Rivian tops Consumer Reports ‘most loved’ ranks after its reviewers derided it
Consumer Reports is out with its annual owner satisfaction survey, showing Rivian to be far and away the most-loved car brand according to owners. The rating comes soon after Consumer Reports strangely listed the R1S as one of its “least favorite cars we tested in 2023.”
Consumer Reports does an annual survey of its readers, with 330,000 responses from owners of all sorts of vehicles in the 2021-2024 model years. In the past, electric vehicles have ranked well in the survey, and this year is no different, with Rivian topping the list by a commanding margin.
In this year’s rankings, Rivian was the only brand, out of 29, to reach a satisfaction score of 5 out of 5. Six other brands got a 4 out of 5 score, with the biggest chunk of brands receiving a score of 3.
Beyond the satisfaction score, Consumer Reports also asked owners if they would buy from that brand again. In this survey Rivian again ranked the highest, with an 86% score, 9% higher than Mini’s 77% second-place score. And that 9% gap is a big one – it’s the biggest gap between places on the list, with other brands largely being clustered close together, only a percent or two away from each other.
This isn’t the highest “would buy again” score that Consumer Reports’ has ever had, as Tesla has ranked over 90% in the past. Tesla’s score is down significantly from its peaks, which could be a reflection of several factors – slipping service quality, annoyance with Tesla CEO Elon Musk’s nonsense, or just simply a move from catering to a smaller and more evangelistic early customer base to becoming a mass market company.
That last factor probably does help Rivian in these rankings, as the company is still rather small, and thus will tend to have a customer base that identifies more fully with the brand and its early mission statements. It also helps that Rivian produces only two vehicles, so its brand score is more a representation of how good those two vehicles are, rather than an entire product line (which, for some other larger brands, might include a few good cars and a few stinkers).
When breaking down owner satisfaction into different categories, Rivian excels in most of these individual categories as well. Rivian shows up as one of the most satisfying vehicles in comfort (alongside several luxury brands), driving (alongside Tesla, sportscar brands, and a couple luxury brands), cabin storage (though well behind Ram), and ownership cost (fuel, maintenance, and so on – where electric cars and Asian automakers did well). The only category that Rivian didn’t rank near the top of is usability of the interface, perhaps due to the car’s heavy use of a digital touchscreen-based interface instead of analog controls.
It’s also true that Rivian’s vehicles have been exceptionally well-reviewed by, well, basically everyone. We loved the R1T and the R1S (Seth owns one, and loves it), and so has basically every other outlet. In fact, the earliest reviews were so good that when I talked to a fellow journalist about how positive they were, they expressed suspicion: “usually there’s at least someone who says something bad about a car, but I’ve heard nothing negative about the R1T.”
Well, except for Consumer Reports. The company’s Talking Cars podcast recently noted that the R1S was one of its “worst cars of 2023”. They stated that the car was too expensive, and was “undriveable” and “nauseating.”
The problem, to Consumer Reports, was that the throttle is too twitchy both on and off throttle. Letting off throttle for regenerative braking felt “lurching” and “unsettling” to the reviewers. They stated that they found it “odd” that owner satisfaction is so high.
So… why the disconnect?
So why would Consumer Reports’ reviewers have such a different take than Rivian’s owners, and than other EV reviewers as well? I think I’ve got an idea.
The issue here seems to be a matter of throttle response. Electric motors can respond more quickly than internal combustion engines can, so it’s possible to build an electric vehicle that responds much more quickly to throttle inputs. For inexperienced drivers or passengers, this can be jarring, especially in the beginning, as cars will feel much more twitchy for any driver with an unstable pedal foot.
If drivers are used to accelerating and coasting (which you shouldn’t do in a gas car anyway – the most efficient driving method is to maintain a steady level of throttle whenever possible), this can make EVs seem jerky. This style of driving is common in an ICE car, because outside of highly-tuned sportscars, ICE cars just don’t respond very quickly to throttle inputs. And the problem usually can be solved by more experience driving an EV, and recognizing that it’s important to have a steady throttle foot to reduce the jerkiness of the drive experience.
For exceptionally powerful EVs, this is even more the case, because smaller throttle inputs produce larger jumps in power. With the Rivian’s quad-motor setup, regenerative braking can also be very strong, and so letting off the accelerator quickly can produce a jarring braking motion.
Some electric vehicles moderate throttle inputs for this reason, either adding a delay or smoothing out inputs to make for more gradual acceleration and deceleration – both the Fisker Ocean and Chevy Blazer EV, which I’ve driven recently, do this. Frankly, I find the “delay” method to be the nauseating one – it means the car is making decisions, instead of me, and those decisions happen at a time that’s not predictable to me, leading to a jerkier ride. This was the worst spot, to me, in my reviews of both of those vehicles.
VW Group vehicles have a different method – they only allow for light regen off-throttle, and instead use blended brakes to engage higher regen when pressing the brake pedal, only activating friction brakes if you push the brake pedal deeper. But this means “one pedal driving,” which is so popular among EV drivers, is not really possible in these cars.
These solutions are different than the one Rivian has taken, which is to just give you strong regen all the time and let the driver have control over what the vehicle is doing.
The Rivian’s regen is adjustable, but less so than some other vehicles. Some vehicles like the Chevy Bolt have easily-adjustable regen by using paddles on the back of the steering wheel (and the Bolt’s is probably the best regenerative braking system out there all told). On the Rivian, you need to change the setting on a screen menu and there’s no way to turn it all the way off. This has in fact been an area of criticism for Rivians, as some have called for more adjustability to the regen system (and they’re probably right).
This strong regen does tend to shock newer EV drivers, or people who don’t drive EVs full time. But among the longtime EV owners I know, almost all of them prefer strong and responsive regenerative braking, and have learned to moderate their throttle inputs effectively to ensure proper command over the vehicle and also maintain a smooth ride. And I notice the same as a passenger in an EV – it’s usually a smoother ride when the driver is more EV-experienced than when they’re more used to gas cars.
So this could explain it – for a reviewer who doesn’t drive EVs full time, who has a lifetime experience driving relatively unresponsive gas cars before moving to one of the most torquey and responsive cars on the road today, the shocking difference in how quickly power is available could make it hard to adjust. Heck, I had this issue when I drove my Tesla Roadster to test out a Plaid Model S – despite being from the same brand, and the Roadster being incredibly responsive, the Model S still knocked me for a loop with ~4x as much horsepower as I was used to.
Meanwhile, for Rivian owners, who are used to their vehicles, they don’t see what the problem is. The vehicle responds as they expect it to respond, they’ve gotten used to it, and they love the instant availability of torque, the feeling that the vehicle is almost reading your mind as it’s electric motors respond more quickly than any big diesel truck you’ve experienced.
So, this is something to keep in mind for electric vehicle test drives in general – regen could be shocking to you to begin with, but if you take some time to get used to it, to get some practice moderating your throttle inputs in a way that you haven’t had to do before with most gas cars, maybe you too can reach a new level of satisfaction with your car – just like the Rivian owners in this survey have.
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The Honda Ruckus has earned cult status thanks to its minimalist styling, exposed frame, and seemingly endless customizability. The scooter, also known in international markets as the Honda Zoomer, has spent years being seen as a blank canvas for scooter tuners, urban commuters, and anyone who just wanted something simple, small, and kind of weird to zip around town. A few years ago, Honda finally answered the call for an updated version by announcing and producing the “Zoomer e:”, which was an electric version of the Honda Ruckus. So where is it?
When Honda launched the all-electric version of the Ruckus, the Zoomer e:, back in 2023, many fans hoped it was only a matter of time before we saw it quietly glide onto U.S. streets.
But two years later, there’s still no sign of a stateside release, and no indication that Honda plans to change that anytime soon.
The Zoomer e: was first introduced in China in early 2023 alongside two other retro-inspired electrics: the Cub e: and Dax e:.
The Zoomer e: keeps the stripped-down, industrial look of the classic gas-powered Ruckus, but swaps the 49cc engine for a 400W rear hub motor and a 48V 24Ah battery (around 1.15 kWh).
It was originally given a top speed of a mere 25 km/h (15.5 mph) to keep it street legal as an electric bicycle in its first market of China, where it also came with functional but stubby pedals so riders could pretend it was actually pedalable.
The first version of the electric scooter claimed a range of up to 80–90 km (50–56 miles) from its removable lithium-ion battery, depending on conditions.
We’ve since seen the performance bumped up to 40 km/h (25 mph) top speeds when the scooter was introduced into the Philippines market, where the local L1B classification allowed for higher speeds. It’s fairly obvious that the performance can be software-tweaked by Honda depending on the market, though likely to a limit. To achieve speeds much higher than 25 mph, a motor and controller swap may be required, though neither would be complicated.
In other words, the electric Ruckus’ debut revealed an ultra-lightweight, street-legal runabout designed for countries with expansive low-speed e-bike laws. But in the U.S., these types of quasi-e-bikes that are actually scooters are few and far between. The same performance can be had from a $1,000 electric bicycle, and in fact, Class 3 e-bikes in the US can go nearly twice as fast as the original electric Ruckus.
So Honda obviously hasn’t been in a rush to bring its low-spec version of the bike to the US market, where it would be a slower and heavier competitor to the wide range of cheap imported electric bicycles. However, its iconic design and cultural legacy have kept enthusiasm up for riders who have managed to privately import their own models. One Redditor appears to have imported two Honda Zoomer e: models in parts to assemble in the US, while someone else posted a YouTube video of his completely assembled Honda Dax e: model that was launched along the Zoomer e:.
Despite clear consumer interest and a growing market for low-speed electric vehicles, as well as Honda’s own proven interest in growing its electric scooter market, the company hasn’t made any moves to release the Zoomer e: in the US. That’s not surprising since America still lacks a robust electric scooter culture (or even a gasoline scooter culture, for that matter), and anything motorcycle-shaped that doesn’t hit 30+ mph tends to get passed over by mainstream buyers.
But perhaps that could change one day. Technically, bringing the Zoomer e: to the US wouldn’t be a monumental task for Honda. The U.S. is a self-certify country, meaning Honda could design a version that meets federal vehicle safety standards, beef up the motor and controller for higher speeds, and sell it as either a Class 2/3 e-bike, or perhaps more appropriately, as a low-speed motorcycle with a top speed in the 35-45 mph range (55-70 km/h).
With the rise of micromobility, electrification, and growing frustration with car-centric cities, now might actually be the perfect time for a reborn electric Ruckus to hit US roads. But until Honda decides to take that step, American riders will have to keep dreaming – or start importing.
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BMW Motorrad’s futuristic electric scooter just got its first real refresh since beginning production in 2021. The BMW CE 04, already one of the most capable and stylish electric maxi-scooters on the market, now gets a set of upgraded trim options, new aesthetic touches, and a more robust list of features that aim to make this urban commuter even more appealing to riders looking for serious electric performance on two wheels.
The BMW CE 04 has always stood out for its sci-fi styling and high-performance drivetrain. It’s built on a mid-mounted liquid-cooled motor that puts out 31 kW (42 hp) and 62 Nm of torque. That’s enough to rocket the scooter from 0 to 50 km/h (31 mph) in just 2.6 seconds – quite fast for anything with a step-through frame.
The top speed is electronically limited to 120 km/h (75 mph), making it perfectly capable for city riding and fast enough to hold its own on highway stretches. Range is rated at 130 km (81 miles) on the WMTC cycle, thanks to the 8.9 kWh battery pack tucked low in the frame.
But while the core performance hasn’t changed, BMW’s 2025 update focuses on refining the package and giving riders more options to tailor the scooter to their taste. The new CE 04 is available in three trims: Basic, Avantgarde, and Exclusive.
The Basic trim keeps things clean and classic with a Lightwhite paint scheme and a clear windshield. It’s subtle, sleek, and very much in line with the CE 04’s clean-lined aesthetic. The Avantgarde model adds a splash of color with a Gravity Blue main body and bright São Paulo Yellow accents, along with a dark windshield and a laser-engraved rim. The top-shelf Exclusive trim is where things get fancy, with a premium Spacesilver metallic paint job, upgraded wind protection, heated grips, a luxury embroidered seat, and its own unique engraved rim treatment.
There are also a few new tech upgrades baked into the options list. Riders can now spec a 6.9 kW quick charger that reduces the 0–80% charge time to just 45 minutes (down from nearly 4 hours with the standard 2.3 kW onboard charger). Tire pressure monitoring, a center stand, and BMW’s “Headlight Pro” adaptive lighting system are also available as add-ons, along with an emergency eCall system and Dynamic Traction Control.
BMW has kept the core riding components in place: a steel-tube chassis, 15-inch wheels, Bosch ABS (with optional ABS Pro), and the impressive 10.25” TFT display with integrated navigation and smartphone connectivity. The under-seat storage still swallows a full-face helmet, and the long, low frame design means the scooter looks like something out of Blade Runner but rides like a luxury commuter.
With these updates, BMW seems to be further cementing the CE 04’s role at the high end of the electric scooter market. It’s not cheap, starting around €12,000 in Europe and around US $12,500 in the US, with prices going up from there depending on configuration. However, the maxi-scooter delivers real motorcycle-grade performance in a package that’s easier to live with for daily riders.
Electrek’s Take
I believe that the CE 04’s biggest strength has always been that it’s not trying to be a toy or a gimmick. It’s a real vehicle. Sure, it’s futuristic and funky looking, but it delivers on its promises. And in a market that’s still surprisingly sparse when it comes to premium electric scooters, BMW has had the lane mostly to itself. That may not last forever, though. LiveWire, Harley-Davidson’s electric spin-off brand, has teased plans for a maxi-scooter-style urban electric vehicle in the coming years, but as of now, it remains something of an undefined future plan.
Meanwhile, BMW is delivering not just a concept bike but a mature, well-equipped, and ready-to-ride electric scooter that keeps improving. For riders who want something faster and more capable than a Class 3 e-bike but aren’t ready to jump to a full-size electric motorcycle, the CE 04 hits a sweet spot. It delivers the performance and capability of a commuter e-motorcycle, yet with the approachability of a scooter. And with these new trims and upgrades, it’s doing it with even more style.
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If you’ve ever wondered what happens when you combine a fruit cart, a cargo bike, and a Piaggio Ape all in one vehicle, now you’ve got your answer. I submit, for your approval, this week’s feature for the Awesomely Weird Alibaba Electric Vehicle of the Week column – and it’s a beautiful doozie.
Feast your eyes on this salad slinging, coleslaw cruising, tuber taxiing produce chariot!
I think this electric vegetable trike might finally scratch the itch long felt by many of my readers. It seems every time I cover an electric trike, even the really cool ones, I always get commenters poo-poo-ing it for having two wheels in the rear instead of two wheels in the front. Well, here you go, folks!
Designed with two front wheels for maximum stability, this trike keeps your cucumbers in check through every corner. Because trust me, you don’t want to hit a pothole and suddenly be juggling peaches like you’re in Cirque du Soleil: Farmers Market Edition.
To avoid the extra cost of designing a linked steering system for a pair of front wheels, the engineers who brought this salad shuttle to life simply side-stepped that complexity altogether by steering the entire fixed front end. I’ve got articulating electric tractors that steer like this, and so if it works for a several-ton work machine, it should work for a couple hundred pounds of cargo bike.
Featuring a giant cargo bed up front with four cascading fruit baskets set up for roadside sales, this cargo bike is something of a blank slate. Sure, you could monetize grandma’s vegetable garden, or you could fill it with your own ideas and concoctions. Our exceedingly talented graphics wizard sees it as the perfect coffee and pastry e-bike for my new startup, The Handlebarista, and I’m not one to argue. Basically, the sky is the limit with a blank slate bike like this!
Sure, the quality doesn’t quite match something like a fancy Tern cargo bike. The rim brakes aren’t exactly confidence-inspiring, but at least there are three of them. And if they should all give out, or just not quite slow you down enough to avoid that quickly approaching brick wall, then at least you’ve got a couple hundred pounds of tomatoes as a tasty crumple zone.
The electrical system does seem a bit underpowered. With a 36V battery and a 250W motor, I don’t know if one-third of a horsepower is enough to haul a full load to the local farmer’s market. But I guess if the weight is a bit much for the little motor, you could always do some snacking along the way. On the other hand, all the pictures seem to show a non-electric version. So if this cart is presumably mobile on pedal power alone, then that extra motor assist, however small, is going to feel like a very welcome guest.
The $950 price is presumably for the electric version, since that’s what’s in the title of the listing, though I wouldn’t get too excited just yet. I’ve bought a LOT of stuff on Alibaba, including many electric vehicles, and the too-good-to-be-true price is always exactly that. In my experience, you can multiply the Alibaba price by 3-4x to get the actual landed price for things like these. Even so, $3,000-$4,000 wouldn’t be a terrible price, considering a lot of electric trikes stateside already cost that much and don’t even come with a quad-set of vegetable baskets on board!
I should also put my normal caveat in here about not actually buying one of these. Please, please don’t try to buy one of these awesome cargo e-trikes. This is a silly, tongue-in-cheek weekend column where I scour the ever-entertaining underbelly of China’s massive e-commerce site Alibaba in search of fun, quirky, and just plain awesomely weird electric vehicles. While I’ve successfully bought several fun things on the platform, I’ve also gotten scammed more than once, so this is not for the timid or the tight-budgeted among us.
That isn’t to say that some of my more stubborn readers haven’t followed in my footsteps before, ignoring my advice and setting out on their own wild journey. But please don’t be the one who risks it all and gets nothing in return. Don’t say I didn’t warn you; this is the warning.
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