{"id":9286,"date":"2024-01-01T23:05:48","date_gmt":"2024-01-01T23:05:48","guid":{"rendered":"https:\/\/topat10.com\/?p=9286"},"modified":"2024-01-01T23:05:48","modified_gmt":"2024-01-01T23:05:48","slug":"the-18-best-evs-coming-in-2024","status":"publish","type":"post","link":"https:\/\/topat10.com\/?p=9286","title":{"rendered":"The 18 Best EVs Coming in 2024"},"content":{"rendered":"<p> <br \/>\n<\/p>\n<div>\n<p class=\"paywall\">The Ioniq 7 is expected to be one of the last models to use the Hyundai Group\u2019s E-GMP platform. In 2025 we\u2019ll see the first vehicles based on its next-gen EV platforms: eM and eS. The eM will apparently allow for a 50 percent improvement in range on a single charge, as well as supporting Level 3 autonomous driving or higher. It will also employ the group&#8217;s \u201cIntegrated Modular Architecture,\u201d standardizing key components like battery and motors. The eS is an EV platform for commercial Purpose Built Vehicles like those used for ride pooling, cargo hauling, and deliveries.<\/p>\n<p>Range Rover Electric<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Range Rover Electric\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b283913bd42ea70a9871\/master\/w_1600%2Cc_limit\/range_rover_electric.jpg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b283913bd42ea70a9871\/master\/w_120,c_limit\/range_rover_electric.jpg 120w, https:\/\/media.wired.com\/photos\/6584b283913bd42ea70a9871\/master\/w_240,c_limit\/range_rover_electric.jpg 240w, https:\/\/media.wired.com\/photos\/6584b283913bd42ea70a9871\/master\/w_320,c_limit\/range_rover_electric.jpg 320w, https:\/\/media.wired.com\/photos\/6584b283913bd42ea70a9871\/master\/w_640,c_limit\/range_rover_electric.jpg 640w, https:\/\/media.wired.com\/photos\/6584b283913bd42ea70a9871\/master\/w_960,c_limit\/range_rover_electric.jpg 960w, https:\/\/media.wired.com\/photos\/6584b283913bd42ea70a9871\/master\/w_1280,c_limit\/range_rover_electric.jpg 1280w, https:\/\/media.wired.com\/photos\/6584b283913bd42ea70a9871\/master\/w_1600,c_limit\/range_rover_electric.jpg 1600w\" sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Land Rover<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">Land Rover has taken its time getting there, but the full electric Range Rover has finally been slated for production in 2024. On-road testing has already begun in all sorts of conditions including \u201340 degrees Celsius in Sweden and 50 degrees Celsius in Dubai, so you can be assured that the company is not taking any chances with its 50-plus-year history conquering anything off-road. Much like the current Kias and Hyundais, the full-electric Range Rover will have an 800-volt architecture for rapid charging. Expect a hefty range, too, approaching 400 miles. Not only will it be whisper-quiet thanks to the electric powertrain, an active noise cancellation system has also been confirmed. For those who can\u2019t wait for the reviews, preorders are open now.<\/p>\n<p>Ford Explorer<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Ford Explorer EV\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b2846fc18c9c4dd7e967\/master\/w_1600%2Cc_limit\/ford-explorer-ev-2.jpg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b2846fc18c9c4dd7e967\/master\/w_120,c_limit\/ford-explorer-ev-2.jpg 120w, https:\/\/media.wired.com\/photos\/6584b2846fc18c9c4dd7e967\/master\/w_240,c_limit\/ford-explorer-ev-2.jpg 240w, https:\/\/media.wired.com\/photos\/6584b2846fc18c9c4dd7e967\/master\/w_320,c_limit\/ford-explorer-ev-2.jpg 320w, https:\/\/media.wired.com\/photos\/6584b2846fc18c9c4dd7e967\/master\/w_640,c_limit\/ford-explorer-ev-2.jpg 640w, https:\/\/media.wired.com\/photos\/6584b2846fc18c9c4dd7e967\/master\/w_960,c_limit\/ford-explorer-ev-2.jpg 960w, https:\/\/media.wired.com\/photos\/6584b2846fc18c9c4dd7e967\/master\/w_1280,c_limit\/ford-explorer-ev-2.jpg 1280w, https:\/\/media.wired.com\/photos\/6584b2846fc18c9c4dd7e967\/master\/w_1600,c_limit\/ford-explorer-ev-2.jpg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Ford<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">After a half-year delay due to <a href=\"https:\/\/www.npr.org\/2023\/08\/11\/1193083777\/ford-electric-vehicles-f150-lightning-jim-farley\">battery issues<\/a>, the Explorer crossover will land in the summer of 2024. It uses Volkswagen\u2019s MEB platform (seen in all the ID. models) and will likely feature the same battery and motor options, so 52-kWh or 77-kWh numbers good for up to 335 miles, and between 201 and 335 bhp. Designed in America, but built at the new Ford Cologne EV Center in Germany, for now this EV is EU-only, but, if it proves popular, who knows? There will be two- and all-wheel drive versions, with 10 to 80 percent fast charging in just 25 minutes. The interior is a particular win, too, with a soundbar that runs the width of the dash.<\/p>\n<p>Polestar 4<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Polestar 4\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b2859f7eaa3f6d90a25e\/master\/w_1600%2Cc_limit\/Polestar-4-2023-Reveal-Featured.jpeg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b2859f7eaa3f6d90a25e\/master\/w_120,c_limit\/Polestar-4-2023-Reveal-Featured.jpeg 120w, https:\/\/media.wired.com\/photos\/6584b2859f7eaa3f6d90a25e\/master\/w_240,c_limit\/Polestar-4-2023-Reveal-Featured.jpeg 240w, https:\/\/media.wired.com\/photos\/6584b2859f7eaa3f6d90a25e\/master\/w_320,c_limit\/Polestar-4-2023-Reveal-Featured.jpeg 320w, https:\/\/media.wired.com\/photos\/6584b2859f7eaa3f6d90a25e\/master\/w_640,c_limit\/Polestar-4-2023-Reveal-Featured.jpeg 640w, https:\/\/media.wired.com\/photos\/6584b2859f7eaa3f6d90a25e\/master\/w_960,c_limit\/Polestar-4-2023-Reveal-Featured.jpeg 960w, https:\/\/media.wired.com\/photos\/6584b2859f7eaa3f6d90a25e\/master\/w_1280,c_limit\/Polestar-4-2023-Reveal-Featured.jpeg 1280w, https:\/\/media.wired.com\/photos\/6584b2859f7eaa3f6d90a25e\/master\/w_1600,c_limit\/Polestar-4-2023-Reveal-Featured.jpeg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Polestar<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">The Polestar 4 is an SUV coup\u00e9 with a difference. Look at the rear end and you\u2019ll see why\u2014Polestar has got rid of the rear window entirely. The most powerful dual-motor 4 will run a 102-kWh battery for a claimed range of 350 miles (using the <a data-offer-url=\"https:\/\/www.wltpfacts.eu\/what-is-wltp-how-will-it-work\/\" class=\"external-link\" data-event-click=\"{&quot;element&quot;:&quot;ExternalLink&quot;,&quot;outgoingURL&quot;:&quot;https:\/\/www.wltpfacts.eu\/what-is-wltp-how-will-it-work\/&quot;}\" href=\"https:\/\/www.wltpfacts.eu\/what-is-wltp-how-will-it-work\/\" rel=\"nofollow noopener\" target=\"_blank\">WLTP<\/a> standard of measurement), and so is the most high-performance Polestar to date. The long-range single motor car has 272 bhp and a claimed range of 372 miles (WLTP). Bidirectional charging is included, and there is vehicle-to-load capability so you can use the car&#8217;s battery to power small appliances. Instead of the rear glass, the brand is leaning on the capabilities of the high-definition screen that replaces the age-old rear-view mirror. A real-time feed from a roof-mounted rear camera supposedly delivers a broader field of vision. This tech isn\u2019t new\u2014Range Rover has been using its <a href=\"https:\/\/www.wired.com\/story\/range-rover-evoque-suv-2020\/\">ClearSight camera<\/a> mirror for years\u2014but Polestar is the first to go all in on the design potential. The reason? Better aerodynamic properties: The 4 has a slippery 0.26 drag coefficient.<\/p>\n<p>Porsche Macan EV<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Porsche Macan on a race track\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b286e301d6276e596025\/master\/w_1600%2Cc_limit\/porsche%2520Macan_Track_007.jpg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b286e301d6276e596025\/master\/w_120,c_limit\/porsche%20Macan_Track_007.jpg 120w, https:\/\/media.wired.com\/photos\/6584b286e301d6276e596025\/master\/w_240,c_limit\/porsche%20Macan_Track_007.jpg 240w, https:\/\/media.wired.com\/photos\/6584b286e301d6276e596025\/master\/w_320,c_limit\/porsche%20Macan_Track_007.jpg 320w, https:\/\/media.wired.com\/photos\/6584b286e301d6276e596025\/master\/w_640,c_limit\/porsche%20Macan_Track_007.jpg 640w, https:\/\/media.wired.com\/photos\/6584b286e301d6276e596025\/master\/w_960,c_limit\/porsche%20Macan_Track_007.jpg 960w, https:\/\/media.wired.com\/photos\/6584b286e301d6276e596025\/master\/w_1280,c_limit\/porsche%20Macan_Track_007.jpg 1280w, https:\/\/media.wired.com\/photos\/6584b286e301d6276e596025\/master\/w_1600,c_limit\/porsche%20Macan_Track_007.jpg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Porsche<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">It\u2019s been quite the wait since the 2019 <a href=\"https:\/\/www.wired.com\/story\/porsche-taycan-review\/\">Taycan<\/a>, but finally the all-electric Macan comes into view in 2024. (We&#8217;ll all have to wait a little longer for the planned pure-electric 718 Boxster and Cayman, though.) Expect Porsche\u2019s second EV, built from the ground up for the new powertrain, to have the pace you\u2019d expect from the brand with a two-motor setup delivering up to 603 bhp, while the 100-kWh battery should be good for at least 310 miles of range. The interior has a main 12.3-inch touchscreen that runs a new Porsche UI with supposedly better integration of electric drive features, such as intelligent routing and live updates of public fast-charging points.<\/p>\n<p>Audi Q6 e-tron<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Audi Q6 ETron EV\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b287d314e183fd4e3dc0\/master\/w_1600%2Cc_limit\/Audi%2520Q6%2520e-tron.jpeg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b287d314e183fd4e3dc0\/master\/w_120,c_limit\/Audi%20Q6%20e-tron.jpeg 120w, https:\/\/media.wired.com\/photos\/6584b287d314e183fd4e3dc0\/master\/w_240,c_limit\/Audi%20Q6%20e-tron.jpeg 240w, https:\/\/media.wired.com\/photos\/6584b287d314e183fd4e3dc0\/master\/w_320,c_limit\/Audi%20Q6%20e-tron.jpeg 320w, https:\/\/media.wired.com\/photos\/6584b287d314e183fd4e3dc0\/master\/w_640,c_limit\/Audi%20Q6%20e-tron.jpeg 640w, https:\/\/media.wired.com\/photos\/6584b287d314e183fd4e3dc0\/master\/w_960,c_limit\/Audi%20Q6%20e-tron.jpeg 960w, https:\/\/media.wired.com\/photos\/6584b287d314e183fd4e3dc0\/master\/w_1280,c_limit\/Audi%20Q6%20e-tron.jpeg 1280w, https:\/\/media.wired.com\/photos\/6584b287d314e183fd4e3dc0\/master\/w_1600,c_limit\/Audi%20Q6%20e-tron.jpeg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Audi<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">Audi\u2019s new eSUV, which sits between the smaller Q4 e-tron and larger Q8 e-tron, features a next-gen EV platform called the Premium Platform Electric, or PPE, that it shares with Porsche, and which will also be used on the above Macan EV. It has an 800-volt architecture much like the existing Kias and Hyundais, boasts new electric motors, and is powered by a 93.0-kWh battery that employs <a data-offer-url=\"https:\/\/www.lithiumion-batteries.com\/cylindrical-vs-prismatic-cells.php\" class=\"external-link\" data-event-click=\"{&quot;element&quot;:&quot;ExternalLink&quot;,&quot;outgoingURL&quot;:&quot;https:\/\/www.lithiumion-batteries.com\/cylindrical-vs-prismatic-cells.php&quot;}\" href=\"https:\/\/www.lithiumion-batteries.com\/cylindrical-vs-prismatic-cells.php\" rel=\"nofollow noopener\" target=\"_blank\">prismatic<\/a> lithium-ion cells to give the battery more energy density. The rear motor is the main powerhouse, with the front unit called on for acceleration and traction, and both combined will supposedly deliver a zero-to-60 time of under six seconds for the Q6 (and 4.5 for the SQ6). We\u2019re hoping the prototype\u2019s headlamp tech, which can project both text and videos, makes it into production. Fingers crossed.<\/p>\n<p>Nimbus One<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Nimbus One EV\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b2882cc11e3fc468e346\/master\/w_1600%2Cc_limit\/Nimbus-One-Interior.jpg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b2882cc11e3fc468e346\/master\/w_120,c_limit\/Nimbus-One-Interior.jpg 120w, https:\/\/media.wired.com\/photos\/6584b2882cc11e3fc468e346\/master\/w_240,c_limit\/Nimbus-One-Interior.jpg 240w, https:\/\/media.wired.com\/photos\/6584b2882cc11e3fc468e346\/master\/w_320,c_limit\/Nimbus-One-Interior.jpg 320w, https:\/\/media.wired.com\/photos\/6584b2882cc11e3fc468e346\/master\/w_640,c_limit\/Nimbus-One-Interior.jpg 640w, https:\/\/media.wired.com\/photos\/6584b2882cc11e3fc468e346\/master\/w_960,c_limit\/Nimbus-One-Interior.jpg 960w, https:\/\/media.wired.com\/photos\/6584b2882cc11e3fc468e346\/master\/w_1280,c_limit\/Nimbus-One-Interior.jpg 1280w, https:\/\/media.wired.com\/photos\/6584b2882cc11e3fc468e346\/master\/w_1600,c_limit\/Nimbus-One-Interior.jpg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Nimbus EV<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">\u201cYour three-wheeled chariot awaits,\u201d is the tagline of this nimble two-seater urban EV. The sub-$10,000 vehicle coming in 2024 not only looks like it\u2019s fun to drive, but has stats that are mighty impressive: zero to 30 mph in 3 seconds; 93-mile range; miles-per-gallon gasoline equivalent of 370; front airbags, ABS, ADAS, and a steel frame; and swappable 9-kWh battery that tops up in 5.4 hours from a household outlet. Two <a data-offer-url=\"https:\/\/nimbusev.com\/\" class=\"external-link\" data-event-click=\"{&quot;element&quot;:&quot;ExternalLink&quot;,&quot;outgoingURL&quot;:&quot;https:\/\/nimbusev.com\/&quot;}\" href=\"https:\/\/nimbusev.com\/\" rel=\"nofollow noopener\" target=\"_blank\">Nimbus<\/a> versions are coming, with the One having a top speed of 50 mph and One S hitting 75 mph. But the real boon is that slender three-wheel design, as narrow as a motorcycle, maintains its balance by leaning into turns, making the Nimbus ideal for zipping through traffic.<\/p>\n<p>BMW i4 2024<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"BMW i4 electric car\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b2897e496a30c7a5dd52\/master\/w_1600%2Cc_limit\/BMW%2520i4.jpeg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b2897e496a30c7a5dd52\/master\/w_120,c_limit\/BMW%20i4.jpeg 120w, https:\/\/media.wired.com\/photos\/6584b2897e496a30c7a5dd52\/master\/w_240,c_limit\/BMW%20i4.jpeg 240w, https:\/\/media.wired.com\/photos\/6584b2897e496a30c7a5dd52\/master\/w_320,c_limit\/BMW%20i4.jpeg 320w, https:\/\/media.wired.com\/photos\/6584b2897e496a30c7a5dd52\/master\/w_640,c_limit\/BMW%20i4.jpeg 640w, https:\/\/media.wired.com\/photos\/6584b2897e496a30c7a5dd52\/master\/w_960,c_limit\/BMW%20i4.jpeg 960w, https:\/\/media.wired.com\/photos\/6584b2897e496a30c7a5dd52\/master\/w_1280,c_limit\/BMW%20i4.jpeg 1280w, https:\/\/media.wired.com\/photos\/6584b2897e496a30c7a5dd52\/master\/w_1600,c_limit\/BMW%20i4.jpeg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: BMW<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">The BMW i4 has been a hit for the German automaker, and <a href=\"https:\/\/www.wired.co.uk\/article\/bmw-i4-review\">rightly so<\/a>. But it\u2019s about to get a little bit better thanks to a 2024 refresh. Though camouflaged when it was spotted being test-driven, it looks as if the exterior design isn\u2019t getting much of an overhaul\u2014grilles remain the same with the radar to one side, the bumper design looks mostly untouched, but the headlights feature a new LED signature. The rear bumper may well be reshaped, however, along with updated rear lights. The current i4 has up to a 365-miles range with a 80-kWh battery, but this is bested by the Model 3 Long Range\u2019s 391 miles, so expect BMW to address this as well as get the new iDrive 9 infotainment system.<\/p>\n<p>Lotus Emeya<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Lotus Emeya\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b28ac7fa2bbf9a1f0892\/master\/w_1600%2Cc_limit\/Lotus%2520Emeya.jpeg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b28ac7fa2bbf9a1f0892\/master\/w_120,c_limit\/Lotus%20Emeya.jpeg 120w, https:\/\/media.wired.com\/photos\/6584b28ac7fa2bbf9a1f0892\/master\/w_240,c_limit\/Lotus%20Emeya.jpeg 240w, https:\/\/media.wired.com\/photos\/6584b28ac7fa2bbf9a1f0892\/master\/w_320,c_limit\/Lotus%20Emeya.jpeg 320w, https:\/\/media.wired.com\/photos\/6584b28ac7fa2bbf9a1f0892\/master\/w_640,c_limit\/Lotus%20Emeya.jpeg 640w, https:\/\/media.wired.com\/photos\/6584b28ac7fa2bbf9a1f0892\/master\/w_960,c_limit\/Lotus%20Emeya.jpeg 960w, https:\/\/media.wired.com\/photos\/6584b28ac7fa2bbf9a1f0892\/master\/w_1280,c_limit\/Lotus%20Emeya.jpeg 1280w, https:\/\/media.wired.com\/photos\/6584b28ac7fa2bbf9a1f0892\/master\/w_1600,c_limit\/Lotus%20Emeya.jpeg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Lotus<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">Following on from the SUV <a href=\"https:\/\/www.wired.com\/review\/review-lotus-eletre\/\">Eletre<\/a>, which we very much approved of, is Lotus\u2019s first hyper-GT, made to take on the Porsche Taycan. The four-door EV will go into production in 2024 making it the British brand\u2019s third electric model after the Eletre and the much-delayed <a href=\"https:\/\/www.wired.co.uk\/article\/lotus-evija-electric-car\">Evija<\/a> hypercar. The top model sporting adaptive air suspension and active aero will supposedly hit 893 bhp and launch from zero to 62 mph in a mighty 2.8 seconds. Rumor has it that Lotus will shove in a 102-kWh battery pack good for 10 to 80 percent refills in as little as 18 minutes with 350-kW charging. As for range, Lotus has said the Emeya will be able to drive from Amsterdam to Paris on a single charge, so that\u2019s a predicted max distance of around 315 miles.<\/p>\n<p>BYD Seal U<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"BYD Seal U\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b28b7e496a30c7a5dd53\/master\/w_1600%2Cc_limit\/BYD%2520Seal%2520U.jpeg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b28b7e496a30c7a5dd53\/master\/w_120,c_limit\/BYD%20Seal%20U.jpeg 120w, https:\/\/media.wired.com\/photos\/6584b28b7e496a30c7a5dd53\/master\/w_240,c_limit\/BYD%20Seal%20U.jpeg 240w, https:\/\/media.wired.com\/photos\/6584b28b7e496a30c7a5dd53\/master\/w_320,c_limit\/BYD%20Seal%20U.jpeg 320w, https:\/\/media.wired.com\/photos\/6584b28b7e496a30c7a5dd53\/master\/w_640,c_limit\/BYD%20Seal%20U.jpeg 640w, https:\/\/media.wired.com\/photos\/6584b28b7e496a30c7a5dd53\/master\/w_960,c_limit\/BYD%20Seal%20U.jpeg 960w, https:\/\/media.wired.com\/photos\/6584b28b7e496a30c7a5dd53\/master\/w_1280,c_limit\/BYD%20Seal%20U.jpeg 1280w, https:\/\/media.wired.com\/photos\/6584b28b7e496a30c7a5dd53\/master\/w_1600,c_limit\/BYD%20Seal%20U.jpeg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: BYD<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">BYD\u2019s global EV dominance marches on with this fourth model being added to its UK lineup in early 2024. The Seal U is will be the first SUV from the brand for UK customers as its larger seven-seater, the Tang, only comes in left-hand drive. The Seal saloon is electric only and uses BYD\u2019s e-Platform 3.0, while the Seal U is a version of a car already sold in China with a choice of plug-in hybrid or pure electric. As a midsize SUV in electric form, the Seal U will be aiming to take on the Volkswagen ID.4 and Ford Explorer, and will have two battery sizes: 71 kWh and 87 kWh. The smaller should get 261 miles of range, the larger 311 miles\u2014but both will power 218-bhp electric motors. Charging from 30 to 80 percent should be as little as 28 mins for the 71-kWh model.<\/p>\n<p>Volvo EX30<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Volvo EX30\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b28c14a2d742e2c8b3e2\/master\/w_1600%2Cc_limit\/Volvo-EX30-1-Gear.jpeg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b28c14a2d742e2c8b3e2\/master\/w_120,c_limit\/Volvo-EX30-1-Gear.jpeg 120w, https:\/\/media.wired.com\/photos\/6584b28c14a2d742e2c8b3e2\/master\/w_240,c_limit\/Volvo-EX30-1-Gear.jpeg 240w, https:\/\/media.wired.com\/photos\/6584b28c14a2d742e2c8b3e2\/master\/w_320,c_limit\/Volvo-EX30-1-Gear.jpeg 320w, https:\/\/media.wired.com\/photos\/6584b28c14a2d742e2c8b3e2\/master\/w_640,c_limit\/Volvo-EX30-1-Gear.jpeg 640w, https:\/\/media.wired.com\/photos\/6584b28c14a2d742e2c8b3e2\/master\/w_960,c_limit\/Volvo-EX30-1-Gear.jpeg 960w, https:\/\/media.wired.com\/photos\/6584b28c14a2d742e2c8b3e2\/master\/w_1280,c_limit\/Volvo-EX30-1-Gear.jpeg 1280w, https:\/\/media.wired.com\/photos\/6584b28c14a2d742e2c8b3e2\/master\/w_1600,c_limit\/Volvo-EX30-1-Gear.jpeg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Volvo<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">Volvo would like everyone to focus on the news that 2024 is the year of its \u201cvalue\u201d EV designed specifically to lure new customers to the brand, and not, say, the fact that its seven-seat electric <a href=\"https:\/\/www.wired.co.uk\/article\/volvos-new-ev-flagship-is-basically-a-family-friendly-polestar\">EX90<\/a> was due to be on the roads by end 2023 but has been delayed for more software development. The entry-level EX30 comes in three flavors: a single motor 51 kWh, single motor 69 kWh, and performance twin-motor 69 kWh. It sits on the smallest version of Geely\u2019s <a data-offer-url=\"https:\/\/en.wikipedia.org\/wiki\/Sustainable_Experience_Architecture_platform\" class=\"external-link\" data-event-click=\"{&quot;element&quot;:&quot;ExternalLink&quot;,&quot;outgoingURL&quot;:&quot;https:\/\/en.wikipedia.org\/wiki\/Sustainable_Experience_Architecture_platform&quot;}\" href=\"https:\/\/en.wikipedia.org\/wiki\/Sustainable_Experience_Architecture_platform\" rel=\"nofollow noopener\" target=\"_blank\">Sustainable Experience Architecture<\/a>, which of course means it inevitably shares similar specs to the group\u2019s Smart #1 and <a data-offer-url=\"https:\/\/www.zeekr.eu\/models\/x\" class=\"external-link\" data-event-click=\"{&quot;element&quot;:&quot;ExternalLink&quot;,&quot;outgoingURL&quot;:&quot;https:\/\/www.zeekr.eu\/models\/x&quot;}\" href=\"https:\/\/www.zeekr.eu\/models\/x\" rel=\"nofollow noopener\" target=\"_blank\">Zeekr X<\/a>. As we said in <a href=\"https:\/\/www.wired.com\/review\/review-volvo-ex30\/\">our review<\/a>, \u201cThe top model is an NMC battery, twin motor, all-wheel-drive affair putting out 315 kW (428 hp) and zero to 62 mph in a frankly preposterous 3.6 seconds. This makes it Volvo&#8217;s \u2018fastest accelerating car ever,\u2019 which feels very much like corporate posturing and is entirely unnecessary for such a segment of the market.\u201d<\/p>\n<p>China on the Rise<\/p>\n<p class=\"paywall\">Aside from BYD, which has already made significant inroads in the West, there are numerous <a href=\"https:\/\/www.wired.com\/story\/how-chinas-ev-boom-caught-western-car-companies-asleep-at-the-wheel\/\">China auto manufacturers<\/a> making waves in 2024, and while we may not be as familiar with the brands, their releases are possibly even more important because innovation and technological advancement that takes place in China soon influences or finds its way into EVs in the EU and US. Here\u2019s a quick roadmap compiled with the help of Mark Rainford from <a href=\"https:\/\/www.youtube.com\/@InsideChinaAuto\">Inside China Auto<\/a>.<\/p>\n<p>Li Auto Mega<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Li MEGA\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b28d215c832d2f4dc805\/master\/w_1600%2Cc_limit\/Li%2520MEGA.jpeg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b28d215c832d2f4dc805\/master\/w_120,c_limit\/Li%20MEGA.jpeg 120w, https:\/\/media.wired.com\/photos\/6584b28d215c832d2f4dc805\/master\/w_240,c_limit\/Li%20MEGA.jpeg 240w, https:\/\/media.wired.com\/photos\/6584b28d215c832d2f4dc805\/master\/w_320,c_limit\/Li%20MEGA.jpeg 320w, https:\/\/media.wired.com\/photos\/6584b28d215c832d2f4dc805\/master\/w_640,c_limit\/Li%20MEGA.jpeg 640w, https:\/\/media.wired.com\/photos\/6584b28d215c832d2f4dc805\/master\/w_960,c_limit\/Li%20MEGA.jpeg 960w, https:\/\/media.wired.com\/photos\/6584b28d215c832d2f4dc805\/master\/w_1280,c_limit\/Li%20MEGA.jpeg 1280w, https:\/\/media.wired.com\/photos\/6584b28d215c832d2f4dc805\/master\/w_1600,c_limit\/Li%20MEGA.jpeg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Li Auto<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">With the <a data-offer-url=\"https:\/\/en.wikipedia.org\/wiki\/Li_Auto_Mega\" class=\"external-link\" data-event-click=\"{&quot;element&quot;:&quot;ExternalLink&quot;,&quot;outgoingURL&quot;:&quot;https:\/\/en.wikipedia.org\/wiki\/Li_Auto_Mega&quot;}\" href=\"https:\/\/en.wikipedia.org\/wiki\/Li_Auto_Mega\" rel=\"nofollow noopener\" target=\"_blank\">Mega<\/a>, Li Auto is putting aerodynamics front and center on a multi-purpose vehicle, yet giving German saloon levels of legroom in the third row. The company\u2019s first fully electric car can charge 500 km in 12 minutes, and will likely come with its latest NOA system, which features \u201cvalet parking\u201d (you get out at the parking entrance, and the car supposedly finds a space on its own and can then be summoned later) plus city full self-driving. But exports aren&#8217;t expected until at least 2025.<\/p>\n<p>Luxeed S7<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Luxeed S7\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b28e9f7eaa3f6d90a25f\/master\/w_1600%2Cc_limit\/Luxeed%2520S7.jpeg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b28e9f7eaa3f6d90a25f\/master\/w_120,c_limit\/Luxeed%20S7.jpeg 120w, https:\/\/media.wired.com\/photos\/6584b28e9f7eaa3f6d90a25f\/master\/w_240,c_limit\/Luxeed%20S7.jpeg 240w, https:\/\/media.wired.com\/photos\/6584b28e9f7eaa3f6d90a25f\/master\/w_320,c_limit\/Luxeed%20S7.jpeg 320w, https:\/\/media.wired.com\/photos\/6584b28e9f7eaa3f6d90a25f\/master\/w_640,c_limit\/Luxeed%20S7.jpeg 640w, https:\/\/media.wired.com\/photos\/6584b28e9f7eaa3f6d90a25f\/master\/w_960,c_limit\/Luxeed%20S7.jpeg 960w, https:\/\/media.wired.com\/photos\/6584b28e9f7eaa3f6d90a25f\/master\/w_1280,c_limit\/Luxeed%20S7.jpeg 1280w, https:\/\/media.wired.com\/photos\/6584b28e9f7eaa3f6d90a25f\/master\/w_1600,c_limit\/Luxeed%20S7.jpeg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Luxeed<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">Huawei\u2019s car is built together with <a data-offer-url=\"https:\/\/www.cheryinternational.com\/\" class=\"external-link\" data-event-click=\"{&quot;element&quot;:&quot;ExternalLink&quot;,&quot;outgoingURL&quot;:&quot;https:\/\/www.cheryinternational.com\/&quot;}\" href=\"https:\/\/www.cheryinternational.com\/\" rel=\"nofollow noopener\" target=\"_blank\">Chery<\/a> and marketed as a direct rival to Tesla\u2019s high-end Model S. It features the Harmony OS with an excellent autonomous drive system that&#8217;s capable of city-level autonomous driving. You still need to keep a hand on the wheel, but that\u2019s because of a Chinese regulation, not because the car can&#8217;t drive itself. You get up to 855 km of range when measured with the <a data-offer-url=\"https:\/\/evkx.net\/guides\/understandingrange\/cltc\/\" class=\"external-link\" data-event-click=\"{&quot;element&quot;:&quot;ExternalLink&quot;,&quot;outgoingURL&quot;:&quot;https:\/\/evkx.net\/guides\/understandingrange\/cltc\/&quot;}\" href=\"https:\/\/evkx.net\/guides\/understandingrange\/cltc\/\" rel=\"nofollow noopener\" target=\"_blank\">CLTC<\/a> testing standard, so more like 371 miles in reality. You also get a 215-km charge in 5 minutes. No word on exports, but Chery is China&#8217;s largest exporter of cars so it&#8217;s possible the S7 will be coming soon.<\/p>\n<p>Xiaomi SU7<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Xiaomi SU7\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b28fa34aa7e8ad198567\/master\/w_1600%2Cc_limit\/Xiaomi%2520SU7.jpeg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b28fa34aa7e8ad198567\/master\/w_120,c_limit\/Xiaomi%20SU7.jpeg 120w, https:\/\/media.wired.com\/photos\/6584b28fa34aa7e8ad198567\/master\/w_240,c_limit\/Xiaomi%20SU7.jpeg 240w, https:\/\/media.wired.com\/photos\/6584b28fa34aa7e8ad198567\/master\/w_320,c_limit\/Xiaomi%20SU7.jpeg 320w, https:\/\/media.wired.com\/photos\/6584b28fa34aa7e8ad198567\/master\/w_640,c_limit\/Xiaomi%20SU7.jpeg 640w, https:\/\/media.wired.com\/photos\/6584b28fa34aa7e8ad198567\/master\/w_960,c_limit\/Xiaomi%20SU7.jpeg 960w, https:\/\/media.wired.com\/photos\/6584b28fa34aa7e8ad198567\/master\/w_1280,c_limit\/Xiaomi%20SU7.jpeg 1280w, https:\/\/media.wired.com\/photos\/6584b28fa34aa7e8ad198567\/master\/w_1600,c_limit\/Xiaomi%20SU7.jpeg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Xiaomi<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">Not much concrete information is available on <a data-offer-url=\"https:\/\/en.wikipedia.org\/wiki\/Xiaomi_SU7\" class=\"external-link\" data-event-click=\"{&quot;element&quot;:&quot;ExternalLink&quot;,&quot;outgoingURL&quot;:&quot;https:\/\/en.wikipedia.org\/wiki\/Xiaomi_SU7&quot;}\" href=\"https:\/\/en.wikipedia.org\/wiki\/Xiaomi_SU7\" rel=\"nofollow noopener\" target=\"_blank\">this EV<\/a> yet, but given Xiaomi&#8217;s background in smartphones and smart home gadgets, it\u2019s an exciting vehicle; the company will be going head-to-head with Huawei&#8217;s cars, but with less experience in the game. Supposedly there will be two powertrain options: a base rear-wheel drive version with power output at 220\u00a0kW (295\u00a0hp; 299\u00a0PS), and a more powerful all-wheel drive version producing 495\u00a0kW (664\u00a0hp; 673\u00a0PS). Top speed is limited to 130\u00a0mph for the base model, and 165\u00a0mph for the all-wheel drive version.<\/p>\n<p>XPeng G6<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Xpeng G6\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b2900f6b35257e5ffde7\/master\/w_1600%2Cc_limit\/XPeng%2520G6.jpeg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b2900f6b35257e5ffde7\/master\/w_120,c_limit\/XPeng%20G6.jpeg 120w, https:\/\/media.wired.com\/photos\/6584b2900f6b35257e5ffde7\/master\/w_240,c_limit\/XPeng%20G6.jpeg 240w, https:\/\/media.wired.com\/photos\/6584b2900f6b35257e5ffde7\/master\/w_320,c_limit\/XPeng%20G6.jpeg 320w, https:\/\/media.wired.com\/photos\/6584b2900f6b35257e5ffde7\/master\/w_640,c_limit\/XPeng%20G6.jpeg 640w, https:\/\/media.wired.com\/photos\/6584b2900f6b35257e5ffde7\/master\/w_960,c_limit\/XPeng%20G6.jpeg 960w, https:\/\/media.wired.com\/photos\/6584b2900f6b35257e5ffde7\/master\/w_1280,c_limit\/XPeng%20G6.jpeg 1280w, https:\/\/media.wired.com\/photos\/6584b2900f6b35257e5ffde7\/master\/w_1600,c_limit\/XPeng%20G6.jpeg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Xpeng<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">This superb EV came out in June 2023 in China, but it&#8217;s coming to selected Western European markets in 2024. We loved the <a href=\"https:\/\/www.wired.co.uk\/article\/first-drive-xpeng-g9\">G9<\/a>, but this smaller G6 comes in two drive variants: a basic one-engine 296-hp (221-kW) rear-wheel drive, and an all-wheel drive option putting out 480\u00a0hp (360\u00a0kW). The basic battery has a capacity of 66\u00a0kWh, while the larger one is 87.5\u00a0kWh. During the premiere, XPeng declared that the G6 was equipped with a fast charging speed that allows up to 300 additional kilometers of range in just 10 minutes, made possible thanks to the brand\u2019s new modular SEPA 2.0 platform.<\/p>\n<p>JiYue ROBO-02<\/p>\n<figure class=\"AssetEmbedWrapper-eVDQiB byBkf asset-embed\">\n<div class=\"AssetEmbedAssetContainer-eJxoAx dBHGoQ asset-embed__asset-container\"><span class=\"SpanWrapper-umhxW kGxnNB responsive-asset AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset\"><picture class=\"ResponsiveImagePicture-cWuUZO dUOtEa AssetEmbedResponsiveAsset-cXBNxi eCxVQK asset-embed__responsive-asset responsive-image\"><noscript><img decoding=\"async\" alt=\"Jiyue Robo 02 electric car\" class=\"ResponsiveImageContainer-eybHBd fptoWY responsive-image__image lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" data-src=\"https:\/\/media.wired.com\/photos\/6584b290797ba9b69818f91a\/master\/w_1600%2Cc_limit\/Jiyue%2520ROBO-02.jpeg\" data-sizes=\"auto\" data-srcset=\"https:\/\/media.wired.com\/photos\/6584b290797ba9b69818f91a\/master\/w_120,c_limit\/Jiyue%20ROBO-02.jpeg 120w, https:\/\/media.wired.com\/photos\/6584b290797ba9b69818f91a\/master\/w_240,c_limit\/Jiyue%20ROBO-02.jpeg 240w, https:\/\/media.wired.com\/photos\/6584b290797ba9b69818f91a\/master\/w_320,c_limit\/Jiyue%20ROBO-02.jpeg 320w, https:\/\/media.wired.com\/photos\/6584b290797ba9b69818f91a\/master\/w_640,c_limit\/Jiyue%20ROBO-02.jpeg 640w, https:\/\/media.wired.com\/photos\/6584b290797ba9b69818f91a\/master\/w_960,c_limit\/Jiyue%20ROBO-02.jpeg 960w, https:\/\/media.wired.com\/photos\/6584b290797ba9b69818f91a\/master\/w_1280,c_limit\/Jiyue%20ROBO-02.jpeg 1280w, https:\/\/media.wired.com\/photos\/6584b290797ba9b69818f91a\/master\/w_1600,c_limit\/Jiyue%20ROBO-02.jpeg 1600w\" data-sizes=\"100vw\"\/><\/noscript><\/picture><\/span><\/div>\n<p><span class=\"BaseWrap-sc-gjQpdd BaseText-ewhhUZ CaptionCredit-ejegDm iUEiRd iggRJP fNaHcW caption__credit\">Photograph: Jiyue<\/span><\/p>\n<\/figure>\n<p class=\"paywall\">The second car from the Geely and Baidu partnership after the <a data-offer-url=\"https:\/\/en.wikipedia.org\/wiki\/Jidu_Auto\" class=\"external-link\" data-event-click=\"{&quot;element&quot;:&quot;ExternalLink&quot;,&quot;outgoingURL&quot;:&quot;https:\/\/en.wikipedia.org\/wiki\/Jidu_Auto&quot;}\" href=\"https:\/\/en.wikipedia.org\/wiki\/Jidu_Auto\" rel=\"nofollow noopener\" target=\"_blank\">JiYue<\/a> (sometimes \u201cJidu\u201d) <a data-offer-url=\"https:\/\/en.wikipedia.org\/wiki\/Ji_Yue_01\" class=\"external-link\" data-event-click=\"{&quot;element&quot;:&quot;ExternalLink&quot;,&quot;outgoingURL&quot;:&quot;https:\/\/en.wikipedia.org\/wiki\/Ji_Yue_01&quot;}\" href=\"https:\/\/en.wikipedia.org\/wiki\/Ji_Yue_01\" rel=\"nofollow noopener\" target=\"_blank\">ROBO-1<\/a>. It should feature a hefty chunk of Baidu\u2019s extensive self-driving ability, but unlike for the company&#8217;s <a href=\"https:\/\/www.bloomberg.com\/news\/articles\/2023-10-27\/tesla-faces-self-driving-challenger-as-geely-and-baidu-launch-ev?leadSource=uverify%20wall\">robotaxi<\/a> services, no Level 4 self-driving tech is confirmed. It should be built on Geely\u2019s impressive SEA architecture, so we could be looking at an 800-volt electric system, at least 400 kW of power, plus a gargantuan central screen.<\/p>\n<\/div>\n\n","protected":false},"excerpt":{"rendered":"<p>The Ioniq 7 is expected to be one of the last models to use the Hyundai Group\u2019s E-GMP platform. In 2025 we\u2019ll see the first vehicles based on its next-gen EV platforms: eM and eS. The eM will apparently allow for a 50 percent improvement in range on a single charge, as well as supporting [&hellip;]<\/p>\n","protected":false},"author":234,"featured_media":9287,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_uag_custom_page_level_css":"","_jetpack_memberships_contains_paid_content":false,"footnotes":""},"categories":[703],"tags":[934,935,1027],"class_list":["post-9286","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-technology","tag-cars","tag-electric-vehicles","tag-year-in-review"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.4 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>The 18 Best EVs Coming in 2024 | Unlock Informed Choices with Us<\/title>\n<meta name=\"description\" content=\"Tesla and BYD battled it out to be the major electric car player in 2023, all while global EV sales approached 10 million. 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