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MIDDLEBORO, Mass. – I decided to devote my familiarization drives during the recent New England Motor Press Association Winter Car of the Year (#NEMPA #Winter Car of the Year) event to battery-electric vehicles (BEV or EV), sampling vehicles ranging from the subcompact Volvo C40 Recharge to the 850-horsepower Rivian R1S sport-utility vehicle (SUV).
It was an afternoon filled with short, get-acquainted rides in five major EVs, adding the Ford F-150 Lightning and GMC Sierra EV Denali pickups and Acura ZDX SUV to my time in the Rivian and Volvo. My general impression — all were:
- quick, whether from a stop sign or while under way;
- quiet, with road and/or wind noise all that intruded into the cabin; all felt solid on the road
- but they differed in the approach to user interaction between the vehicle from a new auto maker (Rivian) and traditional ones (Acura, General Motors, Ford and Volvo).
Rivian R1S
Rivian claims this second generation of its substantial SUV has “been completely reengineered through hundreds of hardware improvements, performance upgrades, a fully redesigned software experience, and evolved in-house drive systems.”
From the unique vertical oval headlamp system – which resemble a diagram of the Indianapolis Motor Speedway standing on its short side – to the dual large-screen dash layout, the Rivian R1S is obviously cut from a different cloth than those EVs offered by traditional auto manufacturers.
To start – its controls are not intuitive, and it took me a bit of extra time to figure out how to adjust things like seats, steering wheel and audio. Once learned, a Rivian owner will have far less difficulty, but it will take time and concentration.
After I had the seat and wheel where I wanted them, I was off on a smooth, relatively quiet journey around Middleboro, Mass. Despite its 6,825-pound curb weight, the R1S effortlessly and very quickly takes off from rest. According to Car and Driver test results, the tri-motor R1S achieved 60 miles per hour from rest in less than three seconds.
Coupled with the amazing silky power of the R1S is strong regenerative braking. Without the time to delve into system operations I concluded the SUV will have one-pedal driving capability, but with this much power and acceleration capability on hand, Rivian claims to have a high-performance braking system (does not offer a lot of details beyond the rotors being 13.5 inches up front, 12.9 in the rear), which is a good thing.
Overall, in my short exposure – the Rivian R1S feels and drives big; a very substantial SUV (though its dimensions are about the same as mid-size vehicles like the Ford Explorer and Subaru Ascent). The cabin, thanks to relatively squared-off styling, felt roomy. Once an owner learns the ins-and-outs of the comprehensive systems offered by the R1S, it will provide a unique SUV experience, potentially at speeds never before seen in such a vehicle.
Oh, if 850 horsepower and 2.9 seconds 0-60 is not enough performance, Rivian offers the R1S in a quad-motor configuration producing 1,025 horsepower, 1,198 pounds-feet of torque and sub-2.5-second 0-60 times, which Rivian says makes it the quickest SUV in the world.
Acura ZDX
Luckily, I sampled the all-new Acura ZDX Type S prior to my stint in the Rivian. The Type S features 500 horsepower and, according to the folks at Car and Driver, sub-five-second 0-60 times. The Acura ZDX Type S is no slouch, a true performance machine even if it pales against the hyper-performing Rivian R1S (but then again, virtually everything except the Rivian R1S quad motor pales compared to its sibling in the performance category).
The Type S is truly a performance entry in the mid-size SUV premium segment. As such, the price of entry is $73,500, not outrageous in this category. This is a unique vehicle within the Acura fold, not an EV-engineered version of another one of the brand’s offerings.
Climb in and the red upholstery shouts sporty vehicle before you set off. Premium features abound, power assist for everything and silence when getting under way. It is a roomy cabin with a minimum of styling cues, like pseudo-coupe body lines, which intrude on interior space.
The instant-on EV acceleration greets the driver with the abundant power previously described. The regenerative braking is setup to allow one-pedal driving, doing its job quite competently.
For those who love Honda/Acura products and want a premium mid-size SUV with a distinctive sporting feel, the ZDX is the choice.
Volvo C-40 Recharge
The subcompact SUV Volvo C-40 Recharge was the smallest vehicle I tried during the event. Like the others, it featured quick acceleration, quiet operation and regenerative braking supplementing the friction system.
There is no mistaking the C-40 Recharge for anything but a modern Volvo, whether viewed on the outside or the inside. The traditional, now classic Volvo grille with cross bar and centered Volvo logo mark the exterior while the Google-centric infotainment system with vertically oriented touch screen identifies the interior.
The regenerative braking is set via the center display. When activated, easing off the accelerator brings on regen braking with the capability to bring the C-40 to a complete stop, thus allowing for one-pedal driving. Volvo, though, goes out of its way (as it continuously puts emphasis on safety) to remind the driver to use the friction brakes in any critical or emergency situation (sound advice).
The drive was comfortable, quiet and, when needed, quick (if this sounds redundant, most of the EVs I get to drive share these characteristics). The Volvo is less of a performance vehicle than the Rivian or Acura but is quite capable of brisk acceleration (6.5 seconds from 0-6 according to Car and Driver, a figure which at one time would have been unheard of for a Volvo).
GMC Sierra EV Denali and Ford F-150 Lightning
Ford threw down the gauntlet in 2022 being the first of the Big Three (or five since Toyota and Nissan also offer full-size pickups) to add an EV to its offerings in the huge, hotly competitive full-size pickup world where loyalties, tradition and stubborn adherence to the past dominate.
The Lightning, like most EVs coming in at a premium price compared to other members of the clan, with its silent running, large front trunk and on-site generator capabilities, was an instant hit and not seen as a detriment to other members of the Ford F Series juggernaut.
Chrysler and General Motors scrambled to announce and show their own EV pickups, bringing them to market a couple of years later. I drove the GMC Sierra version of the General’s truck (Chevrolet sells a Silverado EV, as well) and Chrysler, ne Stellantis, offers a Ram EV.
The Ford was as I remembered it: big, quiet, well-controlled ride, quick and equipped like a premium SUV. It featured the vertically oriented 15-inch infotainment display dominating the dash and the center console with disappearing shift selector allowing for the console to turn into a long, wide table.
The Sierra, like the Lightning, is comprehensively equipped, and has a portrait-oriented scree. At 16.8 inches it eclipses the Ford’s screen to win the title of largest touch screen in a truck. Power assists aid the driver in all aspects as do the thorough complement of advanced driver-assistance systems (ADAS).
Both trucks offer strong regen braking as well as the ability to be driven with just the accelerator as the regen can bring these full-size pickups to a complete stop.
The combination of premium trimmings and electric powertrain creates a driving experience a bit more refined than in a pickup powered by an internal-combustion engine or hybrid powertrain. It is still a large vehicle, one demanding care when driving within tight confines like the center of Middleboro but made easier by the ADAS.
Befitting its premium EV status, the GMC Sierra EV Denali sports an $89,900 base price while the Ford Lightning offers four trim levels ranging from $62,995 to $84,995 (the Chevrolet Silverado EV’s one version, the fully equipped First Edition RST comes in at $96,495). The General’s products will diversify and offer a range of vehicles in the future.
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