2022 Car and Driver EV of the Year: The Contenders

The F-150 Lightning is a workhorse designed as much for productivity as for converting fence-sitters into the EV fold. Its crew-cab layout and straight­forward (if eerily quiet) interior shout conventional F-150. Its 10,000-pound max tow rating (8500 as tested), numerous electrical outlets, frunk, and cargo bed arm it for a litany of tasks. It drives with the rudimentary charm of Ford’s longtime bestseller, despite a model-specific independent rear suspension. Yet the optional 131.0-kWh battery supplies front and rear motors with up to 580 horsepower, resulting in a tire-squawking 4.0-second run to 60 mph. Range tops out at 320 miles per the EPA (300 as tested), though on the highway we saw only 230 miles in an unladen Platinum model. Similarly misleading, its $41,769 base price jumps to $74,419 if you want the full-zoot powertrain. Still, on the path to an electric future, the Lightning is a familiar face.

Specifications

Base/As Tested: $92,669/$93,609
Combined Power: 580 hp
Combined Torque: 775 lb-ft
Battery: 131.0 kWh
Onboard Charger: 19.2 kW
Transmissions: direct-drive
Curb Weight: 6855 lb

C/D TEST RESULTS
60 mph: 4.0 sec
1/4-Mile: 12.7 sec @ 107 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (gov ltd): 110 mph
Braking, 70–0 mph: 180 ft
Roadholding, 300-ft Skidpad: 0.77 g

EPA FUEL ECONOMY
• Combined: 66 MPGe
• Range: 300 mi

Rivian R1T Launch Edition

A truck like no other.

Marc UrbanoCar and Driver

If we had an award for the vehicle that breaks the most new ground, the Rivian R1T pickup would easily be our pick. And that’s before considering its four electric motors, which enable near-supercar hole shots. Clever functionality abounds, with thoughtful features that feel fresh next to the benchmarked sameness that often plagues traditional pickups. The R1T takes advantage of new storage spots afforded by the packaging of an EV powertrain. However, Rivian unfortunately aped some of Tesla’s fussiness, such as steering-wheel buttons to control both mirror and steering-column adjustments. This latest R1T went considerably farther than a previous model we drove on our 75-mph highway range test. It also rode more firmly on the largest (22-inch) wheel-and-tire option. The R1T’s smaller-than-full-size dimensions make the truck more maneuverable, easier to park, and more likely to fit in your garage, but they also result in a back seat that’s less than generous. Although the Rivian missed the top spot in our voting, we continue to be impressed.

Specifications

Base/As Tested: $86,075/$93,100
Combined Power: 835 hp
Combined Torque: 908 lb-ft
Battery: 128.9 kWh
Onboard Charger: 11.5 kW
Transmissions: direct-drive
Curb Weight: 7036 lb

C/D TEST RESULTS
60 mph: 3.0 sec
1/4-Mile: 11.5 sec @ 111 mph
Results above omit 1-ft rollout of 0.2 sec.
Top Speed (gov ltd): 111 mph
Braking, 70–0 mph: 176 ft
Roadholding, 300-ft Skidpad: 0.84 g

EPA FUEL ECONOMY
• Combined: 70 MPGe
• Range: 314 mi

Audi e-tron GT

A pricey sports sedan that prizes performance.

Michael SimariCar and Driver

Audi’s approach for the e-tron GT sedan follows the same path as the e-tron mid-size SUV. The four-ring brand set out to make this EV look and feel just like the Audi sports sedans we know and love, much as the e-tron apes Audi’s conventional gas-powered crossovers. But a sports sedan is a whole lot more exciting than a luxury SUV, and the 522-hp e-tron GT wowed us with its low-slung shape, accurate steering, and prodigious thrust. (There’s an even more thrilling 590-hp RS version that rockets to 60 mph in less than 3.0 seconds.) It is at least as compelling as the Porsche Taycan with which it shares its platform, powertrain, and electrical architecture. And it better be, because it’s nearly as expensive too. Starting at $103,895 for the standard model and $143,895 for the RS, the e-tron GT is a costly proposition but is also one of our favorite EVs to drive.

Specifications

Base/As Tested: $103,895/$121,690
Combined Power: 522 hp
Combined Torque: 472 lb-ft
Battery: 85.0 kWh
Onboard Charger: 11.0 kW
Transmissions, F/R: direct-drive/2-speed automatic
Curb Weight: 5148 lb

C/D TEST RESULTS
60 mph: 3.6 sec
1/4-Mile: 11.9 sec @ 119 mph
Results above omit 1-ft rollout of 0.2 sec.
Top Speed (gov ltd): 150 mph
Braking, 70–0 mph: 159 ft
Roadholding, 300-ft Skidpad: 0.90 g

EPA FUEL ECONOMY
• Combined: 82 MPGe
• Range: 238 mi

Lucid Air Grand Touring

We can feel it coming—oh, Lord.

Michael SimariCar and Driver

Lucid may be the new kid, but the brand doesn’t lack confidence. Its leadoff effort, the Air sedan, is a six-figure moonshot that vaults to the front of the pack in the key metrics of range and power. Lucid went so far as to design its own diminutive but potent electric motors and energy-dense battery pack. This newbie wraps that sophisticated engineering in a smoothly attractive exterior. The neat-looking interior is a step up from Tesla—although too many operations depend on touchscreens, and we were broiling under the headerless windshield and glass roof.

We’d previously wrung out the top-dog 1111-hp Dream Edition Performance model and found it to be the fastest EV we’ve ever tested, both in terms of top speed, where it reached 173 mph, and at the charger, where it gulped electrons at an average rate of 135 kilowatts (and a peak of 297 kilowatts). For this competition, we had the 819-hp Grand Touring, and it hit the same Vmax and achieved a 60-mph time of 3.0 seconds and a 410-mile range at a steady 75 mph (the EPA estimates a 516-mile range).

Those are some impressive numbers. But we were also mindful of this number: $140,500, the lofty as-tested price of our Grand Touring model, which suffered a few squeaks, creaks, and some powertrain whine. Lucid plans to add more accessible Air variants, such as the upcoming $89,050 Pure version, and we eagerly anticipate having one at next year’s EV of the Year competition. This is one EV startup whose swagger seems to be justified.

Specifications

Base/As Tested: $140,500/$140,500
Combined Power: 819 hp
Combined Torque: 885 lb-ft
Battery: 112.0 kWh
Onboard Charger: 19.2 kW
Transmissions: direct-drive
Curb Weight: 5212 lb

C/D TEST RESULTS
60 mph: 3.0 sec
1/4-Mile: 10.7 sec @ 132 mph
Results above omit 1-ft rollout of 0.2 sec.
Top Speed (gov ltd): 173 mph
Braking, 70–0 mph: 193 ft
Roadholding, 300-ft Skidpad: 0.82 g

EPA FUEL ECONOMY
• Combined: 131 MPGe
• Range: 516 mi

GMC Hummer EV Pickup

Big-truck energy.

Andi HedrickCar and Driver

The thing to keep in mind about the GMC Hummer EV is that this is all intentional. Yes, GM’s first electric pickup is a 1000-hp Hummer that looks one step removed from Monster Jam, and that is a very deliberate strategy to change the conversation around EVs. If you bought a first-generation Nissan Leaf and think the Hummer EV is dumb, well, of course it is! It’s not for you. It’s for people who drive lifted one-ton Duramax duallies and think electric cars have 50 horsepower and are made of kelp. If the Hummer EV attained sentience, the first thing it would do is smash through your fence to ask if you’ve got a spare Monster Energy decal.

When you floor the Hummer EV, the ass end squats and the steering goes light as damn near five tons of truck does its best Cigarette-boat impression, prompting involuntary profanity. It seats five, which it would describe as two and a half Insane Clown Posses. Along with all else, we’re quite sure this represents the first pairing of 35-inch tires with blue-tinted T-tops. We suspect GM started with a mood board that featured Top Fuel dragsters, double-neck electric guitars, and the cast of Duck Dynasty.

The Hummer EV is an exotic, the same way a McLaren or a Ferrari is. GM will get around to building more reasonable electric trucks, sure, but for now this is a billboard pointed straight at the Trucks Gone Wild crowd, inviting all of them to get onboard with the EV revolution. Or else.

Specifications

Base/As Tested: $110,295/$118,039
Combined Power: 1000 hp
Combined Torque: 1200 lb-ft
Battery: 212.7 kWh
Onboard Charger: 11.5 kW
Transmissions: direct-drive
Curb Weight: 9640 lb

C/D TEST RESULTS
60 mph: 3.3 sec
1/4-Mile: 11.9 sec @ 106 mph
Results above omit 1-ft rollout of 0.2 sec.
Top Speed (gov ltd): 106 mph
Braking, 70–0 mph: 211 ft
Roadholding, 300-ft Skidpad: 0.73 g

Genesis GV60 Performance

This buzzworthy EV has plenty to talk about.

Michael SimariCar and Driver

Genesis gave its first EV, the GV60, a lot for people to take in. From the biometric scanners on the B-pillar and dash to the crystal-ball mechanism that rotates to reveal a shift dial, the GV60 is a great conversation starter. Beneath its fashionably funky exterior, its beautifully crafted cabin, dotted with tech and smart ergonomics, helps it feel more upscale than its tidy footprint and $59,985 starting point suggest. Spend close to $70K for the 483-hp Performance AWD model (a step up from the 314-hp Advanced AWD trim) and the GV60 rips to 60 mph in 3.7 seconds. Your preferred amount of regenerative braking (or none at all) is a tap of a steering-wheel paddle away. Likewise, you can channel Space Invaders to anechoic chambers with an array of sound profiles.

The GV60’s road manners make it more cruiser than stormer. The EPA pegs it at either 235 or 248 miles per charge, depending on trim. More impressively, the 800-volt electronics enable the 77.4-kWh battery to charge extremely quickly. There are a few demerits: The back seat is tight, Apple CarPlay requires a cord, and the rear suspension occasionally feels unsettled when driven hard. Perhaps the car’s greatest challenge will come from its Hyundai Ioniq 5 and Kia EV6 platform-mates, both of which cost significantly less. But the GV60 does exactly what it should for a newish brand like Genesis: create buzz.

Specifications

Base/As Tested: $68,985/$69,560
Combined Power: 483 hp
Combined Torque: 516 lb-ft
Battery: 77.4 kWh
Onboard Charger: 10.9 kW
Transmissions: direct-drive
Curb Weight: 4862 lb

C/D TEST RESULTS
60 mph: 3.7 sec
1/4-Mile: 12.2 sec @ 112 mph
Results above omit 1-ft rollout of 0.2 sec.
Top Speed (gov ltd): 151 mph
Braking, 70–0 mph: 180 ft
Roadholding, 300-ft Skidpad: 0.83 g

EPA FUEL ECONOMY
• Combined: 90 MPGe
• Range: 235 mi

Mercedes-AMG EQS 4Matic+

Merc’s top electric sedan falls short of flagship status.

Michael SimariCar and Driver

In theory, the EQS ought to excite us. After all, in AMG form, this all-wheel-drive electric luxury car produces 751 horsepower, allowing it to race to 60 mph in 3.0 seconds. It’s even capable of going 290 miles at 75 mph on a full charge (the non-AMG EQS580 can go 350 miles). In practice, the most performance-oriented variant of the three-pointed-star brand’s electric hatchback left us dispirited. Yes, its build quality and interior materials far surpass those from the likes of Lucid and Tesla, but the EQS fails to mimic the cosseting characteristics of its gas-powered counterpart, the S-class.

Particularly, the EQS’s back seat lacks the grandeur we expect of a flagship model, as the car’s partially-consumed-lozenge shape puts a noticeable dent in rear-seat headroom—a trait the upright position of the three-across bench’s fixed backs exacerbates. Rather, the EQS prioritizes its cabin’s front quarters. All-wheel-drive variants have a dashboard with a trio of digital displays residing under a single 56.0-inch piece of glass. Mercedes calls this setup the Hyperscreen. It’s an impressive feature that’s hindered by its tendency to attract dust and reflect sunlight. And the EQS is not exactly rewarding to drive, even in AMG guise, as its muted controls and its brake pedal’s long travel and spongy feel fail to inspire confidence.

Mercedes put a great deal of effort into developing an electric analogue to its S-class sedan. However, the automaker’s middling execution of this concept results in the EQS being less of an equal to its gas kin and more of an understudy.

Specifications

Base/As Tested: $148,495/$159,055
Combined Power: 751 hp
Combined Torque: 752 lb-ft
Battery: 107.8 kWh
Onboard Charger: 9.6 kW
Transmissions: direct-drive
Curb Weight: 5911 lb

C/D TEST RESULTS
60 mph: 3.0 sec
1/4-Mile: 11.4 sec @ 119 mph
Results above omit 1-ft rollout of 0.2 sec.
Top Speed (gov ltd): 154 mph
Braking, 70–0 mph: 167 ft
Roadholding, 300-ft Skidpad: 0.92 g

EPA FUEL ECONOMY
• Combined: 77 MPGe
• Range: 277 mi

Genesis Electrified G80

The undercover EV.

Michael SimariCar and Driver

The move to electrification granted designers a hall pass to get wild with exterior styling. But if a low-slung hood or a spaceship profile isn’t your thing, look no further than the Genesis Electrified G80.

Perhaps the greatest appeal of the Genesis brand’s latest electric offering is that unlike so many other new EVs, it isn’t a utility vehicle. It comes in a single trim level with plenty of creature comforts, including a rich leather interior. Aside from the one-piece crest grille embossed with diagonal lines to mimic the nose of the gasser G80, there’s really no telling the two apart from the front.

Out back, the omission of tailpipes is a tip-off that an electric motor at each axle has replaced the internal-combustion power­train. Combined, they generate 365 horsepower and 516 pound-feet of torque. Activate Sport mode and the front tires lay rubber as the 5047-pound sedan leaps to 60 mph in 4.1 seconds and plows through the quarter-mile marker in 12.8 seconds at 106 mph.

On the open road, the Electrified G80 is relaxed and will travel up to 290 miles on a charge. When it’s time to juice up, recharging from 10 to 90 percent on a 350-kW DC fast-charger takes 32 minutes. When the road coils, the standard rear-axle steering and the heft of the 1204-pound battery hung low in the chassis help the Electrified G80 graciously hug an apex.

For now, Genesis will offer the Electrified G80 only in California, Connecticut, New Jersey, and New York. Eventually, it will be available across the continental U.S. as Genesis continues its push to be all electric by 2030.

Sedans, though, are a tough sell. Convincing EV shoppers to consider them could be difficult—despite how great this one is.

Specifications

Base (C/D est): $80,000
Combined Power: 365 hp
Combined Torque: 516 lb-ft
Battery: 87.2 kWh
Onboard Charger: 10.9 kW
Transmissions: direct-drive
Curb Weight: 5047 lb

C/D TEST RESULTS
60 mph: 4.1 sec
1/4-Mile: 12.8 sec @ 106 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (C/D est): 150 mph
Braking, 70–0 mph: 184 ft
Roadholding, 300-ft Skidpad: 0.90 g

EPA FUEL ECONOMY (C/D EST)
• Combined: 100 MPGe
• Range: 290 mi

BMW iX xDrive50

Why be normal?

Marc UrbanoCar and Driver

When designing an electric vehicle for 2022, you can go one of two ways: Retrofit an existing vehicle with an electric powertrain or start from scratch and create something that’s outside the norm. BMW chose the latter when developing the iX SUV. It’s delightfully unconventional, starting with the electric motors, which forgo the typical permanent magnets in favor of current-excited motors that eliminate the need for rare-earth magnets. But the iX’s design is where BMW allowed itself to go hog-wild. Although we’re divided over its exterior design, we all agree its interior design is less polarizing. And its unique approach to luxury makes this Bimmer stand out. The iX isn’t cheap, and a high-end cabin is expected when the starting price is $84,195, but the BMW looks and feels more expensive inside than pricier machines such as the Mercedes EQS and the Lucid Air. Performance is outstanding for an SUV of this size, and the 516-hp iX xDrive50 hits 60 mph in just 4.0 seconds and dispatches the quarter-mile in 12.4 seconds at 114 mph. An even more power­ful M60 model is joining the lineup for 2023. EPA estimated driving range is an impressive 315 miles, and the iX’s 105.2-kWh battery charged quickly in our testing, although the Air’s battery did better. There are still some fairly conventional SUV attributes here, including a spacious rear seat and cargo area, but the things that make the iX different are what make it special.

Specifications

Base/As Tested: $84,195/$104,195
Combined Power: 516 hp
Combined Torque: 564 lb-ft
Battery: 105.2 kWh
Onboard Charger: 11.0 kW
Transmissions: direct-drive
Curb Weight: 5707 lb

C/D TEST RESULTS
60 mph: 4.0 sec
1/4-Mile: 12.4 sec @ 114 mph
Results above omit 1-ft rollout of 0.2 sec.
Top Speed (gov ltd): 124 mph
Braking, 70–0 mph: 158 ft
Braking, 100-0: 321 ft
Roadholding, 300-ft Skidpad: 0.88 g

EPA FUEL ECONOMY
• Combined: 86 MPGe
• Range: 315 mi

Kia EV6 Wind AWD

Hard to define but easy to like.

Michael SimariCar and Driver

The Kia EV6 raised a vexing question the first time we laid eyes on it: Is it a car or an SUV? (Answer: Yes?) While it’s based on the same underlying architecture as the Hyundai Ioniq 5 (more clearly an SUV), its wheelbase is 3.9 inches shorter, and its overall height is 2.2 inches lower. And yet the EV6’s foreshortened cabin still has as much rear legroom and even more front legroom than the Ioniq 5’s. With identical propulsion systems to the Ioniq 5, it would seem the EV6’s hard-to-define appearance is the biggest difference between the two cars, um, SUVs, er, vehicles.

That’s certainly true of the pair’s performance. The 320-hp, two-motor, all-wheel drive models—the EV6 GT-Line and Ioniq 5 AWD—both posted all-but-identical 60-mph times and skidpad grip. Most of their other test results are equally close. The EV6 has slightly more range, which tops out at 310 miles for the two-wheel-drive model. They are priced on top of one another too.

The EV6 goes its own way with design, with a shape that looks like a race helmet on wheels, or maybe a space capsule, and an intriguing interior design rendered in mid-grade materials. The differences beyond that are more about appearance than function. Both have intuitive touchscreens, steering-wheel paddles to adjust regenerative braking, plenty of passenger room, and a suspension tune that enables lively handling while effectively filtering unruly pavement.

The EV6’s close relationship to the terrific Ioniq 5 speaks to its bona fides. Whether you think it looks like a car, an SUV, or something from planet elsewhere, it’s unquestionably an impressive EV.

Specifications

Base/As Tested: $52,195/$54,190
Combined Power: 320 hp
Combined Torque: 446 lb-ft
Battery: 77.4 kWh
Onboard Charger: 10.9 kW
Transmissions: direct-drive
Curb Weight: 4574 lb

C/D TEST RESULTS
60 mph: 4.4 sec
1/4-Mile: 13.1 sec @ 103 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (gov ltd): 118 mph
Braking, 70–0 mph: 181 ft
Roadholding, 300-ft Skidpad: 0.85 g

EPA FUEL ECONOMY
• Combined: 105 MPGe
• Range: 274 mi

Volvo C40 Recharge

It takes more than Scandinavian style to make a great EV.

Michael SimariCar and Driver

Our drive evaluations for EV of the Year are a gush of first impressions. We cycle through multiple cars each day: drive, swap, reflect, repeat. Our own Elana Scherr likened this sort of testing to automotive speed dating. And in this scenario, our gut tells us that the Volvo C40 Recharge is not a vehicle we’d want to have a long-term relationship with.

It’s not that the C40 Recharge is unattractive or initially off-putting—anything but. It’s dressed in upscale, fastback sheetmetal, and its no-leather interior has a classy, well-tailored look. But we favor cars that are fun to drive, and the C40 Recharge really isn’t. It rides stiffly, and when driven briskly on twisty roads, it feels unsettled, like a train car teetering high up over the rails.

We should like this Volvo because it’s quick—60 mph arrives in 4.3 seconds. But we actually wish it had less power; the chassis weaves nervously off the line when your right foot asks for the C40 Recharge’s full 402 horsepower and 486 pound-feet of torque. Its 226-mile EPA range is one of the stingiest in the EV segment, its glass roof has no sunshade, and its Google-based infotainment system doesn’t seem like much of an improvement over Volvo’s previous-generation iteration.

The world of EVs is evolving rapidly. It doesn’t take much more than a brief conversation with the C40 Recharge to determine that there are better prospects available.

Specifications

Base/As Tested: $59,845/$60,540
Combined Power: 402 hp
Combined Torque: 486 lb-ft
Battery: 75.0 kWh
Onboard Charger: 11.0 kW
Transmissions: direct-drive
Curb Weight: 4763 lb

C/D TEST RESULTS
60 mph: 4.3 sec
1/4-Mile: 12.9 sec @ 108 mph
Results above omit 1-ft rollout of 0.3 sec.
Top Speed (gov ltd): 115 mph
Braking, 70–0 mph: 178 ft
Roadholding, 300-ft Skidpad: 0.82 g

EPA FUEL ECONOMY
• Combined: 87 MPGe
• Range: 226 mi

Tesla Model S Plaid

Beyond ludicrous.

Marc UrbanoCar and Driver

Tesla’s gone Plaid, which is why it was incumbent upon us to include the 1020-hp variant of the automaker’s revised Model S sedan. Though the Model S Plaid’s three-motor powertrain may take top billing on the Model S’s long list of updates, it’s far from the only feature that piqued our interest. Notably, the Tesla’s ergonomically challenged steering yoke drew plenty of commentary. As did the lack of column-mounted control stalks for the likes of turn signals and windshield wipers. Instead, these functions exist as touch-capacitive controls on the yoke’s spokes.

Still, the Plaid’s straight-line acceleration is an undeniable draw. Getting to 60 mph takes a mere 2.1 seconds, and the quarter-mile goes by after 9.4 ticks. Bringing the Plaid to a halt was less of a thrill, as our rented car’s brakes routinely exhibited signs of fade. In short, the Model S Plaid adds a battery-electric twist to the classic muscle-car formula.

Specifications

Base/As Tested: $131,440/$137,440
Combined Power: 1020 hp
Combined Torque: 1050 lb-ft
Battery: 99.3 kWh
Transmissions: direct-drive
Curb Weight: 4828 lb

C/D TEST RESULTS
60 mph: 2.1 sec
1/4-Mile: 9.4 sec @ 151 mph
Results above omit 1-ft rollout of 0.2 sec.
Top Speed (gov ltd): 162 mph
Braking, 70–0 mph: 150 ft
Roadholding, 300-ft Skidpad: 1.08 g

EPA FUEL ECONOMY
• Combined: 101 MPGe
• Range: 348 mi