Enlarge / Yes, pickup trucks are used in work situations, but they're also bought by people who want to drive them off-road. (credit: Kristin Shaw)

Toyota provided flights from Austin to Los Angeles and accommodation so we could drive the new Toyota Tacoma. Ars does not accept paid editorial content.

Between a new platform and the model's first hybrid powertrain, the redesigned 2024 Toyota Tacoma is full of interesting tidbits and both off- and on-road enhancements. The refresh has been a long time coming, as the last time Toyota updated the Tacoma was for model year 2015.

The Tacoma line began in 1995 as a US-specific version of the global HiLux. Even Back to the Future 's Marty McFly coveted a black 1985 Toyota HiLux SR5 Xtra Cab, and it appeared in his garage, complete with a kangaroo bar, off-roading lights, and more.

By design, the new Tacoma is larger than the last generation, sharing a platform with the full-size Tundra. Today, the 2024 Tacoma is more fuel-efficient than its smaller predecessor, notching between 20 and 26 mpg (9–11.8 L/100 km) in the gas-powered versions—a 1995 HiLux ranged from 14–22 mpg (10.7–16.8 L/100 km). We're waiting to see what the hybrid powertrain earns from the EPA; the difference in mpg may be modest, but the horsepower quotient is impressive.

Enlarge / The new Chevrolet Blazer EV is the latest electric vehicle to use General Motors' Ultium battery platform. (credit: Jonathan Gitlin)

Chevrolet provided flights from Washington to San Diego and accommodation so we could drive the new Blazer EV. Ars does not accept paid editorial content.

DEL MAR, Calif.—Americans love midsize SUVs—American automotive product planners, at any rate. These SUVs have supplanted sedans and station wagons as the family-mobile of choice, offering all the advantages of a hatchback with a lofty driving position. Now there's a new one in town, an all-electric version of the Chevrolet Blazer. It's not an EV conversion of the existing Blazer but a new model built on the same dedicated platform as the Cadillac Lyriq . After a few hours driving the new Blazer EV around the outskirts of San Diego, here's what we've learned.

In time, the Blazer EV will be available in three trims (LT, RS, and SS) and in front-, rear-, and all-wheel drive configurations. But for now, Chevy is starting with the Blazer EV RS, available with either a single motor driving the rear wheels and a larger-capacity battery or an all-wheel drive variant with a smaller-capacity battery pack.

Chevy arranged for us to drive the $57,200 Blazer EV RS RWD first, so let's start there. It uses a 102 kWh battery pack to achieve an EPA range of 324 miles (521 km), sending that energy to a 340 hp (254 kW), 325 lb-ft (440 Nm) permanent magnet electric motor.

Enlarge / The regular Hyundai Ioniq 5 is one of our favorite EVs. Now there's a hot hatch variant, and it's great. (credit: Hyundai)

Hyundai provided flights and accommodation from Los Angeles to Seoul for Steve to drive the Hyundai Ioniq 5 N. Ars does not accept paid editorial content.

SEOUL, South Korea—EV drivers either seem to love or hate the fake powertrain sounds that accompany their cars. Some fully embrace the spaceship or video-game-like noises, while others can't turn them off fast enough. I'm firmly in the latter group, long believing that the best thing about an EV is its dead-silent operation. Or, at least, I was until I drove the new Hyundai Ioniq 5 N earlier this month.

When you put the Ioniq 5 in N mode, it calls up a few different sound profiles—everything from your typical spaceship-y wooh-ahh tones to something attempting to re-create the aural quality of a turbocharged hot hatch. I say “attempting” because, well, none of the soundtracks are particularly good or high-quality. I've heard better stuff in Gran Turismo . Like, the first Gran Turismo .

In any case, when you activate N mode, the 12.3-inch digital gauge cluster also displays a tachometer in the middle, complete with a needle that rests at an imaginary idle. The regenerative braking paddles mounted to the steering wheel suddenly become gear shifters, and the sound of the "engine" rises and lowers as you move through each "gear." (Read all these as air quotes—it helps.)

Enlarge / Lotus followed up the Eletre S with a far more powerful Eletre R. Lotus purists might not like how much mass it carries around. (credit: Seyth Miersma)

The Lotus Eletre R is an electric SUV with 900 hp (671 kW), a curb weight of approximately 5,820 lbs (2,640 kg), and a six-figure sticker price. If you’re a longstanding fan of the British brand—look around, is there a small model of a race car within sight or Colin Chapman biography on your bookshelf?—that opening sentence likely causes some distress. If you are like most Americans, however, a mention of "Lotus" is just as likely to conjure up thoughts of gardening as grands prix.

Therein lies the puzzle for a company that is in phase one of a total reinvention. Lotus cars have never sold particularly well, but for seven decades now if you bought one you knew what you were getting: a minimalist sports car with a focus on extreme weight savings. Folks, the Eletre R ain't that.

I think it's more important to ask if this Lotus is any good, rather than arguing about whether or not it's a "real Lotus." The EV revolution may be underway in earnest, but it's not as though we're awash in quasi-exotic electric SUVs with outrageous power outputs and challenging design language. Brand aside, what does this car compete with, and does it have a chance to win?

Enlarge / McLaren Automotive got its start with the clinical MP4-12C. The 750S is an evolutionary descendant of that car and shows how far McLaren has come since 2011. (credit: McLaren)

McLaren provided flights from Washington to Lisbon and two nights in a hotel so we could drive the 750S. Ars does not accept paid editorial content.

What do you get the supercar that has everything? McLaren must have been thinking about that question when it came time to give the already rather good 720S a bit of a midlife refresh. The answer is more power, less weight, and a raft of updates here and there that make the new McLaren 750S more useable but also even better on track, if that's your thing.

Starting from a standard configuration, a 750S weighs 3,062 lbs (1,388 kg), 66 lbs (30 kg) less than the car it's replacing. But if you select the right combination of options, from single-piece carbon fiber racing seats to titanium wheel bolts, you can trim that down even further—McLaren says to as little as 2,815 lbs (1,277 kg), but that's a dry weight.

Regardless, the all-carbon fiber construction results in a car that's both very stiff and lighter than the competition. And the penalty for switching to a retractable hardtop roof is just 108 lbs (50 kg), although it does bring the car's center of gravity up a smidge.

Enlarge / BMW has a new 5 Series, and it's starting with the fully electric version seen here, the 2024 BMW i5. (credit: Jonathan Gitlin)

BMW provided flights from Washington, DC, to Portugal and three nights in a hotel so we could drive the new BMW i5 and the BMW i7 M70 . Ars does not accept paid editorial content.

LISBON, Portugal—Electric vehicles are becoming normalized. Take BMW, for instance. When the electric i3 went on sale a decade ago, it looked— and still looks, in fact —like nothing else on the road. Fast forward to 2023 and we've reached the point where you'd have to be very observant to spot the differences between the fully electric and internal combustion versions of the new BMW 5 Series. In fact, it's a testament to the importance of the fully electric version that the 2024 BMW i5 is the one the company chose to offer up to the world's journalists for a first drive.

The eighth-generation 5 Series—internal BMW code G60, for those who keep track— broke cover this past May . It has a more restrained look than other electric BMWs we've driven recently.

Back when its range was mostly just 3, 5, and 7, they all wore roughly similar kidney grilles. But in the 21st century, BMW has series going from 1 to 8, not to mention SUVs, with almost as many variations of that famous grille among them. Here, it's a horizontal design, and it's technically not a grille if we're being literal—there's no grate or mesh covering a big air inlet. Behind the plastic exterior live some of the car's forward-looking sensors. And for those who think the design is maybe too restrained, you can opt for an illuminated surround.

Enlarge / The i7 M70 features new mirrors and side skirts to go with new suspension and brakes and a more powerful rear motor. (credit: Jonathan Gitlin)

BMW provided flights from Washington, DC, to Portugal and three nights in a hotel so we could drive the new BMW i7 M70 as well as another BMW electric vehicle, which you can read about on October 1. Ars does not accept paid editorial content.

LISBON, PORTUGAL—Driving BMW's new electric 7 Series was one of the true automotive surprises of 2022. The automaker rolled out electric and combustion-tech versions at the same time, with the electric i7 bettering the gas-burning 760i in just about every way. Now, BMW has sent its biggest and boldest EV off to its M division, the in-house tuning and motorsport people. The resulting car is the fastest-accelerating and most expensive electric BMW to date.

I've long been an advocate for putting electric motors in luxury cars, especially big ones — the combination of instant torque and near-silence is ideal for that application. Automakers both new and established also like the idea of big, luxury EVs because they can charge plenty for the privilege, so it's a crowded field. Some cars in this class target rollercoaster-like acceleration; for example, Porsche , Tesla , and Lucid will each sell you a four-door EV capable of a 0–60 time that's around two seconds.

The i7 M70 is not as fast as those EVs, and it's not the kind of luxury EV you might use to wipe the smiles off some faces at the local drag strip's "run what ya brung" night. Instead, in keeping with BMW's old "ultimate driving machine" slogan, it's a rather engaging driver's car, one that belies its size and mass remarkably well.

Enlarge / When you see a brightly colored triceratops by the side of the road you should probably check it out. (credit: Jonathan Gitlin)

Polestar provided flights from Washington, DC, to Denver and back and two nights in a hotel so we could drive the model-year 2024 Polestar range. Ars does not accept paid editorial content.

DENVER—A car's midlife refresh is, more often than not, a mostly cosmetic affair—new light clusters or a changed front fascia, perhaps a new interior. Truth be told, the styling tweaks to the model year 2024 Polestar 2 are subtle—you might notice new wheel designs, and the ersatz front grille has been replaced with a body-colored panel. Instead, Polestar concentrated on tweaking the bits you can't see, making the car more efficient and, in the case of the cheaper, single-motor version, a lot more fun to drive, too.

When Polestar first launched the Polestar 2 in 2020, it did so with a dual-motor all-wheel drive version , followed by a more affordable single-motor model . Although the more expensive, more powerful version was faster, as is often the case with electric vehicles, I found the supposedly lesser car the one to go for. It's this version that has had the most attention paid to it in the refresh, most notably the fact that its single motor now powers the rear wheels, not the front.

Polestar has developed a new electric motor that's significantly more powerful than the one it replaces, outputting 299 hp (220 kW) and 361 lb-ft (490 Nm). That's a 29 percent boost in power and 48 percent more torque than the previous single-motor model.

Enlarge / And then there were four: after debuting the EQS sedan and SUV and then the EQE sedan, it's now time for the EQE SUV. (credit: Jonathan Gitlin)

Mercedes-Benz provided flights from DC to Lisbon and back, plus three nights in hotels so we could drive the EQE SUV. Ars does not accept paid editorial content.

LISBON, PORTUGAL—On the whole, Americans love SUVs. And Mercedes-Benz loves selling cars to Americans. So we weren't at all surprised when it first revealed an SUV version of the EQE sedan, nor when we learned the EQE SUV would be built in Tuscaloosa, Alabama.

That's now underway, with cars arriving in dealers any week now. After spending a couple of days driving different models in the EQE SUV range, it's clear that Mercedes' engineers have been listening to and incorporating feedback as their ideas meet real-world driving conditions. The result is a competent electric SUV, if not one that necessarily gets the heart racing or demands you drive the long way home.

The EQE SUV is the fourth new Mercedes EV to use the company's EVA2 platform after the EQS sedan and SUV , and the EQE sedan . That much should be obvious when you see one—all feature ultra-streamlined designs that can resemble the "speed shapes" that some car showrooms use to show off different paint colors. That wasn't the design brief, though—making it as slippery as possible was. And the designers succeeded, with a drag coefficient of 0.25. In a contest of elegance, I'm not sure the SUV would triumph over the sedan, but then I'm not sure it's supposed to.