If there is a special car in your life that needs to be kept clean and away from the elements of Mother Nature, then you should consider buying a car cover. Car covers are a necessity for storing a vehicle that won’t be driven for a long period of time. Whether the car is going to be parked outside in the driveway or in the garage, there are covers for each situation. No cover can be considered to be one-size-fits-all, but available sizes vary from small compact cars up to full-size SUVs. We’ve compiled a list of the best car covers available right now on Amazon. 

$36.96 at Amazon

Key features

• Sized to fit a sedan measuring from 194 inches to 206 inches long
• Waterproof fabric and UV resistant 
• Wind-resistant wheel straps 
• Reflective strip safety protection 
• Storage bag included

The MORNYRAY Waterproof Car Cover is one of the top rated car covers for sedans being stored outdoors. With the great price of $39.96, you can get a car cover that is waterproof and wind-resistant. This cover is made with high-quality polyester that makes it less susceptible to wear and tear over time and will last much longer than your average cover. The cover comes with reflective strips that reflect when another vehicle has their headlights on so you always know where the car is at night.

$45.99 at Amazon

Key features

• Can be used for any SUV measuring from 193 inches to 208 inches long
• Cover made with 6 layers of soft and non-abrasive material
• Door zipper included
• Highly breathable design 
• Waterproof, windproof, snowproof, rainproof and UV resistant

The CIVOSE Car Cover Fit for SUVs is a car cover specifically designed to protect SUVs. This cover is made with 6 layers of high-quality DuPont Oxford material. It can protect in every weather condition including extreme heat, extreme cold, rain, hail, snow and heavy winds. The breathable design fits to the car in a way that gives it room to breathe and prevents condensation and moisture from getting on the car while it’s covered.

$104.97 at Amazon

Key features

• Suitable for pickup trucks up to 232 inches in length 
• Made from cotton with an anti-scratch lining 
• Security grommets in the center of the cover to add a security cable and lock (cable and lock sold separately)
• Antenna patch that allows the antenna to poke through
• Breathable cover that allows moisture to escape 

Armor All is one of the most trusted automotive product brands and it’s no surprise that they offer a high quality car cover. Their cover is built with cotton and an anti-scratch lining that prevents the car from getting scratched. This specific cover is suitable for trucks and is able to cover pickups up to 232 inches in length. It also has security grommets that allow you to attach a security cable and lock to the car cover.

$75.99 at Amazon

Key features

• High-quality material that protects your car from all weather conditions
• Plastic carrying bag with a zipper 
• Air vents to allow more breathability 
• Ranges from small to XXL
• Includes an antenna patch and security grommets 
• Easy to clean

The car cover from iCarCover lives up to its name. With 30 layers of protection, it’s one of the best options on the market for keeping your car protected. What makes this car cover stand out the most is its breathable air vents that allow better air circulation. The sizes available from this brand range from small for compact cars all the way up to full-size SUVs.

$69.90 at Amazon

Key features

• Built with high-quality multilayer material
• 100% weatherproof and scratch resistant
• Easy access zipper 
• Comes with an independently verified size selection chart
• Extended warranty included

The EzyShade car cover is made with 10 layers of protection to keep your vehicle unaffected by UV rays and inclement weather. It has an easy-access zipper on the driver side door as well. It is also the only car cover brand that has their own independently verified size selection chart for each make and model.

Why use a car cover?

Car covers offer protection to vehicles from the weather, bird droppings, scratches from animals, rust and corrosion. It helps keep the paint clean and dry to avoid rust and corrosion overtime.

What size car cover do you need?

The size of the cover can vary depending on the size of your vehicle. Most brands offer a range that covers small compact cars all the way up to large pickup trucks and full-sized SUVs. Most covers show the sizes that are offered and their lengths. If you are unsure of the length of your car, you can find it on our vehicle research tool.

Pros and cons of using a car cover?

Having a car cover can keep your car clean, safe from the weather and make it last longer. But there a few cons that should be mentioned. If a cover is made with 100% waterproof plastic, it will prevent moisture from getting in but also stop it from escaping. If the cover is non-fitted, it could potentially scratch the car because it’s not being held in place.

How to apply a car cover

Most car covers have a very simple installation. After removing the cover from the bag, make sure the correct side is wrapped over the car. Some covers come with straps that tie to the wheels that keep it from being blown away by the wind. If your car is older with an antenna, make sure it is sticking through the antenna patch if it has one. If there is no patch, make sure to lower the antenna so it fits. Security grommets for a cable and lock are on a lot of covers for added security but not really necessary if the car is kept in a garage.

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The Dodge Charger and Challenger leave behind a legacy of almost nonstop special editions with must-have enthusiast upgrades. It should come as no surprise then that Dodge wants its new compact crossover (and now entry-level model) to pick up where its iconic sedan and coupe left off.

To that end, the company has already shown a design study for a Hornet GT handling package inspired by Dodge’s decades-old hot hatch icon: the Omni, which tuner Carroll Shelby (yep, that one) famously upgraded to “G.o L.ike H.ell.” And now, there’s an R/T version too. 

This version will benefit from the R/T’s plug-in hybrid powertrain, but Dodge gives no indication of further power increases. Like the GT GLH, the R/T variant rides lower care of a set of new front and rear springs. The 20-inch wheels are new as well, as are the exterior graphics and red Hornet badges. 

While Dodge is calling it a concept, we suspect that this will join the product lineup in short order. And if this package doesn’t quite have you salivating, just remember: The heritage of GLH leaves room for it to Go Like Hell S’More.

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I’ve owned an electric car since mid-December and haven’t used public charging once. The full spaces at the nearest Electrify America station and/or the broken screens at the nearest Electrify America station have been of utterly no consequence to my family’s daily use of our 2023 Kia Niro EV. This is a point that just doesn’t get made enough in the conversation about EVs: Most of their charging happens at home. Specifically, about 80% of it, according to the U.S. Department of Energy.

Putting aside that it’s cheaper to charge at home (versus a gas station and public charger), the convenience of doing so is one of the most appealing parts of EV ownership. Instead of going to a gas station every so often, something exactly 0% of the population likes to do, you just plug the car in every night or, as we do, once every couple of days when the charge gets low-ish. Do I miss my visits to the nearest 76 station? Can’t say I do, especially since I’ve moved from Oregon and no longer get to sit nice and comfy in my car while a law-mandated 76 employee fills my tank.

Early on, charging at home was admittedly a tad janky. First, I had to buy a universal 120-volt charge cord off Amazon since Kia does not provide one with their electrified vehicles. More on that in a moment. Next, I had to duct tape that charger to the garage rafters because the only electrical outlet close enough to reach the Niro was the one used by the garage door opener. My Z3 didn’t seem to mind. Charging with this basic cord and home electrical outlet required keeping the Niro plugged in every night or at least every other night, but I can’t say that impacted my life. That said, a quick turn-around after a longer drive would’ve been an issue and almost certainly would’ve sent me to that EA station.

Inevitably, I would’ve at least installed a 240-volt outlet closer to the front of my garage to greatly decrease charge times (and jankiness), but was instead given the opportunity to test a new Wallbox Pulsar Plus home charging unit. Admittedly, unlike testing a Yakima roof box or electric bicycle that go back to the manufacturer after a few weeks, a home charger is a rather permanent thing. There are electricians, permits and inspectors involved, and you know, bolting something to my garage wall and wiring it into my home’s electrical panel. I’ll be telling more of that story at a later date, but suffice it to say, I’m getting to experience for free something that would normally be much pricier than a simple 240-volt outlet installation. The Pulsar Plus 48A retails for $699 and installation and permits were $1,645. Yeah, not cheap.

So why bother with the fancy charger when my father-in-law had his electrician install a 240-volt outlet in his garage for $75? The home charger is much quicker, and this particular one allows you to alter the amount of amperage flowing into your car (good for avoiding peak electricity rates or overtaxing your house’s electrical box), monitor charging with an app, schedule charge times, keep track of how much you’re paying for electricity, and potentially future-proofing yourself for later EVs that’ll be able to charge even quicker than those today. Already I’ve turned up and down amperage based on various test cars’ charging capability (the Niro can max it out at 40 amps). It also has an extra-long 25-foot-long charge cord that’s been huge for plugging in various press cars with different charge point locations.  

Mostly, though, we just plug the Niro in and forget about it. The 120-volt Amazon charge cord hasn’t left the Niro’s frunk since we had the Pulsar Plus installed, somewhat vindicating Kia’s decision to not include one, and again, we have yet to use a public charging station. Same goes for those various electric press cars that I test for a week at a time.

Now, there is another, albeit lesser part of not needing to use one of those notoriously unreliable public fast charging stations: The few longer trips we’ve made have been covered by a car powered, at least in part, by gasoline. Dun dun dun. Personally, I don’t see this as a problem or hypocritical. Our electric car has taken over the vast majority of routine trips, meaning a lot of gas has not been burned and CO2 sent into the atmosphere. Isn’t that the point? Don’t let perfection be the enemy of progress. Removing one gas burner from a two-car household amounts to quite a bit of progress, especially when you limit the remaining gas burner’s mileage (which wouldn’t be such a bad thing for its maintenance and longevity).

Here in suburban Los Angeles County, it’s certainly not uncommon to see double Tesla driveways, but our two-car household combination of EV and gas burner is anecdotally far more prevalent. Heck, just looking out my window as I type this, one neighbor has a Tesla Model 3 and a Jeep Cherokee, another a Model 3 and a Ford Explorer, while yet another (the coolest neighbors) have a Mustang Mach-E and a Bronco Badlands. And they say Californians don’t buy American cars. I definitely see the EVs leaving more often, and if anything, I’d wager using them as the primary car eases the eco guilt and financial impact of choosing their cool, not-at-all-efficient second car.

Not every gas-burning second car has been as cool as an Aston Martin DBX707; neighbors get close with Bronco Badlands.

Ultimately, I don’t think the biggest problem facing electric vehicle charging is the insufficient and unreliable public fast charging network. Now, that’s definitely a problem that must be addressed by the private charging companies (seriously Electrify America, get your act together) and, to a lesser extent I’d argue, various government entities. Instead, it’s the rarity of “home” charging in apartment and condominium buildings. Whether we’re talking smaller buildings like those dotting Los Angeles or bigger towers with multi-story parking garages, installing chargers is a complex and expensive challenge.

It is not an impossible one, though. As just one example, Wallbox is in fact a Spanish company that does the lion’s share of its business in multi-family locations, including high-density buildings. Rather than outfitting every parking spot with a charger, buildings install a certain number of common chargers controlled with a management platform dubbed My Wallbox that allows for multiple users to pay for and keep track of charging. Every building would assuredly be different, but each would have to deal with the very real problem of what to do with fully charged cars squatting indefinitely at charger spaces. I struggle to come up with a more viable solution than “hire Larry the Valet,” which would be good for national employment but not so good for your condo dues.   

This is where government infrastructure money can really make a difference. Not paying Larry the Valet, but grants to outfit multi-family dwellings such as apartments and condominiums with charging units. Tesla, Electrify America, EVGo and other private companies show that the market is taking care of fast charging to at least some extent, but apartment building owners and condo boards obviously don’t have access to that level of capital.

So let’s continue to hold Electrify America’s feet to the fire for being unreliable, but let’s not dwell too much on the current inefficiencies of public fast charging. It’s bound to improve, especially in terms of volume. Just think how much Tesla accomplished in a decade building Superchargers. Let’s instead remember that most charging happens at home, doing so is a great thing, and that the definition of “home” can’t just be single-family houses with white-picket fences. Or in my case, shitty landscaping.

We’re barely a week beyond the debut of the production version of the three-row Kia EV9. An unexpected follow-up just took place in China, where Kia hosted an EV day that debuted the two-row EV5 concept. If you’re a fan of the Ghost in the Shell looks of the EV9, the EV5 will tickle the same aesthetic receptors with a smaller electric baton. Kia’s not given us anything spec-wise to go on other than exterior images and renderings of the interior so we can’t make comparisons to anything on the market or in the pipeline, but if it helps, the EV5 sits on 21-inch wheels. All we have is the brief for Kia’s battery-electric push into China, the brand CEO saying, “Kia will enrich our customers’ lifestyles and enable them to pursue personal adventures by setting fresh standards for dynamic and efficient electric driving.”

We will eventually learn how upright, square styling sets new standards for efficient electric driving. A look at the EV5’s conceptual interior is all the explanation needed for enriching lifestyles. The interior design serves a three-pronged mission statement of “Healing, Caring, and Re-Charging.” For that, both rows of captain’s chairs swivel, making the most of the wide side apertures created by rear suicide doors. The cargo floor can turn into a coffee table that supports an integrated Bluetooth speaker and, for those so inclined, a plant. The speaker and plant pot look like they were designed to be integrated into the interior. Embedded solar panels in the panoramic sunroof ensure all occupants, including the plant, get the right amounts of light, air, and climate control. 

Some suspect the EV5 could arrive in the U.S. as an electric equivalent of the Sportage, which is eight inches shorter than the Kia EV6 that the EV5 would slot under. Kia ended its press release about the coming crossover with, “The production model of the EV5 will be released first in the Chinese market later this year. Details regarding any future plans for the other global markets will be made in due course.” So now we wait.

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Pros: Segment-leading space; unique second-row functionality; refined ride; TrailSport is actually interesting and surprisingly capable

Cons: Thirsty V6 with no hybrid or turbo alternatives

New from the ground up for 2023, the Honda Pilot brings new gadgets and a more purpose-built off-road trim to a segment swiftly growing crowded with both. It’s bigger, quieter, comfier and outfitted with better tech than ever before, once again reminding the world that Honda’s badge is indicative of segment leadership. Then there’s the new TrailSport model, which combines beefier tires and additional ground clearance with Honda’s torque-vectoring all-wheel drive system, taking the outdoor adventure fight to the likes of the Nissan Pathfinder Rock Creek and Ford Explorer Timberline (among others).

Prior to the redesign, the Pilot was one of the more functional choices in the segment, but it suffered from overwhelming plainness with a drab interior, amorphous exterior and a lack of punch-up options for outdoorsy types. The 2023 overhaul addresses those gripes. The new Pilot sports a more cohesive look that’s more square-jawed and intentional, pairing nicely with the dark trim elements offered on the loaded-up Elite and TrailSport trims. The vaguely Land Rover-like interior pairs with it well.

At the same time, it builds upon its predecessors’ practicality, and we’re not talking about ballooning in size. Honda has taken some of the guesswork out of the buying process for families who can’t decide between seven- and eight-passenger seating configurations by offering a removable center seat in the second row that can even be removed on-the-go without the need for extra storage space in your garage.  Quality-of-life updates like these help to propel the Pilot to the front of an incredibly tight three-row crossover field.

Interior & Technology   |   Passenger & Cargo Space   |   Performance & Fuel Economy

What it’s like to drive   |   Pricing & Features   |   Crash Ratings & Safety Features

What’s new for 2023?

The whole thing. The 2023 Pilot represents a culmination of sorts for Honda’s engineers, who just put similar effort into a new Civic, HR-V and CR-V, along with a heavily revised Accord.

What are the Pilot’s interior and in-car technology like?

Honda chucked the Pilot’s old cabin out the window entirely in favor of a new, much sleeker and more upscale look. The front seats were redesigned for better support and reduced fatigue. Materials, fit and finish all show improvements over the previous generation and help elevate what was a functional if slightly drab cabin to one of the more attractive options in the segment. There’s no under-console storage, but there is ample space inside along with room for doodads in the recessed portion of the dash.

The Pilot finally gets the upgraded infotainment system that showed up on the last-generation Accord (and has since been replaced for the new generation). So although it’s not exactly Honda’s latest and greatest, it’s substantially better than what was in the Pilot before – meaning it’s actually competitive now. Whether you opt for the standard 7-inch infotainment system or the 9-inch upgrade, the physical-button-to-touchscreen-control ratio is favorable. The 10.2-inch digital cluster exclusive to the Elite is cool to look at but doesn’t offer much in the way of additional functionality.

USB-A and USB-C plugs are available on the center console for smartphones, as is a standard 12-volt DC outlet. USB-A charging is also standard in the second row; third-row ports become standard at EX-L and above. The single 3.0-amp USB-C port up front is nice, but we’d like to see more of those in the rear cabin area. Wired Android Auto and Apple CarPlay are standard (wireless is standard on EX-L or better). The new Bose system on the Elite is the first branded audio offered in Pilot’s history and a new TrailWatch camera system features four exterior cameras with four different views.

How big is the Pilot?

The new Pilot pretty much defines the segment average. It’s almost 5 inches longer than the Toyota Highlander and 5 inches shorter than the Chevy Traverse, matching up almost identically with the Nissan Pathfinder. This makes it bit more minivan-adjacent inside. That’s especially true of the novel new second-row seating arrangement standard on the Touring and Elite trims. It’s a bench seat, but as in the Odyssey and the Pilot’s Acura MDX cousin, the middle seat folds to create a console-like armrest. It can also be removed completely from the car or, uniquely, stowed in a cubby built into the Pilot’s rear cargo floor. Unlike the Pilot’s competitors, there’s no need to choose between eight-passenger bench seat or seven-passenger captain’s chairs at the dealer, but bear in mind that this feature isn’t offered on the TrailSport. Between the Pilot’s updated all-wheel drive system and the full-sized spare tire (in case you get an off-road puncture), there’s no space for the requisite cubby.

The big Honda has one of the roomer cabins in the segment. Its 40 inches of legroom in the second row tops virtually every one of its competitors. Legroom in the Pilot’s third row grew to a max of 32.5 inches, making it even friendlier for bigger teens and adults, even in the 6-foot-plus category. This puts it ahead of the Toyota Highlander and Nissan Pathfinder (both offer 28 inches) and just behind the Chevy Traverse (33.5 inches).

The cargo area can hold an impressive 22.4 cubic feet, not including the huge underfloor area, which as before, can be utilized to carry even more luggage (or that middle seat). The last-generation Pilot was able to hold far more stuff than its official volume suggested and we would expect the new version can as well, resulting in one of the most spacious and versatile cargo areas in the segment.

What are the Pilot fuel economy and performance specs?

The 2023 Pilot’s V6 engine may appear at first blush to have been carried over basically unchanged from 2022, but is in fact a new DOHC 3.5-liter (in place of the outgoing SOHC mill). Its output of 285 horsepower and 262 pound-feet is up slightly, but not so much you’d notice. A 10-speed automatic returns and is paired with paddle shifters for manual control.

From there, your powertrain options are fairly limited. The Pilot can be had in standard front-wheel drive or all-wheel-drive setup dubbed i-VTM4. Its arguably the most advanced AWD systems in the segment as it provides so-called “torque vectoring”: As much as 70% of the engine’s power can be sent to the rear axle, with 100% of that transferred to one wheel. This is not only beneficial for poor weather traction, but benefits dry pavement handling as well. It’s augmented on TrailSport models with a special Trail Torque Logic system and corresponding “Trail” option in the Pilot’s (also new) drive mode selection system.

Standard FWD models are rated at 19 mpg city, 27 mpg highway and 22 mpg combined. Adding the AWD nudges those downward to 19/25/21. The TrailSport model, with its knobby tires and obstacle-friendly body work, is rated at just 18 mpg city, 23 highway and 20 combined. 

The Pilot can be outfitted for towing in both 2WD and AWD configurations. 2WD towing capacity is a reasonable 3,500 pounds; opting for AWD raises that cap to 5,000. That’s on par with the segment, but shy of the Kia Telluride (5,500), Ford Explorer (5,600) and Jeep Grand Cherokee L (6,200).

What’s the Pilot like to drive?

Three-row crossovers aren’t normally known for being tons of fun to drive, but the Pilot holds its own for a gussied-up minivan, especially if you opt for AWD. In fact, despite the potential of increased noise as its knobbier tires wear, we’d pick the TrailSport if you care about the way your people-mover feels. The busier tire tread seems a tad more communicative than the standard all-seasons, adding a slight edge of tactility to what would otherwise be a rather mute helm. Apart from standouts like the Mazda CX-9, this is about as good as it gets in a FWD-based crossover. The Jeep Grand Cherokee and Ford Explorer can both be had with punchier engines to go with their rear-wheel-drive dynamics.

On the road, the Pilot is composed and comfortable. While we might wish for a Highlander-esque hybrid option, the Pilot is certainly better off without the Toyota’s coarse hybrid system. It tracks more steadily on the freeway than the Nissan Pathfinder, Kia Telluride or Hyundai Palisade, and its V6, while perhaps quaint by modern powertrain standards, offers plenty of passing power when called upon.

As for the TrailSport, it gets a unique suspension with a 1-inch lift (for a total ground clearance of 8.3 inches) and improved approach and departure angles. The stabilizer bars, spring rates and damper valve tuning are exclusive to the TrailSport, as are a full-size spare and the 18-inch wheels (stamped with TrailSport) wrapped in Continental TerrainContact all-terrain tires. Skid plates protect the oil pan, transmission and gas tank, and Honda says they can each support the entire weight of the Pilot crashing down on a rock. The result is a vehicle that’s remarkably capable for what is fundamentally little more than a minivan, though like the Pathfinder Rock Creek or Explorer Timberline, it’s not a particularly robust off-roader. It’s the sort of SUV that can bring you all the way to the trailhead, but it won’t let you blaze your own. Those who might find need to do anything beyond the basics would be better served by the three-row Jeep Grand Cherokee L, which is available with a low-range transfer case.

What other Honda Pilot reviews can I read?

2023 Honda Pilot First Drive | Broad strokes and broader shoulders

It’s roomier and more rugged and seems to have something to prove

2023 Honda Pilot First Look: Better looking, more rugged, more family friendly

The new fourth-generation Pilot, including TrailSport, adds style to all that utility

2023 Honda Pilot brings back the DOHC V6 for cleaner emissions

VTEC will not kick in, yo

How much is the 2023 Pilot’s price and what features are available?

The 2023 Pilot LX starts at $37,295 (including a $1,345 destination charge) and comes with standard LED headlights and taillights, 18-inch alloy wheels, a 7-inch infotainment screen with Apple CarPlay and Android Auto and three-zone automatic climate control. The Sport adds power adjustment to the driver’s seat and heat for both front occupants. If you want the larger infotainment system, opt for the EX-L or above. Touring will get you the 12-speaker Bose audio system and the loaded-up Elite is the only to be offered with a HUD.

The standout trim for Pilot is the TrailSport. It’s the only way to get the off-road goodies, described above. Its positioning between the Touring and Elite models conveys a solid equipment suite along with its uniquely rugged look and capability.

Here’s the 2023 Honda Pilot’s pricing broken down by trim:

• LX: $37,295
• Sport: $40,495
• EX-L: $43,295
• Touring: $47,795
• TrailSport (AWD only): $49,695
• Elite (AWD only): $53,375

What are the Pilot’s safety ratings and driver assistance features?

The 2023 Honda Pilot has not yet been rated by either the U.S. government or the Insurance Institute for Highway Safety, but we expect it to fair quite well by both.

Standard safety equipment includes forward collision warning with automatic emergency braking, a road departure mitigation system, lane-departure warning with lane-keeping assist, adaptive cruise control with speed-adaptive following distance, traffic sign recognition, a driver inattention monitor and automatic high beams. Collectively, these features comprise the basic “Honda Sensing” safety suite. Low speed braking control, cross-traffic monitoring and a parking sensor system are all available on higher trims. Importantly, these are greatly improved over the same systems found in the previous-generation Pilot (especially adaptive cruise control), and although not the strongest in the segment (look to Kia and Hyundai for that) they are now at least average.

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Ford announced their new electric SUV, the Ford Explorer EV. While many people have assumed that the new electric SUV is the same size as the existing Ford Explorer, the reality is quite different – the new Explorer EV is much smaller, closer in size to a compact SUV like the Toyota RAV4.

The Ford Explorer EV is based on the new CD6 platform, which is designed specifically for electric vehicles. This platform was developed to maximize the space available for batteries, allowing for a longer driving range. However, this has also meant that the new Explorer EV is smaller than its gasoline-powered sibling. The new Explorer EV is closer in size to a compact SUV, like the Toyota RAV4, rather than the midsize SUV that many people associate with the Explorer.

This change in size has come as a surprise to many people, who assumed that the new Explorer EV would be the same size as the existing Explorer, only with an electric powertrain. However, the reality is that the new Explorer EV is a different vehicle altogether, designed specifically for electric power. The smaller size has allowed Ford to optimize the vehicle’s aerodynamics, which will help to increase the range of the vehicle.

So, if you assumed that the new Ford Explorer EV would be the same size as the existing Explorer, only with an electric powertrain, you are not alone. Many people have made the same assumption. However, the reality is that the new Explorer EV is much smaller, closer in size to a compact SUV like the Toyota RAV4. This change in size has allowed Ford to optimize the vehicle’s aerodynamics and increase the range of the vehicle, making it a more practical choice for those looking for an electric SUV.

Did you make the SAME mistake that we did this morning when we heard there was a new Explorer?