The sport of off-roading suffers from a fundamental discordance: The desire to get out into nature and the irreparable harm inherent in the process of off-roading. That harm comes not only from damage to the land itself, but from an environment polluted with both fumes and noise.
Off-roading in an EV isn't exactly a panacea, but it goes a long way toward at least solving those last two concerns. Over the years, I've been lucky enough to off-road in quite a few extremely capable EVs, but none more so than the new Stark Varg EX. This thing is an all-terrain monster, a diminutive 264 lb (120 kg) motorcycle with twice the torque of a Porsche 911 GT3, enough capability to cross nearly anything you care to run it over, and just enough civility to be street-legal.
It's a wildly impressive two-wheeled machine—but one that's not quite ready for primetime.
When Porsche first unveiled the new 911 GTS, it's safe to say that there weren't many people on planet Earth pining for a hybrid 911. The idea of one of the world's most iconic sports cars taking a cue from the humble Toyota Prius is a concept that's a little hard for the average auto enthusiast to get their head around.
But they should try, because the technology that Porsche has deployed in the new 911 GTS, Porsche's first hybrid sports car, is properly impressive. This is a hybrid system that exists not to improve fuel consumption, but to genuinely make a sports car better thanks to the injection of a little high voltage and a lot of boost.
Tech meets tradition
The 911 has maintained its stubborn rear-engined layout since the beginning. Its motor is slung between and behind the back wheels, not because it's necessarily the best place for handling, but just because that's how it's always been done. That doesn't change with the 911 GTS. What is new, though, is the addition of an electric motor into the mix, augmenting that gasoline engine in the way-back. That new motor sits neatly inside the eight-speed dual-clutch transmission, adding 54 horsepower and 29 pound-feet of torque.
Those numbers are hardly remarkable, but the real magic is what else the car does with its new high-voltage system. There's actually a second electric motor here, a tiny one capable of surviving ridiculously hot temperatures. That's needed because it lives within the turbocharger.
A turbocharger is a simple wheel that is spun by exhaust gas. This in turn spins another wheel that forces air into the engine's intake. It's a simple technology developed well over 100 years ago, but since those early days of forced induction, there's always been an issue when it comes to automotive applications: lag. The reliance of exhaust gases to spin the turbocharger creates an intrinsic delay between the driver requesting acceleration and the car actually delivering it. Internal combustion needs to build pressure to spin the wheel to suck in more air to provide more power.
Porsche short-circuited that with this novel electric motor that spins the turbocharger up to 120,000 RPM in less than a second. Lag isn't completely eliminated, but it's so radically reduced that you hardly know it. Pair that with the extra, instant kick of torque provided by the electric motor in the transmission, and you have something magical: a car powered by gasoline that accelerates with all the instant ferocity of an EV.
Design sensibility
Tim Stevens for Engadget
Porsche calls that whole system, plus the 1.9-kWh battery that powers it, T-Hybrid. The net result in the 2025 911 GTS is 532 hp and 449 lb-ft of torque. That's a substantial, 59-hp boost over the old GTS.
Yet the only obvious sign that there's anything different about this car is the subtle T-Hybrid badges mounted down low on the doors. And that's a good thing, because I'm of the opinion that the current-generation 911, internally called the 992.2, is one of the prettiest cars on the road. Even in this decidedly understated Chalk color, it is absolutely striking. The color pairs perfectly with the 20-inch front and 21-inch rear black wheels and other ebony highlights around the car.
The interior is similarly minimalist, monotone to an extreme. But there are just enough subtle highlights of materials like carbon fiber and Alcantara to make it feel racy and purposeful, not basic. And, if you like, you can go with many more wild interior combinations. Porsche is happy to let you customize to your heart's content, but beware that it's going to cost you.
The car's interface is simpler than 911s of yore, too. Most of the controls have been consumed by the car's petite 10.9-inch touchscreen, serving both wireless Android Auto and Apple CarPlay, while a curved, 12.6-inch virtual gauge cluster lives behind the steering wheel. What physical controls remain are well positioned, delivering strong tactility for your frequent tasks. Perhaps the most important is the drive mode dial that’s mounted at the four o'clock position on the steering wheel. It's how you dial up the intensity of the 911 GTS. Or, push the shiny little red button to go fully manic.
Tim Stevens for Engadget
Driving
The GTS isn't Porsche's most powerful 911 of the moment. That honor lies in the 640-horsepower 911 Turbo S. But no other 911 delivers power like this one, offering a taste of the instant shove of the electric Taycan mixed with the internal combustion fury and high-speed acceleration you'd expect from a 911.
It is, suffice to say, quite intoxicating. And to get the best taste of it, push that aforementioned crimson button. That gives you 20 seconds of Sport Response mode, with the car's electronic turbocharger assist doing its damndest to maintain maximum power. The exhaust opens fully, the transmission drops a gear or two and suddenly that machine you were idling through traffic absolutely comes alive.
Put your foot down in this mode and the 911 GTS surges forward, without a moment's hesitation. You can hear the turbocharger behind your head whistling as it works to build intake pressure, hauling in air from the environment and jamming it right into the combustion chamber for the next squeeze and bang.It's addictive, but if you've become used to the silent surging power of an EV, it's perhaps a bit much. In Sport Mode, the standard sport exhaust on the GTS is loud enough to terrify anyone you go soaring past on a two-lane road.
Thankfully, the GTS is easy to silence. One tap of the exhaust button mounted below that touchscreen and the GTS becomes quiet. It's not-quite EV quiet, but very hushed. Despite having electric motors and a battery, this is not a plug-in hybrid. You'll struggle to even get out of your driveway without that engine firing up. But that's okay. Remember: This isn't an efficiency play.
In Normal mode, the suspension softens and the ultra-fast transmission transitions into something that smoothly slips from one gear to the next, keeping revs as low as possible to maximize fuel consumption. That nets the 911 GTS a 19 mpg combined rating per the EPA. Despite some bits of driving exuberance, I substantially bettered that, managing 25.1 mpg.
Tim Stevens for Engadget
But even at its most tame, the GTS is not a luxury grand tourer of the likes of an Aston Martin DB12 or Mercedes-AMG GT. At its softest, the suspension is still firm, the road noise from those prodigious tires is grating and even the wind noise at high speed is a bother — so much so that the middling Bose sound system struggles to overcome it.
So, despite the GTS moniker, it's more of a sports car than a grand tourer. Instant power is this car's party trick, paired with amazing feel, effortless handling and the kind of prodigious grip that will make your favorite driving roads feel tame.
Those are all the more reasons to find your new favorite roads. Despite punishing you on the highway and over broken asphalt, the 911 GTS never feels flustered and always leaves you wanting more. It's a car you won't want to get out of, which perhaps explains why I'm writing this very sentence from the driver's seat.
Cost of entry
At over $170,000 to start, or $196,185 as configured, it's not an affordable machine. Were I buying, my GTS would be a little cheaper. I'd stick with the rear-drive GTS model, rather than the all-wheel drive Carrera 4 you see here, simply for the fun-factor. I'd also skip the sunroof, which adds both $2,980 to the bill and weight to a car that already gained over 100 pounds compared to the prior GTS.
Those two deletions alone would cut about $10,000 from that still-soaring price. Expensive, yes, but the technology here feels worth it. This is a novel approach to electrification, making a sports car sportier with hardly any compromise. It is a truly desirable machine, the kind of hybrid that Porsche fans may not have known they needed, but one they definitely need to try.
This article originally appeared on Engadget at https://www.engadget.com/transportation/porsche-911-gts-review-the-first-hybrid-911-is-better-with-a-battery-120038613.html?src=rss
President Trump's "Big Beautiful Bill" has squeaked through the Senate in time for this weekend's pyrotechnic celebrations. The bill festively shoots down a long list of environmental protection measures of all shapes and sizes, with the red glare of those rockets looking set to burn all current federal EV rebates in particular.
While the exact timing is still in flux, as things stand the $7,500 federal rebate for electric vehicles would expire not in 2032 as originally specified, but as soon as the end of September. It's an abrupt, ignominious end to a series of incentives that, in some form or another, dates back to the George W. Bush administration.
This change doesn't just cover new consumer vehicles, like the Kia EV9 or Volkswagen ID.Buzz. It also eliminates the $4,000 federal credit on used EVs, and even stands to kill rebates for commercial vehicles of the sort that inspired a whole new and weird generation of electric vans like those from Rivian and Arrival (RIP).
All those initiatives were meant to drive down the environmental impact of a transport industry that, combined, makes up 29 percent of total US greenhouse gas emissions. While that unfortunate environmental impact might not be immediately felt, for anyone considering buying an EV, some pain in the wallet is coming much sooner.
But it could have been worse.
A proposed annual EV tax
Earlier versions of the bill imposed a $250 annual fee for EV owners, and a still-spiteful $100 for hybrid owners. That fee would go into effect regardless of when you bought your wheels, so even if you were doing the electric thing before it was cool, you'd have been stuck with a substantial annual premium.
That fee was to be directed to the Highway Trust Fund, ostensibly ensuring that EV owners are paying their fair share for federal transportation infrastructure maintenance. The bulk of that funding comes from an 18.4 cents per-gallon tax on gasoline, which imprecisely ensures that drivers are paying roughly their fair share for highway use.
This supposed attempt at EV equivalence, however, was structured in a wildly disproportionate way. The average American drives 11,318 miles per year, according to the Department of Energy, which works out to just under $100 annually in taxes on gasoline. That's less than half the proposed annual fee for EVs. Yes, electric cars and their heavy batteries do indeed wear out roads more quickly, but not to that degree.
That felt more than a little unfair, but lawmakers faced an even bigger roadblock: They literally couldn't make such a fee structure work. "There is no mechanism today for the federal government to collect an annual fee," Ohio Republican Senator Bernie Moreno told Politico.
Regardless of the reasoning, for now at least, this fee is no longer part of the bill.
The industry impact
American EV sales haven't exactly been following the hockey stick growth that most industry experts had formerly been projecting. Still, it has been steadily trending upward. American EV sales in the first quarter of this year were up 10 percent, according to Cox Automotive, and that's despite Tesla's precipitous slide of late.
Considering the average cost of a new car in the US is $48,799, and the average cost of a new EV is $57,734, that $7,500 federal EV tax credit clearly makes a substantial difference in bridging that gap. Assuming the Big Bill passes, that bridge will be demolished in just a few months time.
While it's impossible to say how much the American EV market's growth has been driven by those incentives, we can look at the impact such cuts have had in other markets. Germany's Climate and Transformation Fund paid out €10 billion between 2016 and 2023, chipping in towards the purchase of 2.1 million EVs.
EV sales declined in Germany by 16.4 percent through the first half of 2024 after that program ended. Meanwhile, elsewhere in Europe, EV sales continued to grow by nearly 10 percent. It's looking like it was only a temporary setback, though. In the first five months of this year, German EV registrations are up more than 40 percent. That, again, is despite Tesla's particularly steep decline there.
Brands and chargers
As to which manufacturers will be most impacted, it stands to reason that buyers looking for with lower-priced EV offerings — cars from brands like Hyundai, Kia and Nissan — will take this change the hardest; buyers of premium brands — like Mercedes-Benz, BMW and Porsche — will be a little less dissuaded. Regardless, it should come as no surprise that not a single vehicle manufacturer is found in the list of endorsements for the "Big Beautiful Bill."
You will, however, find a who's who of players in the petrochemical world, like the American Petroleum Institute, Chevron, ConocoPhillips and Coterra.
The bill won't just kill incentives for EV buyers or leasers. America's charging infrastructure is also set to take a hit thanks to the repeal of the Alternative Fuel Vehicle Refueling Property Credit. This covered up to 30 percent of the cost of EV charger installation, encouraging more businesses to put more chargers in more places.
Deleting that credit certainly won't help the stubbornly slow buildout of America's charging infrastructure.
Silver lining
Critics of the American federal credit program have long said that it was too frequently used by wealthy buyers to chip a little off the cost of their next luxury EV. That, at least, is being addressed in one of the bill's other transportation-related changes, something that could actually be a positive for many Americans.
The bill includes a new tax deduction that could help modern shoppers saddled with debt after a car purchase. If passed, the bill would allow buyers with car or motorcycle loans to claim up to $10,000 in interest per year on their taxes.
This applies to vehicles regardless of propulsion type, meaning EVs and hybrids qualify, but there are plenty of other criteria, including that the vehicle must be for personal use, cannot have a salvage title, and must have undergone final assembly in the United States. Beyond that, to claim the full deduction, individuals must have an adjusted gross income (AGI) of less than $150,000 if filing as an individual, or $250,000 for a married couple filing jointly.
What now?
If you're a shopper who's been on the fence about buying an EV, it's safe to say that now would be a very good time to pull the trigger. And I do mean now. The federal rebate may carry through September, but extra dealer incentives will be drying up quicker than crocodile tears.
If, on the other hand, you're a manufacturer of EVs, chances are there's not a lot you can do right now. The auto industry was not designed to react to the whims of our current presidential administration and the gasoline-loving special interests that fuel it. Hopefully, the success of your business wasn't tied to the continued existence of federal incentives — or, indeed, a lack of import tariffs.
Going forward, American EV offerings will need to be one of two things: Priced on par with the internal combustion competition, or so fundamentally compelling that they're worth the extra cost. If your vehicles don't meet that criteria, come October you might have a problem.
This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/trumps-big-beautiful-bill-is-bad-for-american-evs-but-it-could-have-been-worse-210155196.html?src=rss
The Corvette has always punched above its weight in the competitive ring of international performance cars. | Image: Tim Stevens
Back in March, we brought you an exclusive look into how Chevrolet's engineers tuned and tweaked, sculpted and simulated to turn the eighth-generation Corvette into a 233-mph missile, the 1,064-horsepower ZR1. But while I'm a racing simulator fan through and through, there's nothing like driving a real car on a real track, and this past week it was time to do exactly that.
That track, the Circuit of the Americas (COTA) in Austin, Texas, is as real as it gets. Host of the Formula One United States Grand Prix since 2012, it's three and a half miles of sinuous asphalt with enough turns to see just how well those engineers sorted the car's handling, plus a long back straight just perfect for letting that big motor really sing.
Staying stuck
COTA is also the perfect place to test out the ZR1's downforce, something that wasn't so much of a factor leading up to the car's record-breaking 233-mph run. More downforce means more grip, which is always nice, but it usually comes with the penalty of aerodynamic drag.
That's one reason why there's actually two different ZR1s. First is the base model, with just the (relatively) petite spoiler on the back of the trunk l …
The skies around Dallas are about to get a lot more interesting. No, DFW airport isn't planning any more expansions, nor does American Airlines have any more retro liveries to debut. This will be something different, something liable to make all the excitement around the supposed New Jersey drones look a bit quaint.
Zipline is launching its airborne delivery service for real, rolling it out in the Dallas-Fort Worth suburb of Mesquite ahead of a gradual spread that, if all goes according to plan, will also see its craft landing in Seattle before the end of the year. These automated drones can be loaded in seconds, carry small packages for miles, and deposit them with pinpoint accuracy at the end of a retractable tether.
It looks and sounds like the future, but this launch has been a decade in the making. Zipline has already flown more than 1.4 million deliveries and covered over 100 million miles, yet it feels like things are just getting started.
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