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.

Enlarge / When is a Dodge not a Dodge? When it's also an Alfa Romeo, in this case. (credit: Jonathan Gitlin)

Dodge provided flights from DC to Asheville and back, plus two nights in a hotel, so we could meet the prototype EV9. Ars does not accept paid editorial content.

ASHEVILLE, N.C.—A day after Dodge revealed the last of its Hemi V8-powered muscle cars , the company also lifted the embargo on driving impressions for its next car, the Hornet crossover. It's a far cry from the 1,025-hp Challenger—a much more sensible compact crossover that includes a plug-in hybrid version starting at a competitive $40,000. Ars spent a day driving the Hornet around the outskirts of Asheville and found a lot to like about this handsome crossover.

But first, a few words on its origin story.

Last February, the world got its first look at an attractive new crossover from Alfa Romeo. It was given the unfortunate name of Tonale, and more than a few of us raised an eyebrow thanks to the news that the car would include an NFT that acted as a permanent record for the car, from production through lifetime maintenance.

Enlarge / There's certainly no ignoring the BMW XM's styling. But don't let it distract you from a competent chassis and powertrain. (credit: BMW)

BMW provided flights from LA to Phoenix and back, plus two nights in a hotel, so we could drive the XM. Ars does not accept paid editorial content.

There was a time when "M" cars were lauded not only for the dynamic capability bestowed upon them by BMW's motorsport division but also for their measured aesthetic. Models like the E39-generation M5 epitomized the "if you know, you know" design philosophy, a balanced approach that won the hearts of enthusiasts and mostly flew under the radar for everyone else. But as the new XM plug-in hybrid clearly illustrates, the M Division is undergoing a sea change.

It has been more than four decades since BMW produced the last M1 , the only other road-going machine developed exclusively by the company's storied performance arm. And much like the M1, the XM serves as a statement of purpose.

But this is not a limited-production, mid-engine supercar, nor is it a stripped-down homologation specially built to satisfy the stipulations of a racing series, as the first M3 was. Instead, the XM was designed to represent the pinnacle. Not the pinnacle of performance, but the pinnacle of the modern BMW experience. And it resoundingly succeeds in that mission.

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Genesis provided flights from New York City to Atlanta and back, plus two nights in a hotel so we could drive the new GV70 Electrified. Ars does not accept paid editorial content.

It's apt that a brand named Genesis looks at each step forward as a new beginning. The young brand has been the new kid on the luxury automaker block, contending with the challenge of competing with 100-year-old legacy manufacturers who have long set the bar for extravagance while trying to distinguish itself as something unique.

Regarding the latter, Genesis bets on its core principles of being audacious, progressive, and distinctly Korean to give its offering enough pop in contrast to the traditionally stuffy European fare. The GV70 Electrified is the latest move to that end, delivering a battery-electric vehicle version of its bold-styled crossover vehicle that's no mere drivetrain swap. The EV stands out on its own with unique styling and driving character while also having the distinction of being the first US-made Genesis vehicle ever.

Despite its name alluding to a hybrid system, the GV70 Electrified is the full battery-electric iteration of Genesis' luxury crossover. There are a handful of notable differences between the two versions, not the least of which is their points of origin. As mentioned, the GV70 Electrified is the first Genesis brand vehicle to roll off the assembly line at Hyundai Motor Manufacturing Alabama or HMMA, the parent company's plant located in Montgomery, Alabama. Importantly, this means the GV70 Electrified is eligible for the full $7,500 IRS clean vehicle tax credit , at least until the implementation of the domestic battery content requirements.

Enlarge / Ars drove an early front-wheel drive Ariya last year, but now the all-wheel drive version is finally ready for these shores. (credit: Stephen Edelstein)

Nissan provided flights from New York to San Francisco and back, plus two nights in a hotel so we could drive the Ariya. Ars does not accept paid editorial content.

The 2023 Nissan Ariya was meant to be Nissan's EV comeback, regaining ground the automaker lost after delaying a follow-up to the pioneering Leaf by expanding into the popular crossover SUV segment. But Nissan has left what may be the Ariya's key feature on the table until now.

When US Ariya deliveries began in late 2022, Nissan only shipped front-wheel drive models , leaving the launch of its new e-4ORCE dual-motor all-wheel drive powertrain until a later date. Now the Ariya e-4ORCE is finally here, with cars scheduled to reach dealerships in the coming weeks. It's billed as not only providing the all-wheel drive option important to any crossover, but also a greater focus on handling quality than most rivals.

Adding a second motor powering the rear axle in addition to the standard front motor—both motors are of identical design—the Ariya e-4ORCE is rated at 389 hp (290 kW) and 442 lb-ft (600 Nm) of torque, compared to 238 hp (177 kW) and 221 lb-ft (300 Nm) in the front-wheel drive Ariya.

Enlarge / You need a keen eye to spot that this is a Kia EV6 GT—the larger wheels and neon green brake calipers are the main clue. (credit: Jonathan Gitlin)

Kia provided flights from DC to Las Vegas and back, plus two nights in a hotel so we could drive the EV6 GT on the street and at the track. Ars does not accept paid editorial content.

LAS VEGAS—In January, we got our first chance to drive Kia's new EV6 electric vehicle . Built using Hyundai Motor Group's excellent new E-GMP platform, the EV6 instantly impressed us, offering a less polarizing design and more playful handling than the also impressive Hyundai Ioniq 5 . Designed as a dedicated EV platform, E-GMP features an 800 V battery pack that allows for rapid fast charging, and the rear- and all-wheel drive can achieve excellent levels of efficiency.

In that first drive, and then again on local roads over the summer, my seat time in the EV6 confirmed Hyundai Motor Group's wisdom in hiring Albert Biermann away from BMW to build up the Korean automakers' research and development programs. But now Kia's turned the dial well past 11 with the new $61,400 EV6 GT, a limited-production variant that can outdrag some Ferraris and Lamborghinis, and ride the rumble strips at a racetrack with the best of them.

Between the axles of the EV6 GT you'll find the same 77.4 kWh (gross capacity) battery pack as in other EV6s—the company has discontinued the smaller-battery variant (the EV6 Light) due to very little demand. But in the EV6 GT, that battery will now feed much more power to the pair of electric motors that drive the front and rear wheels. There's a total of 576 hp (430 kW), in fact, plus a combined 545 lb-ft (738 Nm) of torque, split between a 215-hp (160 kW) front motor and a 362-hp (270 kW) rear motor with an electronic limited-slip differential.

Enlarge / Mitsubishi's plug-in hybrid SUV has been comprehensively redesigned for 2023. (credit: Mitsubishi)

Mitsubishi provided a flight from Los Angeles to Nashville and back and two nights in a hotel so we could drive the new Outlander PHEV. Ars does not accept paid editorial content.

It wasn't all that long ago that we were questioning whether Mitsubishi would continue operating in the US. With an aging lineup that was far from being considered class leaders, the future was looking bleak. Thanks to a partnership with the Nissan and Renault alliance, however, prospects are looking more optimistic.

The Mitsubishi Outlander was redesigned in 2021 with an abundance of technology and parts shared with the Nissan Rogue and represented a dramatic improvement over its rather forgettable predecessor . The Outlander isn't simply a reskinned Rogue, though, as it's built by Mitsubishi in Japan, while the Rogue is made in the US.

For 2023, Mitsubishi introduces a new Outlander PHEV, a plug-in hybrid variant that is more powerful than the standard Outlander as well as the PHEV model it replaces. Its 20 kWh lithium-ion battery pack's capacity marks a 45 percent improvement over last year, yet it takes up less room beneath the floor. Under the hood is a 2.4 L Atkinson-cycle four-cylinder engine that is mated with an electric generator and motor. A second electric motor powers the rear wheels for Mitsubishi's advanced all-wheel-drive system called Super-All Wheel Control (S-AWC).

Enlarge / Ferrari has ditched the V8 for its latest mid-engined supercar, the 296 GTS. (credit: Jonathan Gitlin)

Ferrari provided flights from DC to Bologna and back, plus three nights in a hotel, so we could meet the 499P and drive the 296 GTS. Ars does not accept paid editorial content.

IMOLA, ITALY—Time is running out for the internal combustion engine. Looming bans on new vehicles powered by internal combustion engines are set to go into effect in the mid-2030s around the world, from California to China, but even now, there are dozens of European cities that have implemented low-emissions zones that restrict passenger cars to hybrids and EVs. And unlike the average CO ₂ regulations that govern carmakers, there are no exemptions for building in low volumes.

That means if you build supercars—like, say, Ferrari—and you want to sell your supercars to people who live in the center of cities (which supercar owners often do), it's time to get electrified. That's something Ferrari has been working on for some time, first in Formula 1 and then in its ultra-expensive, ultra-low-volume models like the LaFerrari and SF90. But now, that tech has trickled down to the manufacturer's bread-and-butter model, a mid-engined machine called the 296. During the spring, Ferrari debuted the hardtop 296 GTB. More recently, it took the wraps off the folding-top 296 GTS, tested here.

Visually, it's easy to place this as a mid-engined Ferrari, and were you to line up a 296 alongside an F8, 488 , and 458, the evolution of the shape would be obvious. Then again, there are only so many places you can put a mid-engined car's engine and radiators, and where those go dictates where you need ducts, vents, and so on. However, break out a tape measure and you'll discover the wheelbase has shrunk by a couple of inches (50 mm).

Enlarge / Lighter and less powerful, the 911 T benefits from some desirable options that aren't available on other 911s. (credit: Tim Stevens)

Porsche provided a flight from Albany to Los Angeles and back, plus a four in a hotel. Ars does not accept paid editorial content.

Getting bigger and heavier as you age is something that many of us can relate to. Even the sportiest of cars is not immune to this unfortunate expansion. The Porsche 911 weighed just 2,400 lbs (1,089 kg) when new in the early 1960s and was only 165 inches (4,191 mm) long. Since then, it has grown by over a foot (300 mm) and has packed on over 800 pounds (363 kg).

Mind you, the 911 is still a stellar car, sublime really, but that expanded girth has changed the Carrera from a proper sports car to something that sits on the sporty side of a comfortable touring machine. Now, though, with the return of the Carrera T, the 911 is going back to its roots—again. After spending a lovely evening carving canyons in California, I'm happy to say that the result is remarkable.

The T in Carrera T actually stands for "touring," but that's a bit of a misnomer. Here it's a designation for a lighter-weight, edgier, more engaging flavor of Carrera. The first Carrera T premiered way back in 1968, a simpler 911 that most famously conquered the Monte Carlo Rally at the hands of Vic Elford.