2027 Chevy Bolt: Meet America’s Cheapest New EV
The reborn Chevrolet Bolt gets a compelling $28,995 price tag, improved range and much better charging specs than before.
The reborn Chevrolet Bolt EV is almost here, and now we know a bit more about it. General Motors held an event for Bolt owners on Wednesday, where it spilled the beans on some of the budget electric crossover’s key details. GM also held a media briefing on Thursday where it shared additional details.
The 2027 Chevy Bolt’s launch edition will roll out of its plant in Kansas City January 2026 onwards and cost $29,990, including destination fees. A few months later, a base LT model will arrive at $28,995.
As of right now, that bargain price point should make the new Bolt the cheapest new electric car in America come next year. It sneaks in just below the 2026 Nissan Leaf, which starts at $29,990, excluding a $1,495 destination charge. (Though it may get undercut when Nissan announces pricing for the Leaf’s upcoming entry trim.)
Photos by: Chevrolet
With a price point comparable to small gas-powered crossovers, healthy range and way faster charging speeds than before, the 2027 Bolt is a sorely needed addition to America’s stubbornly expensive EV market.
The company says the new Bolt’s range will be 255 miles, slightly more than the outgoing Bolt EUV’s 247-mile EPA rating. It will recharge from 10%-80% in a not-too-shabby 26 minutes. Its peak charging rate is 150 kilowatts, a huge jump over the sluggish 55 kW charging found in the old Bolt. Juice will be dispensed via a built-in Tesla-style NACS charging port.
The LT has 210 horsepower. And for the first time Chevrolet is offering a sporty-themed RS trim.
The new Bolt will use lithium iron phosphate (LFP) battery cells, initially imported from China before being source domestically. The automaker declined to name its battery supplier, but shared more technical details regarding the pack.
The 65 kilowatt-hour LFP battery will use a cell-to-pack approach instead of using modules, which helps save weight and squeeze more energy into a smaller space. Those cheaper, more durable cells should have helped GM deliver the sub-$30,000 price tag.
From the outside, the new Bolt bears a strong resemblance in overall shape and size to the previous Bolt EUV that was unceremoniously axed in 2023. In fact, a Chevrolet spokesperson told reporters during the media briefing that the Bolt indeed uses some carryover structural components.
Still, more than 50% of the parts are new or modified. The new parts include the larger battery pack, a brand new electrical architecture, the new X76 electric drive unit (shared with the Equinox EV) as well as new brake modules among other components. It is indeed a new car.
Inside, the new Bolt features an 11-inch digital gauge cluster and an 11.3-inch touchscreen with Google built-in. Like other new GM EVs, there’s no Apply CarPlay or Android Auto. In InsideEVs testing, we’ve found the native Google infotainment to be capable enough.
Google Maps is baked into the system with trip planning showing charging stations along your route. There’s also a smartphone-like PlayStore to download apps like Spotify or even stream films on HBO Max. Super Cruise, as before, will be an optional feature.
The new Bolt also gets vehicle-to-home (V2H) bidirectional charging capability. That means owners can use the Bolt’s battery to power their homes during outages. That would require GM’s PowerShift Charger, installation of the required electrical equipment as well as a proper grid connection
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The Bolt EV hatchback—joined by a Bolt EUV crossover for the vehicle’s second generation—was among the most popular non-Tesla EVs before General Motors decided to discontinue it. Not too long after that happened, and perhaps spurred by the public outcry, GM announced that it would bring back the Bolt for another generation. And the new model arrives at a pivotal time for America’s EV market.
Affordability is more critical than ever for getting more mainstream consumers into cleaner cars. The loss of the $7,500 EV tax credit in September makes bringing EV costs that much more important for growing electric car sales in the U.S. And numerous studies show that car buyers are eager to try an EV, so long as it doesn’t break the bank.
After targeting a $25,000 car years ago, Tesla seems to have abandoned that mission. Its long-hyped “more affordable models” dropped on Tuesday as little more than stripped-down, lower-priced trims of the existing Model 3 and Model Y.
Other automakers are picking up the mantle of EV affordability, though. The new Nissan Leaf arrived earlier this year with around 300 miles of range in its base configuration. The Slate truck is set to go into production in 2026 as a very different kind of electric option. Ford is cooking up a $30,000 electric pickup truck of its own.
Chevy’s own Equinox EV has quickly burned up the EV sales charts over the last year and change. Just by virtue of its price point and market positioning, the new Bolt will probably be a hit too.
Correction 10/9 10 am: An earlier version of this story said the Bolt would be made at GM’s plant in Fairfax, Kansas. It will be made at GM’s Fairfax Assembly Plant, which is in Kansas City.
Update 10/9 12 pm: More details added regarding the battery pack, interior features and the Bolt’s vehicle-to-home charging capabilities.
The Toyota 4Runner TRD Pro Is Awesome—Maybe Too Awesome: Review
The Toyota 4Runner TRD Pro can do it all, but does it really justify a near-$70,000 asking price?
Photo by: Jeff Perez / Motor1
By: Jeff Perez
Oct 9, at 12:00pm ET
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With more buyers eager to ditch their phones and disappear into the woods over a long weekend, automakers have taken notice. These days, you can’t walk through a dealership lot without laying eyes on some lifted rig with chunky tires and plastic cladding (or at least a crossover doing a halfway decent impression). Toyota is no exception.
The TRD Pro line has long represented Toyota’s most capable off-road models, and it’s offered across the entire truck lineup—from the Tacoma pickup to the three-row Sequoia. (We’re still waiting on a TRD Pro version of the Sienna, by the way.) Now, with the 2025 4Runner finally on the market, Toyota has rolled out a new-and-improved TRD Pro trim.
As with its predecessors, the new 4Runner TRD Pro can tackle just about anything. It comes with oversized off-road tires, a taller ride height, roof racks, mud flaps—the whole package. Powering the 4Runner is a new turbocharged four-cylinder engine (more on that in a bit), and it features a suite of off-road tech, including terrain selection and customizable traction control systems.
But before you drop $68,900 on Toyota’s most rugged 4Runner—yes, that’s the actual starting price—it’s worth exploring the rest of the lineup and Toyota’s still-excellent, yet more-affordable options. While the TRD Pro is undoubtedly the most extreme version, other trims might suit your needs just as well, or even better, depending on how you plan to use it.
| Quick Specs | 2025 Toyota 4Runner TRD Pro |
| Engine | Turbocharged 2.4L Four-Cylinder Hybrid |
| Output | 326 Horsepower / 465 Pound-Feet |
| Fuel Economy | 19 City / 25 Highway / 21 Combined |
| Base Price / As Tested | $68,850 / $73,388 |
Toyota 4Runner TRD Pro Pros
- Insanely Capable Off-Road
- Still Comfortable On Road
- Punchy Engine
- Looks Great
Let’s get into the nitty-gritty of what makes the TRD Pro so capable. It all starts with the suspension: at each corner, you’ll find manually adjustable 2.5-inch Fox Racing QS3 internal-bypass shocks. These are paired with a modest ride height lift, a slightly wider track, and 33-inch Toyo Open Country A/T III tires.
Like its biggest rival, the Ford Bronco Raptor, the TRD Pro feels like it can drive over damn near anything. While we didn’t take it to Moab, the 4Runner did handle Florida’s pine forest trails—ruts, potholes, and mud puddles included—without breaking a sweat.
Under the hood, the traditional V-6 is gone, replaced by a smooth, powerful four-cylinder hybrid. It’s paired with an equally smooth eight-speed automatic transmission. This new setup delivers 326 horsepower and 465 lb-ft of torque—56 more horsepower and a massive 187 lb-ft more torque than the previous generation.
Photos by: Jeff Perez / Motor1
Thanks to that instant electric assist, the TRD Pro puts its power to the ground immediately. Whether crawling over obstacles or powering through tough trails, it feels confident and composed. On the road, it’s even more impressive, delivering brisk acceleration from a stop and plenty of punch at highway speeds.
The 33-inch tires do generate some road noise, but overall, the 4Runner TRD Pro is remarkably comfortable. The suspension is soft enough to soak up broken pavement with ease, yet still keeps body roll in check through corners—as much as you can expect from a purpose-built off-roader.
More than anything, though, the 4Runner TRD Pro just looks the part. With aggressive, downturned headlights, a bold front grille, and those chunky off-road tires, it leans hard into the modern, boxy SUV aesthetic. And it’s available in some striking colors—like the aptly named Mudbath paint job on our test vehicle—that make it stand out even more.
Toyota 4Runner TRD Pro Cons
- Almost Too Capable
- Feels Massive
- Very Expensive
As cool and capable as the 4Runner TRD Pro is, here’s one thing to consider: do you really need all that off-road hardware? With the majority of buyers spending more time on pavement than on trails, the TRD Pro model has a few drawbacks that might make some of Toyota’s other 4Runner models more appealing.
First off, this thing is huge. At 194.9 inches long, the 4Runner is significantly longer than the Jeep Wrangler Rubicon, about an inch longer than a standard Jeep Grand Cherokee, and three inches longer than the Bronco Raptor—though the Bronco is both wider and taller.
Photos by: Jeff Perez / Motor1
That size, combined with chunky tires, a raised ride height, and added off-road gear, makes daily driving the TRD Pro a bit of a chore. Squeezing into tight parking spots or maneuvering through compact garages takes patience. There are plenty of cameras to help—but even so, visibility remains a challenge.
Then there’s the price. While the previous 4Runner TRD Pro started around $55,000, the new model jumps to a steep $68,850 before options. Add a few dealer accessories and off-road upgrades, and this particular tester rings in at $73,388. That’s right—over $70,000 for a 4Runner. Considering you can get a 4Runner TRD Off-Road for around $50,000, it becomes a lot harder to justify the TRD Pro’s premium.
Toyota 4Runner TRD Pro Verdict
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Source: Jeff Perez / Motor1
The Toyota 4Runner TRD Pro is an undeniably badass rig; there are no two ways about it. But does it justify its nearly $70,000 price tag? For the average buyer, probably not—especially when the 4Runner TRD Off-Road is nearly as capable and costs about $20,000 less.
That said, if you live deep in the woods, out in the desert, or high up a mountain and need something that can handle just about anything, the TRD Pro is hard to beat. Just be ready for the hefty monthly payments.
