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The Verge
a day ago
- Automotive
- The Verge
Rivian R1S review: second time's the charm
Just four years after Rivian began selling its R1T truck, 2025 marks the beginning of the R1T and R1S' second generation. Considering they look essentially the same on the outside, it might be hard to decipher what warrants a new generation. But underneath, it's actually quite easy: all-new electric architecture, a new motor arrangement, retuned suspension, and more. Kicking off at $107,700, here's how all these revisions make the 2025 Rivian R1S Premium Tri-Motor a true frontrunner in the modern EV space. The tri-motor arrangement fits in between the base dual and top-level quad, and was my tester's powertrain for a whole week. All together, output is rated at 805 horsepower and 1,105 pound-feet of torque, which is enough to hit 60 mph in just 2.9 seconds. The sole battery available is the brand's Max spec at 141.5 kWh, possessing a charging rate of 220 kW and range of 371 to 405 miles depending on power settings and driving habits. During my week with it, I saw 340 miles in an even split between highway, off-road, and around-town driving. But this isn't the only significant update to the R1S' EV architecture. 'We clean-sheeted all of the electronics and harnesses in the vehicle, and placed controllers in zones where we could reduce the overall number of wires,' Kyle Lobo, Director of Electrical Architecture at Rivian explained in a recent interview. Lobo and his team laid them out in an east, west, and south orientation, where they're local to what they control, and then networked them all together. Going from 17 ECUs to just seven, the overall system weight was reduced by 44 pounds and cut out over 1.6 miles of harness. This also improves manufacturability; less parts and wiring to install means faster production time. Not only that, but all ECUs are now built in-house, speeding up production even further and increasing autonomy from outside suppliers. Another big change is software-resettable e-fuses which monitor current and voltage on every line. When something goes wrong, Rivian relays this information to its service team and the owner. This further bolsters overall simplicity, and lays the groundwork for the company's future R2 and R3 models. When it comes to a screen-heavy user interface, I'm usually a bit of a Luddite; the more physical buttons the better. However, Rivian's infotainment system was quite refreshing and easy-to-use, with no lag moving between screens and settings and great response. Its 15.6-inch screen's resolution followed suit, and while I thought I'd miss the familiarity of Apple CarPlay, the brand's in-house software was an excellent substitute. Besides some lag while scrolling through a particularly large Spotify playlist, it was all quite intuitive. Going one further, this was my first time utilizing an app-based digital key to start and stop the vehicle, and Rivian's software made it a seamless and trouble-free transition. Additionally, automatic emergency braking, lane departure warning, and adaptive cruise control are standard, and just as seamless and smooth in their operation as getting up to speed with the rest of the R1S' tech. Automatic emergency braking came in clutch on one occasion, in the rain and in response to a clueless Los Angeles driver—it hauled all 7000+ lbs down to a stop in an assured manner. Overall, the 2025 Rivian R1S possessed an everyday SUV-like driving experience. It didn't feel like a forward-thinking, futuristic concept of mobility, but rather drove as if it were part of GMC or Lincoln's traditional ICE lineups. Though, with one caveat: Its standard, re-tuned-for-2025 air suspension had an excellent overall ride quality, and even felt agile in its more performance-oriented setting. Then, of all the EVs I've driven over the years with one-pedal driving, the R1S was the easiest to master. Some systems require a bit more brain-to-throttle calibration than usual, but I enjoyed my tester's three levels of intensity, and altered them frequently depending on the mood or amount of regeneration I was aiming for. Besides being marketed as a spacious, three-row full-size EV truck, the R1S is also designed for off-the-pavement work, which I got the chance to try out up north of Los Angeles in a series of mountainside trails. With a 35.8-degree approach, 29.6-degree breakover, and 34.4-degree departure angle, plus an impressive 15 inches of ground clearance, it shrugged off some tricky sections where pitch and roll became rather excessive. One-pedal driving made the experience all-the-more enjoyable, too, as it allowed for incredibly precise throttle control. Sporting Rivian's All-Terrain package, my tester's 20-inch Pirelli tires never lost their footing while ascending some properly brutal ascents. I was glad to have such trail-ready treads as added insurance against any potential sidewall cuts over particularly rocky bits. Finally, there weren't any downsides in terms of road noise when I returned to paved tarmac, though Rivian says this package will reduce range by 10-15 percent. Besides an ever-so-slight software glitch using Spotify, I had a hard time finding anything annoying or lacking in the 2025 Rivian R1S. I never drove any previous iteration of the R1, but it's cool to see that, in just a few short years, this smaller—yet increasingly larger—name in EVs has made something this good, and makes me all-the-more excited to see how the R2 and R3 shake out when they arrive. Photography by Peter Nelson / The Verge
Business Insider
a day ago
- Automotive
- Business Insider
I've never been off-roading or rock crawling. Watch Rivian's new $120K quad motor R1s make it easy.
EVs are a tough business, but Rivian is still out here trying to have fun. The California-based EV maker on Tuesday unveiled a quad motor package for its second-generation R1 truck and SUV. The company says the cars can deliver a combined 1,025 horsepower and 1,198 pound-feet of torque. The quad-motor R1T truck starts at $115,990, while the R1S SUV starts at $121,990. Cushioned San Francisco residents like me don't require that much power for their commute, let alone have the spare cash to burn $120K on a large car. Rivian CEO RJ Scaringe recognized that during a recent roundtable interview, telling Business Insider, "It's great for the brand, but it's sort of an exercise in unnecessary capability." "Unnecessary capability" is fair: The quad is a beast of a car that most people probably won't need. The company invited media outlets to South Lake Tahoe, California, near the end of June to demonstrate its quad R1T and R1S ahead of the public launch. I got a chance to get behind the wheel of both cars to drive up to Tahoe's Donner Ski Ranch, which has a summit elevation of more than 7,000 feet. There, I took the R1S and R1T off-roading and rock crawling — essentially driving up a rocky obstacle — to test out the torque and a feature Rivian calls "kick turn," which gives the cars the ability to do a 360-degree spin on the spot. I've never been off-roading or rock crawling. My humble Mazda 3, with its low profile and 155 horsepower, isn't really fit for those conditions, but it is very reliable for my trips to the grocery store. The Rivian's quad motor, however, made traversing the dirt roads and boulders a breeze. Rivian's climb Above: Business Insider's Lloyd Lee took the Rivian on what one company employee described as a moderate-level rock crawl. Reporters were first led to two rocky mounds at a Donner Ski Ranch peak for the rock crawl. Rivian representatives endearingly called one of the mounds "Grannie's Revenge" — a play on the much more precarious trail at "Hell's Revenge" in Moab, Utah, and a nod to the granite rock at the Lake Tahoe summit. For a first-time rock crawler, I was a little worried that I might flip Rivian's cars like a pancake or pierce the undercarriage if I made the slightest wrong turn while driving over a rock. Thankfully, that didn't happen. Spotters at every point of the mound were available to direct drivers on when to turn the wheel, which obviously made the rock crawls that much easier. But aside from following directions, scaling up the mounds was a simple exercise in turning the wheel and pressing the pedal. Both the R1S and R1T climbed over the mounds without the need for me to press down too far. Rivian's R1 chief engineer, Luke Lynch, an ex-software engineer for McLaren, told me that's the benefit of having four motors. "There's so much control that you can have in the pedal, you realize how delicate you can be and the vehicle still reacts," Lynch said. "When the vehicle detects some slip, it says, 'Okay, this wheel's not got enough traction, so I'm gonna slow that wheel down with fine motor control rather than brakes,' which is unique to quad motor control." According to Oren Birwadkar, another Rivian engineer, my drive was just a sneak peek of the quad's potential. He considered "Grannie's Revenge a moderate-level rock crawl. For further testing and validation, Birwadkar said the company tested the quad platform at an obstacle located at Hell's Revenge, which attracts more extreme rock crawlers. Tesla used the same track to advertise its Cybertruck. The 'kick turn' Above: Rivian demonstrated the quad motor Gen 2 cars' new feature called the "kick turn." One function made me feel like I was playing an off-road video game: "kick turn." The kick turn is a new iteration of Rivian's "tank turn" that was never released to the wider public. Rivian says the utility behind the kick turn is to allow drivers to make extremely tight turns without the need to do a three-point U-turn. The mode is activated through the center console, and then the driver is directed to press the two thumb controls on the left and right sides of the steering wheel simultaneously. Press the left buttons to turn counterclockwise and vice versa. Once the system detects that both buttons are pressed, the driver presses the accelerator pedal to make the spin. Rivian set up a course on a dirt field that directed us to drive in a square shape and drive through cones in a serpentine path. Reader: The kick turn is one hell of a mode to experience. The driver can activate the kick turn while the Rivian is already moving in a straight path. It's almost like drifting with training wheels. In theory, the driver should be able to complete the course Rivian set up solely by pressing the buttons on the steering wheel, while the actual steering wheel stays at a 12 o'clock position. Of course, a lot of the first-time drivers like me couldn't do that. Our instinctive reaction was to turn the steering wheel every time we approached a turn, rather than solely relying on the left and right buttons. But Rivian also took us through a narrow trail to show us where the kick turn could be useful. In those situations, you would drive slowly as you approached a tight turn, stop, and then activate the kick turn. Wassym Bensaid, Rivian's chief software engineer, said the kick turn was designed for "situations with tight maneuverability in off-road" environments. "It's mind-blowing the level of control that you can have on the car with such a feature," he said. I can't immediately imagine a scenario where I would need the kick turn on San Francisco's streets. Maybe it could help me get out of tight parking, but that's OK — my humble Mazda does just fine.
Miami Herald
4 days ago
- Automotive
- Miami Herald
Quad-Motor Rivians Arrive With Wild Power and Wilder Price
When Rivian unveiled the second-generation R1S and R1T for the 2025 model year, the upgrades were significant – more power and range, and improved hardware and software. But one thing was notably missing: a Quad-Motor option. Sure, the original R1 lineup had a Quad-Motor variant boasting 835 horsepower, but the newer Rivians have already caught up. Better late than never, as they say, as Rivian has now introduced the R1S and R1T Quad-Motor models for the 2026 model year, and they're amped up for a monstrous power output this time around, worthy of the top-spec designation. However, the California-based startup has also given them eye-watering price tags. With four independently controlled motors, the new Quad-Motor setup delivers a staggering 1,025 horsepower and 1,198 lb-ft of torque. That power shoves the R1S from 0 to 60 mph in just 2.6 seconds, while the longer-wheelbase R1T does it in 2.5 secs. These numbers are on par with those of supercars, and even quicker than many. But that level of performance comes at a steep cost: $115,990 for the R1T Quad, or $119,990 for the Launch Edition. The R1S starts at $121,990 and climbs to $125,990 for the Launch Edition. Beyond straight-line speed, both vehicles come standard with Rivian's 140-kWh Max battery pack, allowing up to 374 miles of range, depending on tires. There's also a Conserve Mode that disables the rear motors to maximize range up to 400 miles. Go for the 34-inch all-terrain tires, though, and range drops to 325 miles. Other performance features include torque vectoring via each motor, a new Launch Mode with an integrated Launch Cam, and several software-based drive modes. Among them are a Desert Rally Mode, born from the R1T's Rebelle Rally victory, and a Hill Climb Mode, developed during its Pikes Peak run. Rivian's much-awaited Tank Turn finally becomes available in the Quad models as the Kick Turn, coming via a September 2025 software update. Inside, both models have the Ascend interior with quilted upholstery, bronze accents, and three trim themes. The Launch Edition also adds unique paint, badges, and lifetime access to Rivian's Autonomy Platform+ and Connect+ services. Exterior customization options include wheel and tire packages ranging from 22-inch ultra-high-performance tires to 20-inch all-terrain rubbers. Deliveries of the Quad-Motor R1T and R1S begin this month, and all models will come standard with a built-in NACS port for Tesla Supercharger compatibility, plus a complimentary CCS adapter. They're definitely pricey, but are they worth the money? You'll be the judge, but remember that supercar performance in SUV and truck form is a feat that a few vehicles possess. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Auto Blog
4 days ago
- Automotive
- Auto Blog
Rivian Unleashes Quad-Motor R1 Models With Supercar Power
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Second-Generation Rivian Quad Finally Arrives When Rivian unveiled the second-generation R1S and R1T for the 2025 model year, the upgrades were significant – more power and range, and improved hardware and software. But one thing was notably missing: a Quad-Motor option. Sure, the original R1 lineup had a Quad-Motor variant boasting 835 horsepower, but the newer Rivians have already caught up. Previous Pause Next Unmute 0:00 / 0:10 Full screen Rivian R1T delivers on this EV feature that Tesla forgot Watch More Better late than never, as they say, as Rivian has now introduced the R1S and R1T Quad-Motor models for the 2026 model year, and they're amped up for a monstrous power output this time around, worthy of the top-spec designation. However, the California-based startup has also given them eye-watering price tags. Very Capable Electric SUV And Truck With four independently controlled motors, the new Quad-Motor setup delivers a staggering 1,025 horsepower and 1,198 lb-ft of torque. That power shoves the R1S from 0 to 60 mph in just 2.6 seconds, while the longer-wheelbase R1T does it in 2.5 secs. These numbers are on par with those of supercars, and even quicker than many. But that level of performance comes at a steep cost: $115,990 for the R1T Quad, or $119,990 for the Launch Edition. The R1S starts at $121,990 and climbs to $125,990 for the Launch Edition. Beyond straight-line speed, both vehicles come standard with Rivian's 140-kWh Max battery pack, allowing up to 374 miles of range, depending on tires. There's also a Conserve Mode that disables the rear motors to maximize range up to 400 miles. Go for the 34-inch all-terrain tires, though, and range drops to 325 miles. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Other performance features include torque vectoring via each motor, a new Launch Mode with an integrated Launch Cam, and several software-based drive modes. Among them are a Desert Rally Mode, born from the R1T's Rebelle Rally victory, and a Hill Climb Mode, developed during its Pikes Peak run. Rivian's much-awaited Tank Turn finally becomes available in the Quad models as the Kick Turn, coming via a September 2025 software update. Deliveries Begin This Month Inside, both models have the Ascend interior with quilted upholstery, bronze accents, and three trim themes. The Launch Edition also adds unique paint, badges, and lifetime access to Rivian's Autonomy Platform+ and Connect+ services. Exterior customization options include wheel and tire packages ranging from 22-inch ultra-high-performance tires to 20-inch all-terrain rubbers. Deliveries of the Quad-Motor R1T and R1S begin this month, and all models will come standard with a built-in NACS port for Tesla Supercharger compatibility, plus a complimentary CCS adapter. They're definitely pricey, but are they worth the money? You'll be the judge, but remember that supercar performance in SUV and truck form is a feat that a few vehicles possess. About the Author Jacob Oliva View Profile
Yahoo
5 days ago
- Automotive
- Yahoo
2026 Rivian R1T And R1S Quad-Motor Make More Than 1,000 HP, But Their Off-Road Capabilities Are The Bigger Story
You absolutely do not, under any circumstances, need a Rivian R1 with the new quad-motor setup. With all four motors combined, you get 1,025 horsepower and 1,198 pound-feet of torque, which is enough to shoot to R1S to 60 mph in 2.6 seconds, while the R1T is ever so slightly quicker, coming in with a 0-to-60 time of 2.5 seconds. Whether you choose the truck or the SUV, though, you get the same 10.5-second quarter-mile time. No one on earth needs a vehicle that quick, and you definitely don't need a truck or SUV that quick. Then again, even if you somehow convinced yourself that you did need one, good luck paying for it. The quad-motor R1T starts at $117,885 if you include the $1,895 destination charge, with the R1S starting at $123,885. If you want one of the Launch Editions, you'll pay an extra $4,000 on top of that. You could also argue no one needs an electric pickup truck in the first place, but at least the dual-motor R1T starts at a far more affordable $71,795, including destination. It also comes with 553 hp and a 0-to-60 time of 4.5 seconds, while still getting 270 miles of range. I assume a lot of people go ahead and pay the extra $8,000 to get the version with 329 miles of range, but it probably isn't necessary unless you go on a lot of road trips or plan to tow or haul heavy loads. But just because you don't need a particular car doesn't mean you won't still want it, and after spending a few hours with the quad-motor R1T and R1S, I promise you it's the kind of EV that will have you trying to convince yourself that maybe a 96-month loan wouldn't be so bad. Full Disclosure: Rivian wanted me to drive the new R1 quads so badly, it flew me to Lake Tahoe, put me up in a hotel, paid for my food and drinks and let me drive both the truck and SUV. Then they very rudely took away the keys and made me go back home to Georgia, which isn't nearly as pretty as Lake Tahoe. Read more: Buy One Of These Electric Pickup Trucks Instead Of Humiliating Yourself With A Tesla Cybertruck Rivian also knows nobody needs an electric truck or crossover with more than 1,000 hp and a six-figure price tag. CEO RJ Scaringe will tell you himself that these are halo vehicles, meant to show off what Rivian can do, even if it goes beyond what anyone could actually use on a day-to-day basis. The R2 and eventually the R3 will be the ones that more people can afford, with the R1 sitting at the top of the range and the R1 Quad at the top of the R1 range. In that sense, it's supposed to be too much for daily driving, although you could absolutely daily drive either car. You get an EPA-estimated range of 374 miles, although Rivian claims 400 miles is possible in Conserve mode, and they're both plenty comfortable enough for the occasional road trip, as well as all that weekly commuting and errand-running. Then again, that isn't much of a surprise, since we already drove the Gen 2 R1T and R1S about a year ago. Sadly, this time around, we didn't get to spend any time at the drag strip. I can, however, confirm the R1 Quads are truly, ridiculously quick. As in, I punched it in an R1S and immediately felt guilty for not warning my drive partner, because the acceleration was just that absurd. And we're both auto journalists who drive incredibly quick cars regularly enough that you'd think we would be numb to a mere 1,000 hp. Turns out, that's not the case, at least not yet. Still, even that description probably doesn't do justice to just how quick the R1 Quad is. And since it's an EV, there's no shifting involved. You just put your foot down, and you're immediately pinned to the seat as the R1 launches its way to a top speed of 130 mph. Other cars that are similarly quick exist, but there aren't many, and basically all of them cost a lot more than $120,000. Instead of a driving day that focused more on how quick the R1 Quads are, Rivian instead had us spend the majority of our time off-roading. They may be EVs, but we're still talking about an adventure-focused truck and SUV, so it makes sense. Plus, Rivian already established the R1's off-road credentials the first time around. The thing about a lot of off-road media drives is that the automaker wants to make their vehicle look good, so they typically set them up to ensure you won't struggle. They also know they'll be dealing with varying levels of off-road experience on these drives, so they make sure even an idiot like me can't mess anything up too badly, which does make sense. A journalist who drives off a cliff can't write a review from beyond the grave, and they don't want to spend all that money on a press trip to not get a review. So even though you're unlikely to find the limits of what an off-roader can do on a media drive, you can definitely get a sense for how confident the automaker is in its truck or SUV's capabilities based on how serious the off-road portion of the drive ends up being. And let me tell you, I don't think a media drive has ever included anything as serious as what we did with these R1s. We didn't just drive over obstacles that I'm pretty sure a stock Subaru Forester could handle. We straight-up rock crawled. Rivian had spotters along the route, which did take some of the challenge out of it, but climbing that rock face without them would have been beyond reckless. I'm also pretty sure a Forester would've been out before the rock-crawling section even began, because the climb was just that steep. Since there's a motor for each wheel and a bunch of fancy computers monitoring everything, you might assume that would eliminate wheelspin on the trail, but apparently some wheelspin is actually good, since it helps reduce wear on the drivetrain. Sudden shocks to the suspension and other components can cause problems down the line, and letting the wheels that lose traction continue spinning is better overall. Other than a little wheelspin in a few sections, though, both R1s sailed through the rock-crawling portion. And when the incline was too steep to see the spotter, the front-facing camera proved sharp enough that I could still see their hand signals without having to guess, which only added to my confidence in the R1. The spotter who told me I had "excellent throttle control" certainly didn't hurt that confidence or my ego, either. After lunch, it was time to try out a feature exclusive to the R1 Quad that Rivian calls Kick Turn. Basically, it spins the driver's side wheels one direction and the passenger-side wheels the opposite direction, allowing you to do an extremely tight turn on a trail. Technically, you could probably do it in a gravel parking lot, too, but you also probably shouldn't, since it's a great way to shoot gravel everywhere and make a whole lot of people mad. Once you activate Kick Turn on the center screen, as long as you're driving below the top speed — for now Rivian demonstrated it with a 15-mph speed limit but said that limit may get raised in the future — you can push the directional buttons on the steering wheel to initiate a turn in that direction. Push both buttons left, and you'll go left. Push both buttons right, and you'll go right, no steering input required. In fact, if you try to turn the steering wheel while performing a Kick Turn, it cancels the maneuver. Since you usually turn a car with the steering wheel, it isn't the most intuitive thing in the world. Everything in you wants to turn the wheel, but you can't do that. Instead, you have to almost treat it like you're driving in a video game. At least, that's what worked for me. And once I got it, oh my is it fun. Maybe too much fun. It's also one of the few practical features exclusive to the Quad. Sure, there's the whole "1,000 horsepower" thing, but even the slowest Rivian is pretty darn quick. The Quad is just quicker. Kick Turn, though? That's something you can't do without four motors, and while it probably has some uses in Rallycross, the main benefit is on trails with the kinds of tight sections where you would otherwise make a multi-point turn. It's like a more refined version of what other off-roaders accomplish by dragging an inside wheel. Surprisingly, at least for me, Rivian didn't just set up cones on a dirt lot and let us play with its new trick feature. That part was just practice before we set out on a trail that included multiple spots where we could use Kick Turn. Having never used it on a trail before (and also having just gotten out of an R1S one of the PR folks nearly crashed into a pole twice), I was pretty nervous to try it out, but it just worked. Obviously, much of that can be attributed to my incredible Xbox skills, but I'm also not going to pretend I wasn't impressed by just how easy it was to control with just a short introduction on a dirt lot. I very much do not recommend trying it for the first time on a trail, but once you get the hang of it, I guarantee you'll be looking for any opportunity you can find to use it. That would mean actually off-roading your brand-new, $120,000 EV and potentially scratching the paint, but at least you know it's an option. Once we were done, it was time to head back to the hotel in far more comfort than you'd get from a Jeep Wrangler. The Jeep is probably still the better off-roader, but it isn't nearly as refined on the road. Granted, the Rivian isn't quite as luxurious as a Mercedes-Benz S-Class, but in addition to never feeling like a passing truck is going to knock it off the road, the interior is still ridiculously nice. It's also a cabin that takes some time to truly appreciate. Initially, when you hop in you'll notice everything is nice and well-designed, but the more you poke around, the more you see the stuff that isn't obvious at first. For example, a lot of the lower sections that would be bare plastic, even in a lot of luxury cars, are instead covered in leather. There are little bits of plaid cloth hidden throughout the cabin, even in the grab handles on the ceiling and door storage. Those are the kinds of details Rivian probably could have skipped without anyone even thinking to complain, but it did it anyway. Ultimately, unless you want the R1 Quad to be a completely different vehicle, there isn't much to complain about. It isn't as agile or eager to turn in as a proper sports car, and it doesn't have a V8 or a manual transmission, but of course it doesn't. It's an electric truck/SUV. That said, it would still be nice if Rivian offered Apple CarPlay and Android Auto support, as well as at least giving customers the option to add a head-up display. Both would add to the R1's cost and complexity, which Rivian probably can't afford to do right now, but regular people love CarPlay and Android users exist, too, even if we only exist in small numbers. My wish for a head-up display, on the other hand, is less about the price point and more about how useful it would be while using Kick Turn. It's easy to go faster than 15 mph, even on a trail, so putting your speed right in your line of sight would make it both easier and safer to use. Still, those are pretty minor gripes. The quad-motor Rivian R1T and R1S look great, go like hell, and can handle some serious off-roading. And when you need them to be a regular, old daily driver, they're still quiet, comfortable and composed. Heck, unless you demonstrated just how quick it was, your passengers would probably have no idea they were in a vehicle that could launch to 60 mph in well under three seconds. As you have the money and are interested in an electric truck or SUV, it's hard to see how you wouldn't fall for the R1 Quad's charms. I certainly did. It's just too bad I don't have any money. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
