Automobiles are mobile consumer products at the intersection of multiple industries, including rubber, metallurgy, design, fuel and electronics. As a result, they are in constant innovative ferment.

That ferment has accelerated in recent years as the 21st-century electronics revolution — led by the smartphone — has entered the car.

A Silicon Valley tech startup, Tesla, has led the way, but change is coming at a breakneck pace across all brands, bringing not just new toys for consumers, but new headaches to manufacturers. The average number of problems per 100 vehicles rose a record 30 to 192 in the 2023 JD Power Initial Quality Study, the highest number in its 37-year history as cars have become more complicated.

With their skateboard chassis, electric cars are also driving innovation as designers re-imagine cabins and drivetrains. Here are the top features of 2023:

Google Built-in

Android OS (Operating System) operates your phone, and now it’s in your car. After years of building their own software, some automakers are throwing in the towel and conceding those smartphone guys are best at this sort of stuff. Android Automotive Operating System (officially Google Built-In) is now running new GM vehicles as well as those from Honda, Volvo and Polestar.

The system allows a vehicle to instantly integrate your phone with the car on entry — a significant advance for EV owners, allowing them to plan a trip with charging stops. Honda’s version enables you to continue connecting via Apple CarPlay and Android Auto if you prefer — whereas GM considers them soooo 15 minutes ago.

Column shifter

The column shifter is back! Clunky column shifters used to be synonymous with pickup trucks, but they have been reborn on EVs. Without a drivetrain tunnel running through the middle of the cabin, EVs like the Kia EVs, Volkswagen ID.4 and Tesla Choose-Your-Model have opted for column shifters to free up console space.

And since single-speed automatic EVs only have REVERSE, NEUTRAL and DRIVE, their stalks aren’t as clunky to operate as ol’ multi-gear trucks.

Steer-by-wire

Electronics are even changing steering systems. Steer-by-wire eliminates the mechanical connection of wheel-to-steering rack. Where the typical steering wheel rotates 540 degrees — nearly two turns lock-to-lock — variable steer means you only turn about 150 degrees.

On-road inputs are small, which makes it a bit weird. Naturally, the Tesla Cybertruck is all in, while Lexus is teasing it on the RZ EV.

Camera mirror

Not a new concept, but you better have one if you drive a mid-engine Corvette (can’t see out the back), Ferrari 812 Competizione or Polestar 4 (the latter two have no rear window, to assist aerodynamics).

No rear window? We’ll see if that becomes a trend.

Auto emergency braking

Driver assistance systems are hip at a time when autonomous driving is on everyone’s lips. But short of full self-driving, systems like Ford CoPilot360, Honda Sensing and Toyota Safety Sense offer two notable automatic features that will save you a lot of pain: 1) emergency front braking for when you are, say, fishing for something in your purse and take your eyes off the road, and 2) rear brake assist for when you’re backing out of a parking space between two mega-SUVs.

Car-2-car chargers

Electric vehicles are all the rage, but they cause rage when a driver runs out of charge. Can’t just run down the road and fill up a gallon of electrons. But if you see a Hummer EV, Ford F-150 Lightning or Hyundai EV, flag them down.

These new EVs are capable of car-2-car charging to get you on your way again. At 12 miles-per-hour charge rate or worse, however, you’ll need to be patient.

2X hood pull

Most folks don’t know what’s under their hood, but if you’re curious, it can be a pain finding the hood latch. I’ve nearly lost fingers trying to pry a Jeep Wrangler’s hood open.

Happily, Ford and the Chevy Blazer EV have followed BMW’s tradition of installing 2X hood openers under the dash. Just pull it twice (yank, yank) and the hood pops open.

One-pedal driving

Regenerative braking using the electric motor is one of the coolest features EVs offer (almost as cool as a manual transmission in an ICE vehicle).

Hyundai and Audi use steering-wheel-mounted regen paddles, while Tesla and Volvos have in-screen settings. Even the gas-fired 2024 Honda Accord Hybrid is getting in on the act with its onboard motor.

Multi-link suspensions

Multi-link suspension are traditionally associated with nimble sports cars, but now they’re popping up in pickup trucks.

The Truck Wars continue to escalate with high-tech accessories like magnetic shocks and 360-degree trailer views, so it’s only natural that customers now want their trucks to ride like cars.

Digital key

Who needs a door key? Tesla innovated a digital key system that allows access to your car with a phone app, and many other brands have followed suit.

You can also open the car remotely or just cool it down before you re-enter on a hot summer day.

Third-row seat access

Third-row seats used to be clumsy to get into, thanks to their multi-step folding process. Heck with that, most folks just climbed through the gap between captain’s chairs.

Then, the Honda Pilot innovated the one-button seat collapse, and many competitors followed.

All-terrain tires

Motorheads have always sung the praises of sticky tires on sports cars. Michelin Cup 2 gummies, for example, make a big difference if you want to explore the limits of a modern, 500-horespower cyborg.

The SUV revolution has brought us a rash of off-road mountain goats, and they come with their own tire advantages. Whether a Jeep Wrangler Rubicon or Subaru Crosstrek Wilderness or Honda Pilot Trailsport, all-terrain tires are grippier off-road — and on-road in Michigan blizzards.

Engine audio

Emissions mandates are changing automotive sounds. V-6s and V-8s are being sacrificed to the regulatory gods, but customers still crave an appealing engine soundtrack, so, for example, the turbo-4s roar in 2024 Mustangs and Tacoma trucks. Not all EV buyers want peace and quiet either.

The BMW iX comes with a symphony of sounds created by Hollywood composer Hans Zimmer (EXPRESSIVE, SPORT, EFFICIENT) depending on what mood you’re in. And we can’t wait for what the pipe organ hanging out the back of the Dodge Charger Daytona SRT Banshee sounds like in 2024.

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

San Diego — Tesla Inc. may dominate headlines with its sci-fi Cybertruck, (purportedly) self-driving cars and stratospheric stock valuations, but among legacy automakers, General Motors Co. is no less radical. The General has staked its future as an all-electric technology company under the banner, “Zero. Zero. Zero.” Zero emission, zero crashes, zero congestion.

The 2024 Chevy Blazer EV is the first real glimpse of that future.

It is the latest model built with GM’s common Ultium electric architecture, but — unlike the niche-focused GMC Hummer EV moon-shot, bling-tastic Cadillac Lyriq, or Chevy Silverado EV pickup work tool — Blazer EV is a mainstream, volume family vehicle planned to replace its gas peer.

Compared to its small, competitive electric set — Tesla Model X, BMW iX, Kia EV6, Vinfast VF8 — the midsize Blazer EV is a compelling vehicle. Compared to the internal combustion engine Blazer, it is Exhibit A in how jarring a government-forced transition to EVs will be.

First, the competitive set.

Like the Tesla Model X, a smartphone on wheels I first drove in 2017, Blazer EV is more device than automobile. Keyless operation, column shifter, regenerative braking for one-pedal driving. Unlike Tesla, it accomplishes its task without gull-wing doors, yoke steering wheel and mono-screen. Blazer EV takes a more familiar route for our smartphone-run, autonomous future. If Tesla is Apple, think of Chevy as Android.

Tesla has pursued a vertical, proprietary business model from building its own, Linux-based operating system (buying Google data for navigation) to building its own charger network. Like Android, GM is more horizontal — buying its OS from Google (Google Built-In) and relying on third-party chargers. The result is a device — er, automobile — that became an extension of my Android phone.

With the key fob in my pocket, Blazer unlocked as I approached and locked when I walked away. Inside, I woke the twin, 11-inch instrument and 17.7-inch dash screens with a touch of the brake pedal.

“The screens are very icon-based — like smartphones,” said Blazer product marketing manager Chris Boman at our media test in sunny SoCal. “They are easy to use, which is one of the benefits of Google Built-In.”

“Hey, Google, navigate to Las Vegas,” I commanded, and the screen methodically charted my course, complete with charging details. GM admits the shortcomings of third-party chargers (like ensuring they, um, work) compared with Tesla. But Chevy adds helpful details like ensuring the SUV reaches its destination with 30% of range so you’re not stranded upon arrival. In keeping with that common-sense approach, Blazer EV eschews Tesla’s Spaceballs obsession with performance — Insane, Ludicrous, Plaid mode, take your pick — for a more serene ride.

On long drives, Blazer EV’s semi-autonomous Super Cruise system (available on all models) beats Tesla Full Self Driving (FSD) as a true hands-free system.

“The Blazer EV contributes to our zero, zero, zero future as an EV with zero tailpipe emissions,” said Boman. “It aspires to zero crashes with its standard, comprehensive, safety-assist system. And it aims for zero congestion with our automated Super Cruise system.”

GM’s zero, zero, zero vision ultimately lies with the pod-like, driverless Cruise Origin. Sit in the hushed, spacious, passenger-focused back seat of Blazer EV and that dream feels much closer than the tight back seat of Cruise’s Chevy Bolt that I autonomously rode through Frisco a year ago.

But judged against the broader auto marketplace, my $60,215, all-wheel-drive Blazer EV RS has tough competition from the comparable $47,465 all-wheel-drive Blazer ICE RS across the showroom.

At 564 miles, the Blazer ICE has double the range of Blazer EV. To achieve its 279-mile range figure, EV AWD’s 85 kWh battery lards on 900 more pounds (a longer range, 324-mile, 102 kWh battery is also available) compared to its 4,313-pound gas stablemate.

The resulting 5,235-pound, battery-powered behemoth — about the weight of a V8-powered Chevy Silverado Trail Boss pickup — requires an attitude adjustment. Whether the Blazer or Camaro sports car or compact Trax ute, ICE Chevys have always been fun to toss through the twisties. But the girth of Blazer EV robs it of corner-carving aspirations.

Bury my right foot in SPORT mode and Blazer EV’s 0-60 mph acceleration is a smooth-but-hardly-urgent 6.0 seconds — on par with its V6-powered ICE sibling. Despite losing its front engine and gaining nine inches of wheelbase, the EV matches the interior volume of its 112.7-inch-wheelbase ICE sibling.

Front occupants gain three inches of legroom (44 inches compared to 41 for the ICE model) but the rear seat is smaller (38.9 inches vs. 39.6) and cargo shrinks from 30.5 cubic feet to 25.5. Drop the second-row seats and cargo space is 59.1 cubic feet for EV, 64.2 for ICE. OG FTW.

Despite the substantial price hike from EV to ICE, I was disappointed Blazer EV hadn’t caught Silverado EV’s frunk fever. Similar Tesla Model Y and Ford Mustang Mach-E skateboard chassis boast front trunks, but Blazer EV punts.

Frunks require extensive engineering and Blazer EV wants to keep it simple. It’s available as a $57,710, all-wheel-drive LT model (a sub-$50k FWD LT should come in a year), $61k rear-wheel-drive RS or my $60k, AWD RS. The interior shares Blazer ICE’s fondness for Camaro-like rotary vents, but the dual, digital dash screens are common to Silverado EV and the upcoming Equinox EV. Its U.S.-sourced battery pack will likely gain approval for the coveted $7,500 federal tax subsidy, but manufacturing is in Mexico to avoid soaring UAW labor costs.

“By manufacturing everything with the same Ultium drivetrain, we get economies of scale and everything becomes easier to manage,” Boman said of a future where Ultium replaces an assortment of V-8, V-6 and I-4 engines. “We’ll only have to do the engineering once for all our vehicles.”

Curiously, then, the Blazer EV is priced right on top of the similarly-contented, $57k, RWD Cadillac Lyriq — despite the Caddy’s unique, 33-inch mono-screen, jeweled interior and front grille light show. That’s well above the $40k average transaction price of a gas-powered Blazer.

The Caddy is a bargain compared to the $80k Tesla Model X. What to call my $60k Chevy EV RS?

With its horizontal front LED strip, raccoon-eyed headlights and chiseled bod, Blazer fits in with its new EV family. Like smartphones, except for their increasing size. EVs are unlike smartphones in one crucial respect, however: convenience.

Blazer EV will add 69 miles in 10 minutes at a fast charger, ICE Blazer will add 500 in three at the pump. Because of government regulations pushing the industry toward EVs, consumers will have to adjust to life with the cord.

As governments nix new Blazer ICE sales over the next few years, Chevy customers may embrace Blazer EV’s technology. Or will they walk across the dealer lot and buy a pre-owned, Blazer ICE’s convenience?

GM’s EV future won’t come with zero compromise.

2024 Chevrolet Blazer EV

Vehicle type: Battery-powered, front, rear, and all-wheel drive, five-passenger SUV

Price: $57,710 including $1,395 destination ($60,215 EV RS AWD as tested)

Powerplant: 85 kWh or 102 kWh lithium-ion battery mated to electric motor(s)

Power: 288 horsepower, 333 pound-feet of torque (Blazer EV LT AWD and RS AWD); 340 horsepower, 325 pound-feet of torque (Blazer EV RS RWD)

Transmission: single-speed automatic

Performance: 0-60 mph, 6.0 seconds (Motor Trend); towing, 1,500 pounds

Weight: 5,000-5,500 pounds (5,235 pounds as tested)

Fuel economy: EPA est. range, 279 miles (AWD, 85 kWh battery); 324 (RWD, 102 kWh battery)

Report card

Highs: Tech-tastic Google Built-In; superior size compared to EV competitors

Lows: Heavy handling; lacks Blazer ICE’s road-trip convenience

Overall: 3 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

Los Angeles — Like LeBron James in the National Basketball Association, the Toyota Tacoma has been the premier player in its arena — the mid-size pickup segment — for the last two decades. Whether in sport or autos, that’s a long time in a ferociously competitive environment. James has competed against champions like Tayshaun Prince, Paul Pierce, Kawhi Leonard and Kevin Durant. Tacoma has outsold the Chevy Colorado, GMC Canyon, Ford Ranger and Nissan Frontier.

But you don’t stay on top by sitting on your laurels.

For 2024, the Taco is all-new with major upgrades to keep up with the competition while maintaining its core off-road and reliability talents. The changes are immediately apparent on road. With good off-road instincts courtesy of high approach angle, detachable front sway-bar and tough ladder frame — Tacoma first topped the sales charts in 2005. But it was less sure-footed on-road.

Sitting on an aging 2009 chassis, the Toyota was loud ‘n’ loose on asphalt in contrast to the remade GM twins and Frontier. For ‘24, Taco has risen to the challenge by adopting a multi-link, coil-over-shock rear suspension on up-trim TRD models — a trick inspired by big brother Tundra (and the OG Ram 1500).

I flogged a Tacoma TRD Sport over north LA’s twisted Mulholland Drive — behavior that would have sent me flying into the Pacific Ocean on the last-gen truck. I missed the bass of Taco’s ol’ V-6 engine — a casualty of emissions regulations forcing automakers toward electric vehicles. Toyota’s answer is not electric (a liability in affordable trucks tasked with towing and off-roading) but a 2.4-liter turbo-4 with three power variants to choose from, belting out between 228 and 278 horsepower with an electronically-enhanced bark.

“Customers like the authority of V-8s and V-6s, but as we reduce cylinder size, it gets tougher to do with four cylinders,” smiled engineer Sheldon Brown, Taco’s chief chef.

The growl works, and my right foot kept mashing the pedal for more. Taco has also upgraded its automatic transmission from six to eight speeds for better fuel economy and added a front apron for better aerodynamics. Multi-speed boxes can annoy by hunting for gears, but — even as I repeatedly gave it the gas — the Taco responded with crisp, authoritative shifts. As for the skirt, take it off to take advantage of the truck’s 34.4-degree off-road approach angle.

The turbo-4’s macho voice is only available in sporty TRD models like the $40,000-plus TRD XtraCab PreRunner and Double Cab that I test drove. It’s worth the cash if you have it. So is the smaller two-door XtraCab. Indeed, despite deep-sixing the V-6, Taco is LeBron-like in its dexterity — preserving customer choice by offering two cabs, two bed options (5-foot and 6-foot), rear-wheel drive or four-wheel drive, and automatic/manual transmissions.

“We wanted to aggressively defend our entry point,” said Brown.

Most Tacos will sell as Double Cabs, but the two-door has features the four-door can’t match. The front passenger seat folds flat (shades of the defunct Honda Fit and 2013 Chevy Trax/Buick Encore) so that you can easily access the cargo space in back that includes … a tool pegboard. Dude.

It’s hidden behind a key-locked, mid-gate entry door (to keep tools from flopping about), that folds down. The flattened front seat, of course, makes it easy to bring along a dog, bag, toolbox, etc.

The Double Cab offers more conventional seating and mid-gate (there’s a cubby behind the rear seats), and every truck comes standard with Toyota Safety Sense 3.0, which includes adaptive cruise control, pedestrian detection and auto high beams.

Want more standard stuff? Twin front digital screens with wireless Apple CarPlay and Android Auto. Only blind-spot assist is missing from my list of standard must-haves.

To complement the tech, engineers tilted the front console so you can more easily see your phone screen. The pad secures your phone so it doesn’t fly out whenever the driver, um, gets aggressive. Modern Taco at your service.

Front quarters are comfortable for bony-legged giants like me — but put LeBron in the back seat and he’ll be cramped. I could barely sit behind myself at 6’5”. I don’t get it.

Lack of rear seat room is a malady that plagues most mid-size pickups, yet trucks are often purchased by big, burly people (tool guys like those referenced earlier). There has to be a happy medium between the palatial rear couches of full-size trucks and mid-size pickups’ tight squeeze.

Naturally, all this tech means the base price of the Taco climbs to $33K, a leap from $28K just two years ago. I miss sub-$30K vehicles (much less $20K). Seems like room for a Corolla-based, Ford Maverick-fighting $20K entry-level pickup to me. Hint hint.

Tacoma offers plenty of choice above $30K with eight trims, including the SR5 Double Cab with extended six-foot bed that I drove at length in LA.

Like all Tacos it comes with new sheet metal and interior that gives it a bold, Tonka truck-like presence. Toyota debuted this chunky design on Tundra pickups in 2022, and they still turn my head. So will the Tacoma. The grille is familiar, but the truck’s flanks are more muscular with bold fender flares, chiseled doors and vertical taillights.

The Alpha Male of the lineup is the TRD Pro which looks like Dwayne Johnson emerging from the ocean surf. I’ll get a chance to drive it (and its hybrid powertrain) early next year, but for now the TRD model offers plenty of beefcake.

The interior is just as muscular with a shifter the size of Thor’s Hammer (we truck guys are just big kids) and added cubby space in the doors and dash.

Crawling over dirty off-road trails, ditches and rocky beds, the TRD proved the new multi-link suspension hasn’t made Taco go soft. Just beware of the lower-hanging connection point for the multi-link suspension (shared with traditional leaf springs on lower trims) just ahead of the rear tire.

As the terrain grew more pleasant, I electronically disconnected the front sway bar (shades of Ford Bronco) with the touch of a console button. The Tacoma happily grunted along on grippy Goodyear Wrangler all-terrain tires as I alternatively toggled the fat MODE button between LOW and HIGH gears.

Like LeBron, Tacoma’s home has moved around over the years from California to Mexican assembly plants. Sitting on a tougher “boxed” TNGA-F  frame, the Taco should please the faithful with its old-school reliability while impressing new-gen technoids.

Meet the new boss, same as the old boss.

Next week: 2024 Acura MDX

2024 Toyota Tacoma

Vehicle type: Front-engine, rear- and four-wheel-drive, two- and four-door pickup

Price: $32,895, including $1,495 destination charge ($44,000 SR5, $41,000 TRD PreRunner, and $42,500 TRD Sport, $43,500 TRD Off Road — est. as tested)

Powerplant: 2.4-liter turbocharged, inline-4 cylinder

Power: 228 horsepower, 243 pound-feet-torque; 278 horsepower, 317 pound-feet-torque; 270 horsepower, 310 pound-feet-torque (manual)

Transmission: Eight-speed automatic; six-speed manual

Performance: 0-60 mph, 6.5-8 seconds (Car and Driver est.); payload, 1,405-1,705 pounds; towing, 6,500 pounds

Weight: 4,145-4,720 pounds

Fuel economy: EPA est. mpg 21 city/26 highway/23 combined (SR5); 21 city/26 highway/23 combined (SR5); 20 city/24 highway/22 combined (TRD PreRunner); 20 city/24 highway/22 combined (TRD Sport); 18 city/23 highway/20 combined (TRD Off-Road, manual)

Report card

Highs: Looks great inside and out; on-road manners to match off-road capability

Lows: Tight backseat; big price jump

Overall: 4 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.