue of the interior, as its configurability is good, too.  (Pictured is the Goodwill run that your author made: The amount looked huge sitting in my hallway, but once I got it in the Suburban, it looked downright puny.) The second-row captain’s chairs are easy to stow out of the way, whether to ease access to the third row or, with that rearmost seat folded, increase stuff-hauling space. Yank the plastic lever on the lower side of the seat once, and it folds on itself; twice and the folded chair unlatches from the floor and rotates toward the front of the vehicle. You can fold (and raise!) the second and third rows from the rear thanks to a set of plastic rocker switches and an array of electric motors. The only additional control I wished for was a button to close the tailgate from the driver’s seat, but that may be frowned upon from a safety perspective.

If you think the best infotainment screen is the newest one, the 12.3-inch unit in this Suburban will disappoint you. The resolution is adequate but far from liquid, and it frequently lagged when switching menus, prompting a yellow progress bar. However, after several recent experiences with the larger unit that is coming to the Suburban for 2025 (it’s currently in the Silverado and Equinox EV models), I’d like to make a counterargument: Simplicity is also a virtue. I have yet to spend a week with that larger panel, and when I do so, I’ll be asking whether it actually works better than the one currently in the Suburban.

I could easily reach the far corners of the center screen from the driver’s seat without stretching. The smaller size of the screen made it easy to ignore: The message was “I’m here if you need me,” not “I moonlight as a flatscreen TV.” The digital instrument display never washed out in sunlight, thanks to its recessed position under a leather-upholstered binnacle. It’s a relief to a new driver to find an infotainment system that doesn’t require de-coding: Just plug in CarPlay and go. (You even get your choice of USB-A and USB-C!) For those who love the Suburban for its modern execution of an old-school mission, this two-screen setup is just right.

If you prioritize V-8 luxury but worry about seeming gauche, an optioned-out Suburban like this one is may be the answer. (The Expedition Max only offers a V-6.) The near-$95,000 price of our tester puts it firmly in the territory of ritzier American three-rows like the Cadillac Escalade and the Jeep Grand Wagoneer, and the interior of either would likely embarrass this Suburban. Perhaps the presence of this absurdly expensive Suburban variant suggests that buyers are willing to pay up to avoid standing out. Yes, you could drive an Escalade or a Grand Wagoneer for this money, but then you become a person who drives a Cadillac, or One of Those Fancy Jeeps. An everyman Suburban LS, in contrast, can be had for around $62,000. When you drive a High Country, you are simply one of the hundreds of thousands of respectable people who drive Suburbans. Nobody needs to know how much you paid. 

The Chevrolet Suburban isn’t just an old nameplate that GM enjoys recycling: It is a remarkably consistent recipe that GM has been refining for decades. As of 2024, the General has that recipe down to a science. If you are shopping for a full-size SUV, and you treasure old-school comfort in an understated package, this is your vehicle. It’s packed with the latest driver-assist features and capable of integration with your Google-centric lifestyle, but lacks the big-infotainment-screen pizzazz of the upcoming facelift—or its Ford rival, the Expedition Max. Sometimes, big enough is best. 

2024 Chevrolet Suburban High Country

Highs: Serenely comfortable ride, engine is remarkably punchy and quiet. 

Lows: Rear-seat infotainment system is a waste of $2K. Motifs of High Country are a little kitschy. Small parking lots are a no-go. 

Summary: The Suburban is for those who like their luxury SUV large, independently suspended, and understated, with old-school simplicity. 

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Chevrolet has given its Silverado lineup a broad range of powertrains, trim levels, and cab configurations to capture a huge swath of the pickup truck market. The Silverado’s current generation, first launched in 2019, continues to adapt and improve. We recently nabbed a highly optioned 1500 High Country to see how its newest tech stacks up.

The Silverado 1500 remains a very comfortable place to spend your time, with a roomy cabin for both rows of seats and a pleasant ride that shakes off poor pavement surfaces and isolates the driver and passengers from both road and wind noise. Even when equipped with the optional 22-inch wheels as our tester included, the ride quality was top-notch.

Since we’ve driven plenty of the current-generation Silverado in various trims, one of our top priorities was to experience Super Cruise hands-free driving. Our test drive coincided with a recent expansion of Super Cruise availability, as the compatibility now includes 750,000 miles of roads in the United States and Canada. Major freeways and highways were among the first to roll out, but the expansion now also includes smaller connecting highways.

We tried Super Cruise on some of Southern California’s biggest freeways as well as some of its smaller, windier ones. To use Super Cruise, the driver must first engage adaptive cruise control. That makes perfect sense, especially if you consider adaptive cruise control as the next step in driver assistance above standard cruise control, and then Super Cruise as its progression. If the vehicle is on a compatible highway, pressing the Super Cruise button on the steering wheel will start the system and inform the driver to keep their eyes on the road. A camera mounted on the steering column keeps tabs on the driver to ensure they’re paying attention. We drove during the day, at night, and in the rain, and Super Cruise was only stymied on a few occasions. One such example was a curving portion of a small, two-lane highway when we couldn’t engage Super Cruise even though the road appeared to be part of the system’s network. Instead, we were told that our speed, which was keeping up with the flow of traffic, was too great. Okay, we may have been over the speed limit, fair enough. Once we dropped our speed a bit, Super Cruise took the wheel.

We have to admit, we’re still getting used to the concept of hands-free driving. With just a few hours of experience, the process is a bit disconcerting. On straight sections, the vehicle’s course corrections match what you’d expect from a human driver. On curves, however, the minute steering corrections seem odd. The constant small adjustments happen about twice a second. Although these adjustments don’t look smooth, they don’t transmit to the occupants, either. It’s just that watching the adjustments of the wheel, you can almost picture a computer anxiously muttering to itself as it makes its way through a curve.

The one downside to Super Cruise is that it is very conservative. Of course, that’s how you’d hope it operates. However, when surrounded by other drivers who are assertive or even aggressive with their passing, Super Cruise’s automatic lane-change function can meet its match.

For example, when approaching a driver in the number two lane who is going under the speed limit when there’s no good reason to do so, Super Cruise will match that vehicle’s speed at a safe distance. Now two vehicles are driving slower than the flow of traffic, and everyone driving with the flow of traffic will make moves to get around them both. Despite the Silverado’s 420-hp V-8 and a responsive 10-speed transmission, Super Cruise will wait, left turn-signal blinking, looking for a large opening in traffic before initiating a lane change. The maneuver is aborted if anything fills whatever void that Super Cruise deems large enough to be safe for a lane change. All of this information is relayed via the driver information center dead ahead in the dash, so it’s not a surprise.

After a few of these aborted passes, however, we took over for Super Cruise, stomped on the gas, and easily made the pass. If we hadn’t intervened, normal traffic would have kept passing and Super Cruise would have been happy to follow at a safe distance behind the 55-mph rolling chicane. That said, it’s exactly how you’d hope a driver-assist system would function. Any driver-assist function naturally requires some sort of trust, and Super Cruise helps build that trust by being conservative and communicating with the driver.

With the speed, following distance, and course corrections handled by Super Cruise, the driver can focus on surrounding vehicles, upcoming traffic, and road hazards. For our short trips, Super Cruise remained a novelty. On longer trips, the ability to relax your shoulders, sit back, and delegate the monotonous course corrections to Super Cruise could help reduce fatigue and improve alertness.

Whether you trust an advanced driver-assistance system in your vehicle is up to you, but that could change over time. If GM’s Super Cruise, Ford’s Blue Cruise, and the like continue to improve with oversight that helps steer things along a safe course, perhaps many of those who resist the technology will be won over. We were once skeptical of adaptive cruise control, just as there once were those who scoffed at plain old cruise control when it was introduced.

2024 Chevrolet Silverado 1500 High Country

Highs: The Silverado remains roomy, comfortable, and powerful. Super Cruise expansion brings impressive coverage and an intuitive interface.

Lows: Luxurious High Country trim still plays second fiddle to its GMC Sierra Denali cousin.

Takeaway: The Silverado continues to impress, but with the pickup market stretching even more upscale, there’s probably room in the lineup to bring the High Country some flashier interior colors and luxury amenities. Super Cruise could help it win some customers.

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GMC has finally stepped out of Chevrolet’s shadow in the last few years. The General has seen fit to give Canyon and Sierra access to the best bits of off-road equipment. The mid-size Canyon, half-ton Sierra 1500, and Sierra HD pickups are all available with the formidable AT4X package. Each can also be equipped with the AEV package that makes them even more ready to tackle the trail and go way off the beaten path and, more importantly, make it home in one piece. We spent some time in this Sierra 2500 AT4X AEV to get a better feel for it on-road. We also hit some light trails to learn how the AEV package on the HD compares to its Silverado stablemate from Chevrolet.

In case you’re not familiar, the Sierra HD’s AT4X package has an increased ride height, 305/70R18 off-road tires, a selectable rear differential locker, and impressive Multimatic spool-valve dampers. If all of that does sound familiar, it’s just GMC’s version of Chevrolet’s ZR2 package. While ½-ton Sierra AT4X models now come equipped with AEV’s impressive steel bumpers for 2024, the HD AT4X models only get the extra beefy pieces as part of the $9,395 AEV package, just like its Silverado cousin. They offer cast steel tow points front and rear and look like they could shrug off dings and trail scuffs rather handily. The AEV package on the HD also includes steel skid plates that protect the steering gear, the fuel tank, and the front suspension just below that tough bumper.

Besides a $495 paint option and AEV package, the only other option box ticked on this off-road brute was for the 6.6-liter Duramax V-8 diesel, a $9,490 choice. The Duramax is surprisingly refined for a 470-horsepower beast. Boost from the twin turbochargers quickly ramps up, even just off idle, with little throttle input. Power builds linearly, although you can chirp the tires at low speeds if you mat the throttle. It’s still a bit of a shock to see how far current ¾-ton trucks have come in the past 20 years as power and tow ratings continue to climb. It’s surprisingly easy to get used to driving such a competent hauler.

Specs: 2024 GMC Sierra 2500 AT4X AEV

• Price: $83,695/$103,075 (2500 AT4X /as-tested AT4X AEV)
• Powertrain: 6.6-liter, turbocharged pushrod V-8 diesel, ten-speed torque-converter automatic
• Output: 470 hp at 2800 rpm and 975 lb-ft of torque at 1600 rpm
• Layout: Four-wheel-drive, four-door, five-passenger full-size body-on-frame pickup truck
• Competition: Ram Power Wagon, Ford Super Duty Tremor, Chevrolet Silverado HD ZR2 Bison

Most of our test was on-road, with just a bit of off-pavement exploring. We didn’t put the AT4X’s departure angle to the test, but 35-inch tires are still a big benefit when picking a line. Knowing that there’s nearly 12 inches of ground clearance just makes things much easier. Compared to its Ram Power Wagon and Ford Super Duty Tremor competition in the heavy-duty pickup market, the AT4X’s tires are two inches taller than those on the Ram and almost an inch wider than the similarly tall 35-inch tires found on the Ford. It’s worth noting that the AT4X can be equipped with a diesel, while the Tremor can’t.

We took some meandering high desert trails at relatively low speeds. It was still enough to appreciate the Multimatic DSSV shocks and their ability to eat up any kind of jolt from small whoops and divots.

Even with the DSSV dampers doing their sorcery, the last bit of ride quality comes from airing the tires down from their load-handling 55psi to something in the 30psi range. Aired up to normal pressure, road imperfections like expansion joints do make it through to the cabin. It is a ¾-ton truck after all, and its stiff springs and heavy components can’t respond as quickly as they would on a ½-ton.

On the road, the AT4X is easy to control even on tight, curvy canyons, and handles highway miles with ease. Still, you never quite forget that this is a big truck. The steering is heavier than a half-ton, and both the height and the length are apparent in city driving.

Inside, we appreciated the wide, 13.4-inch center screen of the Sierra. It allows for customization, with the right quarter of the main screen able to show towing or media info while CarPlay takes up the remaining three quarters. If Apple CarPlay isn’t your thing, the baked-in navigation system is a great alternative. As opposed to the CarPlay, navigation can be displayed using the entire screen.

The upholstery and trim fit an upscale off-road truck. The AEV package adds embroidered headrests but is otherwise the same as any other AT4X.

We only have a few quibbles with the truck. The sizable center console still allows plenty of legroom for driver and passenger and offers up a roomy main compartment. However, the portion just forward of that cubby is split between cupholders and a shallow tray forward of the trailer brake controller. Placing the brake controller in easy, comfortable reach could be a priority for some, so we can’t fault them for that. On the other hand, how often is it needed when towing? It seems like an inefficient use of the center console space. The Chevrolet Silverado 1500 places the controller just ahead of the center console. It’s still an easily reachable spot in the dash.

Our other complaint is the column shifter. It does free up space in the center console and feels appropriate in a ¾-ton truck. However, it blocks the driver’s view of the center screen, keeping the lower left corner obscured. We like the shifter, even though shifting is all electronic and has been for years. It feels sturdy and there’s muscle memory for plenty of buyers who have only ever known column shifters.

We also like the placement of the screen. Placing it higher by swapping positions with the center dash vents would probably make it harder to reach. Depending on your seating position and screen preference, this might be a non-issue.

2024 GMC Sierra 2500 AT4X AEV

Price: $83,695/$103,075 (2500 AT4X /as-tested AT4X AEV)

Highs: Great ride quality for a ¾-ton, tremendous off-road chops, diesel powertrain is an absolute juggernaut.

Lows: Still has ride quality compromises that come with an HD pickup despite the improved suspension.

Summary: The AEV package takes the already impressive AT4X off-road package to another level and makes for one of the most competent factory off-road packages available. There’s probably not another HD truck that can match it off-road that is also this comfortable.

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In yesterday’s installment, we drove our vintage SUVs from the birthplace of the International Harvester Scout in Fort Wayne, Indiana, to Super Scout Specialists in Enon, Ohio. In this article, we go off-roading in Kentucky and head to the night’s stop in North Carolina, en route to the groundbreaking of the new Scout Motors plant in South Carolina. -Ed.

We left Enon on a Monday afternoon in our five vintage International Harvester Scouts, headed south towards our overnight stop in Lexington, Kentucky. We had probably spent too much time at the original, closed-down International Harvester plant in Fort Wayne that morning, and even more at Super Scout Specialists, and we needed to make ground.

That’s difficult when your vehicles can barely top 50 mph. So slow was our entourage that we didn’t pass a vehicle—a struggling old Mitsubishi on Interstate 40—until Tuesday afternoon. We sped by at maybe 55 mph, but we were going downhill. Much of this leg of the trip was spent just trying to stay out of the way and hoping that our Scouts—the oldest from 1967, the newest from 1979—would make it to Tuesday night’s hotel, in Asheville, North Carolina. (One of them did not.)

First, we had to get to Lexington.

I had started the day in the Siam Yellow Scout, a 1978 model with a 345-cubic-inch V-8 and a Borg-Warner T19 four-speed manual transmission. It belonged to Sean Barber, who owns Anything Scout, a parts and restoration shop in Iowa. Barber also owned the red 1967 Scout and the Glacier Blue 1979 model.

The jacked-up white 1975 Chevrolet-powered Scout II restomod is owned by Scout Motors and was built by Riptide 4×4. It had a massaged 6.0-liter V-8 with headers, a General Motors automatic transmission, a four-inch lift, and 33-inch tires. It was very loud, but in a good way.

We took mostly two-lane roads until we reached Interstate 75. From there, it would be a pretty direct trip to Kentucky. The yellow Scout was a pleasure to drive, well-sorted but still original. The long-throw transmission was truckish, which is OK because the T19 is a truck transmission, but easy to drive. With just one paint job in its life, the yellow Scout was everyone’s favorite.

I later transitioned to the 1979 Tamarak Bronze Rallye edition Scout II—the Rallye equipment consisted mostly of big, white Rallye decals and white spoked wheels. This Scout belongs to Navistar, the company that was left when International Harvester went out of business. Volkswagen bought Navistar in 2021 in a deal worth $3.7 billion, which, incidentally, is how it acquired the Scout name and is able to use it for Scout Motors, the startup that will build the electric model at the new plant in South Carolina.

This Scout had been sitting for years, possibly decades, having begun life as a test mule for the IH Scout prototype program in Fort Wayne, and had never been sold. It had the deluxe (plaid) interior, air conditioning, and an AM/FM radio that wouldn’t hold a station. There was a seat belt but no shoulder harness.

The gas gauge didn’t work—didn’t work in any of the Scouts I drove, for that matter—and the speedometer was off by at least 40 mph. There was also a lot of play in the steering, which made staying in one lane a challenge. But the 345-cubic-inch V-8 and Chrysler Torqueflite 727 three-speed automatic transmission seemed to operate in harmony. Everything else that worked, which admittedly wasn’t much, was gravy.

Because of the faulty gas gauges, none of us knew what mileage we were getting, only that it wasn’t very good. We stopped for gas a lot. As we neared Cincinnati, the skies began to darken—it was getting dark anyway—and about the time we crossed into Kentucky it started to rain. Scouts were not known for their windshield wipers, so I held off as long as I could before turning them on. Finally, I had to, and the results were pretty streaky. It was pouring by the time we reached our hotel in Lexington.

***

Tuesday morning was crisp but clear, with last night’s rain completely gone. I got into the Glacier Blue 1979 Scout II, which also had a 345-cubic-inch V-8 and a 727 Torqueflite automatic. It also had a working AM/FM radio, and listening to the stations I was able to pick up, I was seriously missing Sirius/XM satellite radio.

It was time for some off-roading, so we left Lexington and headed southeast for Beattyville, Kentucky. It did not go exactly as planned. We turned right, down a narrow paved road that soon became dirt, and were just getting underway when we came to what looked like a river. It was a small creek when the Scout Motors team mapped out the route, but with last night’s two-inch rainfall, there wasn’t any way we could continue—we had no clue where the trail was under the water. The lifted white restomod Scout dipped in a toe and promptly withdrew it.

We backtracked and tried to go in from a different angle. No luck—that way was rained out, too. The third time was the charm. We headed toward the Daniel Boone National Forest, near McKee, and found a trail that was wet but not flooded. We locked in the Scouts’ front hubs, shifted into four-wheel-drive, and proceeded.

It was there that the Scouts shook off their 40-plus years of obsolescence. No, they didn’t have electronic traction control, automatic descent control, or even antilock brakes, but they had what was needed to get the job done: Good tires, V-8 power, and low-range gearing that would pull out a tree stump.

We made a couple of water crossings, the second one pretty deep, thanks to the rain. All the Scouts took the creek in stride; a newer white Chevrolet Silverado apparently didn’t. The pickup had made it through and another 50 feet up the narrow trail, where it appeared to have died. It sat exactly in the center of the trail, hood up, no one around. We barely had room to drive around the Chevy, but we were feeling pretty smug when we did.

We continued on, eventually reaching a campground with a rustic but unlocked bathroom. After that, the trail ended with a fence and a locked gate; we decided we were hungry and headed to a restaurant. As Robert Frost would say if he were on the trip, we’d have miles to go before we sleep.

***

If Tuesday morning was fun—and it was—the afternoon and evening were all about getting to Asheville, North Carolina, about 238 miles away, according to Mapquest. We headed southwest through the Appalachian Mountains, eventually picking up Interstate 40 in Tennessee, then Interstate 81.

It was a slog on the Interstates—we’d pass 18-wheelers going uphill, and they’d pass us back going down. As it turned dark, it became harder to stay in formation. Were those Scout headlights behind me, or something else?

Well after dark, each set of headlights belonged to something else. The last two Scouts in our caravan—the white, Chevy-powered restomod and the 1967 red Scout—weren’t keeping up. Turned out that one of them had stopped, and the other one stayed behind to help.

Surely, I thought, it was the 57-year-old, red SUV that had broken down—the hilly Interstates had to be tough on it, even though it had a small V-8. But I was wrong. Sean Barber and his wife Heather were in the red Scout, and they stopped when the white one pulled over.

The Scout Motors driver and passenger in the white Scout had slowed when they smelled smoke, and then there was no power. The culprit was a fried electronic control unit. And as good a mechanic as Barber is, without a spare ECU, nobody could fix it. I had not driven it yet, and frankly, I was OK with that: The modern transformation really didn’t speak to me the way the original Scouts did.

They called for a tow truck and waited. Two hours later, it showed up, loaded the Scout, and headed for Charlotte, North Carolina, where Scout Motors stores the restomod Riptide Scout. Towing fee: $1500. Looking at our inventory, it would likely have been voted The Scout Least Likely to Break.

But it did. We would not see the white Scout again.

Tomorrow, join us as we set off to the groundbreaking for the Scout Motors plant in South Carolina.

***

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Pickup trucks are not only big-ticket items, but they are also some of the best-selling vehicles in the United States. Ford, Chevy, Ram, GMC, Toyota, Nissan, and now Tesla are all scrapping for slices of this lucrative pie. Now that 2023’s books have been wrapped up, manufacturers are sharing their year-end sales totals—and there’s lots to dig through.

Some of the biggest bragging rights in the industry go to makers of full-size pickup sales; it’s been a point of pride for Ford to tout its F-series as the best-selling truck on the market. Indeed, it has captured the title for best-selling model—several models actually—for 47 years in a row. In Ford’s year-end sales report, posted January 4, 2024, it claims, “Ford again was the No. 1 selling truck manufacturer for Q4 and for full year 2023. . . Ford sold 1,081,777 trucks and vans in 2023.”

Over at GM, its release touted that GM was the #1 in total trucks for the 10th straight year, citing 1.3 million “full-size pickups and vans, midsize pickups and full-size SUVs sold.”

The discrepancy, of course, comes from the fact that Ford is a manufacturer and also a brand. Meanwhile, Chevy and GMC are brands, while GM is the manufacturer. GM tallies up Silverado and Sierra sales to claim full-size pickup sales performance to investors, but Ford touts F-series sales in commercials to customers. Ford’s 750,789 F-Series truck sales in 2023 fell short of GM’s 840,000 combined sales of Silverado and Sierra 1500, 2500, and 3500 models. Still, both companies have a lot to brag about:

• Ford sold the most full-size hybrid and EV pickups, with 24,165 Lightning sales.
• Silverado sales are up 6 percent on the year, and Trail Boss and ZR2 models are flying off lots.
• GMC recorded its best-ever sales for Sierra (up 22 percent over last year) including record sales of AT4 and Denali trims.

In other 2023 full-size truck sales news, Tundra posted its best year ever, with 125,185 sales (up 20.5 percent). Nissan’s Titan saw a 27 percent increase in sales, although the brand still only managed to move 19,189 of them. Ram saw sales drop 5 percent, to 444,926 units, and looks to rebound in 2024 as it launches the 2025 Ram that transitions away from Hemi V-8 power to turbocharged inline-six power and launches an interesting plug-in hybrid powertrain. Tesla celebrated a record sales year, although wouldn’t break out how many of those vehicles were Cybertrucks, because, well, it’s Tesla.

The 2024 sales race is now on, and manufacturers are expecting the total market to grow year-over-year. We’re not sure if the full-size sales trends will continue, or if will we see a shakeup as hybrids and EVs gain ground, but it should remain interesting as newcomers challenge the status quo and innovation pushes power and efficiency higher.

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There’s an argument to be made that the hearts and minds of pickup truck buyers, when it comes to electrification, will be won not in consumer driveways, but in the fleet business, where battery power truly makes sense.

Consumer truck buyers are showing some resistance to giving up their gas and diesel pickups, but for fleet administrators all that matters is the bottom line, and being able to plug in your pickups instead of filling up the fuel tanks may be too good of an opportunity to pass up.

Ford has done well with its Lightning fleet pickup, and General Motors is hoping to prove the electric Silverado four-wheel-drive work truck, or 4WT, will follow suit.

Specs: 2024 Chevrolet Silverado EV Work Truck

• Price: $77,905/$80,345 Base/as tested
• Powertrain: Dual motors, one front, one rear
• Output: 510 hp and 615 lb-ft of torque
• Layout: Four-wheel-drive, four-door, five-passenger full-size pickup truck
• 0-60 mph: Six seconds (estimate)
• EPA Fuel Economy equivalent: 67 MPGe city, 59 highway, 63 combined
• Competition: Ford F-150 Lightning, Rivian R1T, Ram 1500 REV

We got a drive in a Silverado EV 4WT, and we see no reason why it won’t be a success, so long as the initial price ($77,905 base, $80,345 as tested) doesn’t get in the way. That said, this truck was reasonably well-equipped, more of a supervisor’s pickup than a daily workhorse, as your crew doesn’t really need adaptive cruise control or Sirius/XM radio. The only option was a $545 spray-in bedliner. Still, it’s a lot of money for a manual driver’s seat and rubber floor mats.

If you want truly deluxe, you can opt for the RST model, which will top $105,000 and serve up a whopping 754 horsepower and 785 lb-ft of torque.

This 4WT has 510 horsepower and 615 lb-ft of torque, with a 10,000-pound towing capacity. Range on a full charge, we were told, is a startling 450 miles.

On the road, the 4WT rides very smoothly, a testament to a well-thought-out four-wheel independent suspension and the fact that it isn’t a conventional body-on-frame design. It’s quiet, too. Acceleration from a standing start is a bit leisurely, due more to the truck’s weight—about 8500 pounds—than a lack of muscle. Handling is good, but you can’t disguise that much weight when cornering. The turning circle is very tight.

The 24-module Ultium battery pack features public DC fast charging capabilities of up to 350kW, enabling approximately 100 miles of range to be added in 10 minutes based on GM estimates. The EPA listing says that a full charge can be had in 12.7 hours with a 240-volt system.

No engine means there’s a large frunk, almost 11 cubic feet, up front and a nearly six-foot bed at the rear that can haul 1440 pounds of cargo. Flip-up rear seat bottoms also reveal a big hidden cargo container.

Our truck was Summit White with a Jet Black interior. It was a handsome vehicle, with a Chevy Avalanche-like profile and gloss black-painted 18-inch aluminum wheels with all-season tires.

When combined with the available accessory power bar, the Silverado EV’s PowerBase charging system offers up to 10 outlets, to provide a total of 10.2 kW of power for worksite or recreational needs, including powering a home or office with 120- and 240-volt power.

Chevrolet says that after the initial launch, they will offer customers “the ability to content the truck across various price ranges, with MSRPs starting from $50,000, $60,000, $70,000, $80,000 and more, allowing them to choose the truck that meets their capability and pricing needs.”

Sounds good. But if you want to be the first supervisor on the job site with a 4WT, expect to pay a premium price.

2024 Chevrolet Silverado EV 4WT

Highs: Impressive range, plenty of usable space and features that should make work easier. Target market feels right for the moment.

Lows: Not cheap—at least to begin with. Predictable EV heft is hard to hide.

Takeaway: A respectable first salvo in what’s going to become a hotly contested—and vital—segment.

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So often when we get a new car or truck to test, it’s the latest and greatest, with every option in the book. We aren’t really complaining, but sometimes it makes it hard to credibly judge what the average consumer is likely to buy. Somehow, this 2024 Chevrolet Silverado 2500 Crew Cab LT 4WD snuck in through the cracks. Make no mistake, it’s hardly a stripper model—it has plenty of options, nearly $20,000 worth, but the list price, $73,935, is less than some half-ton trucks we’ve tested.

So what’s missing? Running boards, for one thing: You don’t want running boards if you’re doing serious ranch work of off-roading. But the 28-inch floor height does require a heavy jerk on the grab handle, or if you are my wife, her portable kitchen step stool.

That said, there are some luxury options like leather upholstery ($995, plus $620 for front bucket seats), heated driver and front passenger seats ($400), remote start ($525, and oddly includes a rear-window defroster) and a 10-way power driver’s seat.

But most of the options are work-related, such as the gooseneck trailer fifth-wheel package ($545), evidenced by five covered holes in the sprayed-on bed liner; the liner comes as part of the $1165 Z71 package that also included twin-tube, off-road shocks, hill descent control and skid plates.

Standard are safety features that include rear park assist, rear cross traffic alert, plus a trailer-side blind zone assist and provisions for trailer cameras, should you tow a lot, and you probably will if you’re in the market for this pickup, considering its generous 20,000-lb. capacity. There’s “hitch guidance with hitch view,” cheap at $425, and for some reason that also includes a power sliding rear window. Big heated trailering, auto-dimming outside mirrors are $530, and worth it, but beware of smacking restaurant drive-through windows.

The interior of the 2500 HD was redesigned for 2024, but stylists went moderately retro with easily-mastered controls, and a knob for turning on the radio and adjusting the sound, meaning they got it half right since there’s no knob for tuning. Instruments are easy to read. Front seats are supportive and properly contoured, good for all day in the saddle. Rear seats have room for three basketball centers. Fortunately there are grab handles back there if you aren’t seven feet tall.

Specs: 2024 Chevrolet Silverado 2500 Crew Cab LT 4WD

Price: $54,000/$ 73,935 base/as tested
Powertrain: 6.6-liter turbocharged diesel V-8, 10-speed automatic
Horsepower: 470
Torque: 975 lb-ft
Layout: Four-wheel-drive, four-door, five-passenger pickup
EPA-rated fuel economy: Not rated. Our overall fuel economy was 15.7 mpg.
Competitors: Ford Super Duty, Ram 2500, Nissan Titan XD

Outside, the 2500 HD has a purposeful look, with the seemingly truck-standardized Big Grille with fog lights and heavy tow hooks. The hood lists its means-business credentials – the 6.6-liter Duramax diesel engine and the 10-speed Allison transmission, and the Z71 badge on the fender has, for decades, suggested off-road prowess.

On the road, that 470-horsepower Duramax (torque is a stump-pulling 975 ft.-lbs. at just 1600 rpm) works well with the busy 10-speed Allison to keep things moving off the line and beyond, but weighing in at nearly four tons, the 2500 HD accelerates leisurely and loudly from a standing start. (Standard, by the way, is a 6.6-liter gas V-8 with 401 horsepower, which saves you $9499 and 700 pounds.) The diesel engine is quiet at cruise and idle, and fortunately for the McDonald’s employees operating the drive-through speaker, the exhaust exits on the passenger side through a massive, coffee can-sized chromed outlet.

On the highway, the 2500 HD is a surprisingly docile companion. The ride is remarkably good, unless you encounter ruts or a series of bumps, and then the solid rear axle makes itself known with the live-axle shudder. Steering is spot-on, but the turning circle is pretty wide.

The big disc brakes are excellent, making the truck seem much lighter than it is. Tires are the largest available from the factory on the Z71, all-terrain LT275/65R20 Goodyears ($200) that are nearly silent, and happier on the street than in the mud. We did some moderate off-roading – the truck is simply too large and heavy for it to be much fun – and we were wishing for a more aggressive tread. The 10-spoke spoke aluminum wheels are handsome but cost $1100, one place we’d save a little money.

In all, the 2024 Chevrolet 2500 Crew Cab LT 4WD is a very comfortable workhorse, designed for tough duty and likely to last a long time, at a price that’s expensive but certainly on par with the competition. Add a dual rope ladder to help get in and out, and we’re sold.

2024 Chevrolet Silverado 2500 Crew Cab LT 4WD

Highs: Excellent, appropriate powertrain, stiff chassis, very good highway ride.

Lows: Heavy as a boxcar, could use better off-road tires, high step-in.

Takeaway: A legitimate, talented workhorse but with all the creature comforts you really need.

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General Motors CEO Mary Barra announced during an investor call last April that the Chevrolet Bolt EV and its slightly larger model, the EUV, were winding down production, which would end after the 2023 model year.

Tuesday, during a quarterly earnings call, Barra announced that the Bolt would be back after all, an all-new model built on the Ultium electric platform instead of the slightly dated, LG-based model it is now.

Barra said details would be forthcoming, but it seems highly unlikely the new Bolt will be ready by the 2024 model year. After all, Chevrolet has to find a new plant to make it: The Orion, Michigan, factory where the current Bolt is built is converting, via a $4B overhaul, to electric Chevrolet Silverado trucks.

Chevrolet has no real, low-priced EV in line to replace the Bolt, but the company expects some buyers might be enticed by the new Equinox EV which goes on sale soon, although it will be more expensive than the Bolt, the cheapest of which starts at $27,495 (shipping included).

“Our customers love today’s Bolt. It has been delivering record sales and some of the highest customer satisfaction and loyalty scores in the industry,” said Barra. “It’s also an important source of conquest sales for the company and for Chevrolet.”

The Bolt went on sale in 2017 and the EUV in 2021, but early in its introduction it was slowed by multiple major recalls for a fire risk. Once that problem was fixed, sales have been reasonably strong, though hardly stellar, aided by a couple of substantial price cuts.

The current Bolt EV starts at $27,495, and the EUV starts at $28,795 including freight. The EV has a listed range of 259 miles, the EUV 247 miles.

Sales of Bolt EV and Bolt EUV through the first half of 2023 have been the strongest to date, Chevrolet says. Eighty percent of Bolt owners are staying loyal to Chevy and nearly 70 percent of buyers who are trading in a vehicle for Bolt are trading in a non-GM product.

“We will keep the momentum going by delivering a new Bolt,” Barra said, “and we will execute it more quickly compared to an all-new program with significantly lower engineering expense and capital investment by updating the vehicle with Ultium and Ultifi technologies and by applying our ‘winning with simplicity’ discipline.”

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In the General Motors press release, it says “Product details and timing related to GM’s future HD trucks are not being released at this time.” But they sort of are: The rest of the release details the fact that GM has announced plans to “invest more than $1 billion in two of its Flint, Michigan, manufacturing sites, Flint Assembly and Flint Metal Center, to prepare those plants for production of the next-generation internal combustion engine (ICE) heavy-duty trucks.”

So, ICE—not electric. “This investment will enable the company to strengthen its industry-leading full-size truck business.” GM evidently feels that before the heavy-duty trucking market is ready to go electric, like Tesla believes it is, there’s at least one more complete generation of HD pickup trucks that will be gasoline- and diesel-powered.

“Today we are announcing significant investments in Flint to strengthen our industry-leading full-size pickup business by preparing two plants to build the next-generation ICE HD trucks,” said Gerald Johnson, executive vice president, Global Manufacturing and Sustainability. “These investments reflect our commitment to our loyal truck customers and the efforts of the dedicated employees of Flint Assembly and Flint Metal Center.”

This investment “highlights the company’s commitment to continue providing customers a strong portfolio of ICE vehicles for years to come,” the release said. In 2022, GM achieved a 38 percent year-over-year increase in HD pickup sales, with nearly 288,000 trucks sold. Additionally, the 2023 Chevrolet Silverado HD was the best-selling retail full-size HD pickup.

Details of the announcements said GM will invest $788 million to prepare the plant to assemble GM’s next-generation ICE HD trucks. Plant updates will include a body shop building expansion, general assembly conveyor expansion, and new tooling and equipment. At the Flint Metal Center, GM will invest $233 million for new stamping dies to support production of GM’s next-generation ICE HD trucks, as well as press refurbishments and new equipment.

“When business is booming as it has been for the past decade—due to the hard work of UAW members—the company should continue to invest in its workforce,” said Mike Booth, UAW vice president, GM department. “It is good to see that GM recognizes the hard work you, the UAW membership, contribute to the success of this company. We are proud that UAW-GM members will continue to build quality, union-made products here in the USA.”

GM also announced more than $1.7 billion in investments for Flint-area operations in 2023, including $579 million in Flint Engine Operations for sixth-generation small-block V-8 engine production.

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New Tacoma arrives with manual, coil springs; no V-6

Intake: One of the oldest vehicles in the U.S. fleet has finally been updated: The Toyota Tacoma is all-new for 2024. “Redesigned from the ground up and built upon the TNGA-F global truck platform shared with Tundra and Sequoia, the all-new Tacoma was designed and engineered for the U.S. market,” Toyota says. There are at least two notable aspects on the mid-sized, body-on-frame truck: It’s still offered with a six-speed manual transmission, and the once-available V-6 is gone. Still, the engine choice is impressive: The i-FORCE turbocharged 2.4-liter four-cylinder engine produces up to 278 horsepower and 317 lb-ft of torque; the available i-FORCE MAX turbocharged 2.4-liter four-cylinder hybrid, 326 horsepower and 465 lb-ft of torque. Maximum towing capability is 6500 pounds. Also enhancing ride and handling characteristics on Tacoma is a newly available multi-link rear suspension. This system replaces the previous model’s leaf springs in favor of a set of coils. However, leaf springs remain standard on SR, SR5 XtraCab, and TRD PreRunner grades.

Exhaust: First impression? Worth the wait, even if the new Taco doesn’t offering a locking front differential like the Ranger and Canyon do. The Tacoma, which Toyota calls a “bad-ass adventure machine,” features an all-new Trailhunter model, a factory-developed overlanding rig built from the ground up with integrated off-road equipment from ARB, Old Man Emu, and RIGID. The Trailhunter, which comes with 33-inch tires, features an integrated high-output air compressor in the bed for airing large-diameter tires back up quickly after airing down for spending days, or weeks, on the trail, Toyota says. —Steven Cole Smith

China’s Geely doubles down on Aston Martin

Intake: Geely has doubled its stake in Aston Martin to 17 percent, making the Chinese conglomerate the third biggest shareholder in the 110-year-old British sports-car maker. The other key owners of Aston are Canadian billionaire Lawrence Stroll and his Yew Tree consortium, along with Saudi Arabia’s Public Investment Fund, while Mercedes-Benz also holds shares. Significantly, by investing around $290 million in Aston Martin, the Zhejiang Geely Holding Group will get a seat on the board. “Since first acquiring our minority holding last September, we have worked collaboratively with executive chairman Lawrence Stroll and his colleagues and now look forward to exploring joint technology synergies and new growth opportunities to help this iconic automotive brand to achieve its full potential,” says Geely chairman Eric Li.

Exhaust: Geely’s cash injection is much needed and has also helped shore up Aston Martin’s share price after its original listing on the London Stock Exchange failed to deliver as expected. Geely’s plans for Aston Martin don’t end here, however. Although it has agreed not to buy any more of the British company until August 2024, Geely will almost certainly take more control in the future, just as it did with Volvo and Lotus. —Nik Berg

Hyundai and Kia settle class-action lawsuit

Intake: To settle a class-action lawsuit, Hyundai and Kia have agreed to pay more than $200 million to owners of as many as 9 million theft-prone vehicles that lacked engine immobilizers, said Automotive News. The automakers did not include the immobilizers, which prevents the engine from starting without a key, on base trims levels of certain 2011–2021 model-year Hyundai and Kia vehicles. “Last summer TikTok users posted how-to videos that exposed a method to steal the vehicles. The posts triggered a spike in a vehicle theft across the U.S.,” Automotive News said.

Exhaust: A portion of the settlement, $145 million, will go toward out-of-pocket losses experienced by owners, including vehicles lost or stolen. Steve Berman, managing partner at the Hagens Berman law firm in Seattle and lead attorney in the lawsuit, said in a statement that they “worked to achieve a settlement that covers many types of losses—from those who were lucky enough to have never had their theft-prone car stolen, to those whose stolen cars were totaled completely due to Hyundai and Kia’s negligence.” —SCS

Chevrolet EV Work Truck will have 450-mile range

Intake: The Chevrolet Silverado EV Work Truck’s EPA-estimated range is in: 450 miles on a full charge. With this official estimate, the Silverado EV WT is expected to offer over 100 miles more than its closest on-sale competitor. The engineering team targeted at least 400 miles of range, but they were able to go above and beyond to achieve this increase. Over the past several months, extensive development and testing unlocked the increased 450-mile range. “This figure, paired with the ability to charge at 350 kW, makes the Silverado EV WT the choice electric pickup to serve fleet buyers’ needs. After all, this truck wears a Silverado badge—it’s made for tough jobs,” Chevrolet says.

Exhaust: The truck is on track to launch in late spring. This fall, the company will start production of the Silverado EV RST First Edition for retail customers. —SCS

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Dutch build soft-top Defender that Land Rover won’t

Intake: The Netherlands’ Heritage Customs shop has removed the roof of Land Rover’s Defender 90. The Valiance Convertible is the brainchild of designer Niels van Roij, who also does a fine line in shooting brakes. (a.k.a. wagons), from a Ferrari Breadvan Hommage to a Rolls-Royce Silver Spectre and even a Tesla Model S. In the case of the Defender, van Roij has subtracted rather than added: Its fixed metal roof is gone, replaced by a new canvas top which operates electrically. There’s an FIA-standard rollcage to maintain the car’s body stiffness and add accident protection, and a choice of Heritage Customs’ own wheels in 20- or 22-inch sizes. The cabin gets a full-leather makeover and buyers have a virtually unlimited choice of paint colors. The conversion costs around $93,000 plus taxes, and you’ll need to supply your own Defender 90. It will be a rare sight on (and off) the roads, however. “We will build a maximum of five Heritage Customs Valiance Convertibles per year, to keep the conversion highly exclusive for our clients,” says van Roij.

Exhaust: Did Land Rover miss a trick by not offering the new Defender as a convertible? Given that van Roij has already sold out the first two years of his shop’s production, it certainly looks like there’s demand. Will the factory follow suit? —Nik Berg

Ranked: Longest-lasting vehicles of the last 10 years

Intake: The website iSeeCars.com has ranked cars and trucks as to which has the best chance of making it 250,000 miles or more—with proper maintenance, of course. This 10th anniversary study analyzed over 260 million cars sold between 2012 and 2022 to determine which cars were most likely to survive to high mileage. Trucks dominate the list, taking up 10 spots. Toyota is the most prominent brand, with 8 models on the list. The most durable model, the Ford F-350 Super Duty, has a 49.1 percent chance of reaching 250,000-plus miles. Here’s the top 10:

1. Ford F-350 Super Duty has a 49 percent chance of making 250,000 miles. Nine more in order:
2. Toyota Land Cruiser
3. Toyota Tundra
4. Toyota Sequoia
5. Ford F-250 Super Duty
6. Honda Pilot
7. Toyota Tacoma
8. GMC Sierra 2500HD
9. Chevrolet Silverado 2500HD
10. Toyota 4Runner, which has a 41 percent chance of making 250,000 miles.

Exhaust: “Vehicle lifespans continue to grow, with more than 20 [models] now having a 20 percent or better chance of lasting at least a quarter million miles,” said iSeeCars.com executive analyst Karl Brauer. “For most of the automobile’s history, 100,000 miles was considered the maximum usable lifespan. Over the past 30 years we’ve watched an increasing number of cars reach 200,000-plus miles, and for our tenth Longest-Lasting Cars Study we’ve expanded our analysis to predict which vehicles have the greatest likelihood of reaching 250,000 miles or more.” See the whole list here. —SCS

Ferrari: E-fuels will power future ICE engines

Intake: Ferrari’s plans to continue building internal-combustion engine cars powered by e-fuels does not conflict with its target to become carbon neutral by 2030, its chief executive said today. “The two (targets) are very much compatible,” CEO Benedetto Vigna told the Financial Times’ “Future of the Car” conference, said Reuters. Vigna had previously welcomed a European Union decision to exempt cars that run on e-fuels from its planned 2035 phase-out of combustion engine vehicles; 2036, for so-called small volume manufacturers like Ferrari. “We thought this [EU decision] was happening in 2025 or 2026, it has happened two years before and this is very good for us, because you can run [an ICE] car with a fuel that is [carbon] neutral,” Vigna said.

Exhaust: E-fuels are made by synthesizing captured CO2 emissions and hydrogen produced using renewable or CO2-free electricity. Ferrari is already producing plug-in hybrid cars and has promised its first full-electric vehicle for 2025. However it has never provided a roadmap for going all-electric. –SCS

Larson takes first steps toward Indy 500 run

Intake: Kyle Larson took his first step toward running the 2024 Memorial Day weekend “double”—the Indianapolis 500 and the Coke 600 NASCAR race at Charlotte. This week, the Hendrick Motorsports driver spent time at Arrow McLaren’s race shop in Indianapolis to get fitted for his seat. It was his first time sitting in an Indy car. “I know we will have a shot to win,” he said. “This is definitely winning equipment. It’s going to be a fun experience. Want to soak it all in and try to do the best job we can come a year from now.” In announcing his Indy 500 ride earlier this year, Larson, a former Cup champ, acknowledged that he wanted plenty of time to prepare given the newness of this experience for him. “It’s way different than anything I have ever done,” Larson said. “I feel like if I was to do it this year, honestly, it would be like a rush. I wouldn’t feel prepared. Getting to spend a whole year taking my time getting to learn things and talking to different people will be beneficial.”

Exhaust: Larson will be the fifth driver to run the double: John Andretti, Tony Stewart, Robby Gordon, and Kurt Busch are the others. Busch is the most recent to do in 2014, while Stewart (in 2001) is the only driver to complete all 1100 miles of The Double. No driver to attempt it has won either leg, and no driver is attempting it in 2023. —Steven Cole Smith

Tony Stewart wins in NHRA again

Intake: Speaking of Stewart, he continues to make NHRA racing look easy, taking his second win in the Lucas Oil Drag Racing Series, topping Jackie Fricke in the finals of a North Central Division Race at Indianapolis. The win came from the number one qualifying position and came in Stewart’s third consecutive trip to a final round, reports Autoweek. In addition to the win, Stewart set career marks in qualifying. His 5.183-second run in the first round of qualifying was his best in NHRA Lucas Oil Drag Racing competition, and his 282.07-mph run in the second qualifying run was the fastest he’s gone in a Top Alcohol Dragster.

Exhaust: “The last three races have been amazing,” said the three-time NASCAR Cup champion. Stewart is a rookie making his first full-season run in a dragster. “To win at Vegas and runner-up at Charlotte two weeks ago, then come here to the regional event in Indy and win is awesome. I’m really proud of this team and how much they have progressed.” —SCS

Report: Fisker crippled by software glitches

Intake: Another electric-car startup is having problems getting its products to the people. Los Angeles–based Fisker is facing delays delivering its debut SUV to customers because of problems integrating software into the vehicles, according to people familiar with the matter, says Automotive News. The firm, which began production in November at contract manufacturer Magna Steyr’s plant in Austria, has software that is currently prone to glitches, the people said, estimating the issues could take months to iron out. As a result, they said some vehicles are only using a more basic software that limits the vehicles’ speed.

Exhaust: Fisker said in an emailed statement that the vehicle’s “software will be updated over-the-air during the year” after launching with a basic advanced driver-assistance system. “We categorically deny that the Fisker Ocean can be driven at only low speeds,” it said. The first of Fisker’s Ocean SUVs was delivered last week to a customer in Denmark. —SCS

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Chevrolet is going all out on its 2024 lineup of pickups. The Silverado EV will be in full swing, Colorado is coming off of a total redesign, and now we’ve learned that its HD lineup is getting a significant refresh that will make these trucks a more comfortable and productive place to work and play. Most noticeable is the new exterior look with a fascia that uses C-shaped headlights that are pushed to the corners and flank a new grille. This new look is every bit as bold as the previous truck if a bit less polarizing.

Inside, all trim levels LT and above will receive an updated interior that the half-tons received starting in 2023. That includes a new dash with a 13.4-inch infotainment screen in the center stack, as well as a reconfigurable 12.3-inch driver information center. For those that prefer knobs and dials, Chevy kept physical controls for heating, ventilation, and air conditioning, as well as one for stereo volume.

On the powertrain side, the 6.6-liter gasoline V-8 remains with the same 401 horsepower and 464 lb-ft of torque, but it now comes standard with the 10-speed Allison transmission that was previously only found on the Duramax-equipped HDs. Not only are the spacings between gears shortened compared to the previous six-speed automatic, which keeps the truck closer to its peak power, but the gasoline HD’s 3.73:1 rear axle ratio carries over. That means that torque multiplication in the 10-speed’s first gear has increased by more than 12 percent. The switch to the 10-speed allows the gasoline HDs to increase their tow ratings by nearly 2000 pounds, with conventional towing as high as 18,200 pounds and fifth-wheel and gooseneck towing ratings as high as 22,500. The bigger news is that the 6.6-liter Duramax diesel V-8 has been upgraded with an SAE-certified 470hp and 975 lb-ft of torque. That’s up from the current L5P Duramax’s ratings of 445hp and 910 lb-ft of torque. Chevrolet told us that those improvements are thanks to a new, more efficient turbocharger, upgrades to the engine controller and sensors, as well as modified piston topography that works with the injectors to get fuel where it’s most needed to produce power.

We’ve yet to see a dyno chart that compares the two versions of the engine, but we’re told low-end torque has been increased by up to 25 percent for improved towing and hauling. This new Duramax is also more efficient than before, but since heavy-duty trucks aren’t EPA-rated like their 1/2-ton brethren, we may have to wait until these get into owners’ hands to get some idea of the improvement. Despite the significant upgrades, Chevrolet plans to keep the L5P engine designation, the same one used since 2020. That upgrade in power and torque has not translated to major changes in diesel towing capacity, as Chevrolet had already rated the 3500 dual-rear-wheel as high as 36,000 pounds. Likewise, all trucks keep similar payload ratings, with the presumably heavier Allison dropping gasoline payloads by around 150 pounds, with diesel trucks dropping a few pounds of payload here and there due to increases in standard content.

Instead of major changes to towing capacity, Chevrolet focused on a host of new technologies that seek to give drivers more confidence when towing. Up to 14 unique camera views help when hitching up as well as hauling. Enhanced Transparent Trailer is a further evolution of Chevrolet’s camera technology that uses cameras mounted on the trailer and on the truck to stitch together a view of what’s behind the trailer. Low tech blends with high tech as extended blind zone alerts, as well as extendable tow mirrors, also help keep tabs on surrounding traffic. For the first time in a Chevrolet truck, adaptive cruise control can be used while towing and takes trailer drag and increased braking distance into consideration. There’s also a Gross Combined Weight Alert system that helps drivers know if they’re overloaded by measuring acceleration compared to throttle input.

The 2024 model year marks the first time Chevrolet will offer a heavy-duty version of the ZR2 off-road trim, which has been a favorite of ours in both Colorado and Silverado 1500 flavors. We’ll keep our eyes open for more details there, as that’s expected to be a later addition to the lineup. Another option that’s sure to be popular is the Midnight Edition of the luxurious High Country trim. Midnight Edition adds a black chrome grille with a silver Bow Tie, 20-inch black wheels, black chrome emblems, and black power steps.

Chevrolet is eager to hit the ground running with these updated trucks, which start production in the first half of 2023 at General Motors’ Flint (Michigan) Assembly and at Oshawa Assembly in Ontario, Canada. Chevy is no doubt hoping that it can keep its hold on the #1 spot in retail market share in light-duty and heavy-duty trucks. Of course, Ford and Ram won’t be resting on their laurels.

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Chevy and GMC will sell ICE models alongside EVs—and a Corvette SUV might be coming

Intake: The tidal wave of electric vehicles coming from General Motors may be looming large, but at least two of its brands—GMC and Chevrolet—will continue to offer gasoline-powered vehicles alongside BEVs for at least a few years, according to a report from Automotive News. The report gives a full rundown of what’s coming for each of the nameplates from the two brands, (there’s a lot of platform-sharing between them), but a few are worth calling out specifically. Chevy’s Silverado EV is slated to go on sale next spring; GMC’s been quiet about how it will incorporate the Ultium battery platform into a Sierra EV, AN says the GMC will be unveiled later this year. GMC has invested quite a bit of money into two high-end Sierra trims—the Denali Ultimate and the AT4X—as ways to boost profit margins ahead of the reveal of a Sierra EV. In the mid-size game, combustion-powered versions of the Chevy Colorado and the GMC Canyon are due for a refresh early next year, but electric versions are on the way as well, due sometime in 2026. GM’s cash-cow SUVs, the Tahoe/Suburban siblings from Chevy and the Yukon/Yukon XL from GMC, will get all-electric versions in 2026 that will also be sold alongside the gas-powered versions. As for Chevy’s pony car? Sadly, the Camaro is expected to cease production in 2025, replaced by a similarly sized EV that’s yet to be named. That’s marginally better than earlier rumors that had production ending next year, but a hard pill to swallow nonetheless.

But the biggest news comes from the house of Corvette: Forecasters expect an all-electric version of America’s Sports Car to debut in 2025, alongside at least one (gulp) Corvette crossover arriving that same year. In the immediate future, we’ll see a hybrid version of the Corvette (dubbed the E-Ray) later next year—we’ve seen this one out and about at the Nürburgring already—which will join the standard C8 and the yowling Z06.

Exhaust: While the all-electric transformation may be in full swing at Cadillac and Buick, GM’s not giving up on ICE—or its short-term profit potential—just yet. Ford has adopted a similar strategy with plans to retain gas-burning engines for its pickups through 2040. Blasphemous as it may seem to the crossed-flag faithful, rumors have been circulating around a Corvette SUV for a while now. From an emotionless business perspective, the case for a Corvette SUV is hard to argue with, but consider our pearls clutched. Elsewhere in GM’s lineup, all-electric versions of its full- and mid-size pickups and full-size SUVs could prove quite profitable. That will help subsidize development of smaller electrics like the forthcoming Equinox EV that Chevy says will start around $30,000, even as raw material shortages affect battery cell prices. — Nathan Petroelje

Ford’s F-150 Tremor gets pricier but adds V-8 for 2023

Intake: According to a new report from Ford Authority, Ford is dropping the base option level (400A) for its off-road-focused F-150 Tremor, opting instead to set the minimum bar to entry at the 401A mid equipment group. So while the 2023 model will come with more creature comforts, we also expect a significantly higher price tag, as the difference between the two trims is currently $6065. Configuring a 2022 Tremor with just the 401A mid-equipment group brings the MSRP to $61,980 including $1785 destination. That puts it a lot closer to the F-150 Raptor, with currently starts at $72,350, including destination. As a consolation for V-8 fans, Ford will also make the 400-hp 5.0-liter V-8 the standard engine for all F-150 Tremors, replacing the standard-output 400-hp 3.5-liter EcoBoost V-6. Should you still want an EcoBoost engine in your tremor, rest easy—that one’s still an option.

Exhaust: It seems that the addition of the Rattler package to shore up the entry-level off-road enthusiast market for 2023 has given Ford room to push the Tremor upmarket. The popular EcoBoost V-6 has become a workhorse in the F-150 lineup, but many buyers still crave a V-8. Perhaps the Raptor R and its new supercharged 5.2-liter V-8 sent some ripples through other off-road F-150s. No matter what the impetus, we’re glad buyers have more choices. —  Brandan Gillogly

This Beatle’s Porsche could be yours

Intake: In 1980, George Harrison picked up this cool black-on-black Porsche 928 S and it was his Ticket to Ride for the next four years, during which he racked up 11,000 miles. Harrison replaced it with a 500 SEL AMG, but the car went on many a Magical Mystery Tour with its next owner, who had to replace the engine block at 108,000 miles. Harrison’s 928 S was bought by the current keeper in 2017, after which it underwent a complete restoration which cost more than $120,000. It’s now for sale at RM Sotheby’s Monterey Auction, with a pre-sale estimate of $150,000–$250,000. It comes with a cassette of Vivaldi’s Four Seasons that was discovered under the driver’s seat, which was known to be a Harrison favorite, so Roll Over Beethoven. RM’s Monterey sale will take place August 18–20.

Exhaust: “Money can’t buy me love” opined the Beatles, but it could buy one of the fab four Porsches owned by George Harrison. In addition to the 928 S, he bought two 911 Turbos and a 924 Carrera GT over the years. His collection also included A Jaguar XKE, an Aston Martin DB5, a Mercedes-Benz 600 Pullman and 300SEL, a Mini Cooper S, and a McLaren F1. The estimate is way more than double the Hagerty #1 Concours condition value, but there’s bound to be a Beatlemaniac out there already singing “I’ll Get you”. — Nik Berg

Richard Petty joins fight for passage of the RPM Act

Intake: NASCAR legend Richard Petty has joined forces with SEMA, meeting with members of the U.S. Senate and House of Representatives to advocate for passage of the RPM Act (Recognizing the Protection of Motorsports Act). Petty and Specialty Equipment Market Association CEO Mike Spagnola traveled to Washington, D.C., last week to fight for Americans’ right to convert street vehicles into dedicated racecars, as well as the motorsports parts industry’s ability to sell products that enable racers to compete. The EPA maintains that such modified race vehicles are not legal under the Clean Air Act, but the man known in racing circles as “The King” told members of the media that “the EPA is overstepping its jurisdiction and penalizing small motorsports parts businesses. The RPM Act is essential to the racing industry and protecting the careers of young racers all over the country. During most of my racing career, my fellow NASCAR drivers and I competed in racecars that started out at as street-legal vehicles.”

Exhaust: SEMA has been fighting this battle for years, and it has turned up the heat on Washington in recent months to finally get the RPM Act passed. Bringing in Richard Petty is more than a PR move; he is a personable, reasonable everyman whose words and influence are palpable. Let’s hope that legislators are listening. — Jeff Peek

Maserati readies Mc20 sports car for GT2 racing in Europe

Intake: We’ve known since September of 2020 that Maserati had racing plans for its MC20 supercar—and now we know when and where. It’ll be in the Fanatec GT2 European Series Championship, and the car will debut in the 2023 season, likely with plenty of testing between now and then. The car will be called, perhaps obviously, the MC20 GT2, and it’s based closely on the road-going version, using the Nettuno twin-turbo, 3.0-liter V-6 engine , and a double-wishbone suspension with “a semi-virtual steering axis,” built on a carbon fiber monocoque. Maserati last raced in the GT series from 2004–2010 with the iconic and very successful MC12. Said Davide Grasso, Maserati CEO: “Racing has always been Maserati’s natural habitat and now, both in the Fanatec GT2 European Series Championship and in the Formula E Championship, this brand is making a new start from its roots to build the future.”

Exhaust: It’s disappointing that Maserati didn’t announce whether it would be racing in the U.S.-based Fanatec series (Fanatec, by the way, makes simulator racing hardware) which is strong, but would certainly benefit from a factory-backed Maserati car on the grid. But since Maserati will be offering the MC20 GT2 to customer teams, we’re guessing we’ll see a Maserati here sooner than later. “The car would definitely be eligible to run with us, and we’d love to have them,” said Jim Jordan, a director of the Fanatec World Challenge series. — Steven Cole Smith

Toyota, Suzuki and Daihatsu to team up on mini mid-engined sports car: report

Intake: The next Toyota MR2 will be a collaboration with Suzuki and Daihatsu, reports a Japanese car magazine. Best Car claims that Toyota will provide its GA-B platform which underpins the GR Yaris and GR Corolla, and Suzuki will come to the party with a three-cylinder, one-liter turbo engine. The motor is currently used in the JDM Swift Turbo, where it drives the front wheels, but in the new sports car it will be fitted amidships and send power to the rear instead. A six-speed torque converter automatic is the expected transmission. It’s unclear what Daihatsu will be contributing, aside from cash, of course. Toyota has already teased the design of such a mid-engined sportster, and the car should reach showrooms some time in 2025 with a dollar-equivalent price of $20,000–$30,000, says Best Car.

Exhaust: Toyota has a successful track record of sports car partnerships, sharing costs with rivals to give gearheads what they want. First there was the GR86 co-developed with Subaru as its BRZ, and then came the BMW Z4-derived Supra. If the rumors are to be believed, expect the new mid-engined machine to be closer to the Subaru venture, with only subtle differences in visuals and suspension tune separating the different brands’ cars. — NB

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