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July 2016

COVER PHOTOGRAPH By Robin Trajano EST. 1949 VOL. 68, NO. 7

COVER STORY

THE WORLD’S FIRST RIDE IN ELON’S $35,000 TESLA What Makes the 2017 Model 3 Tick?

Motor Trend Staff

TESTS & DRIVES 54 FUTURE CARS World in Transition From mainstream EVs to new SUV classes, we have more choices than ever. Motor Trend Staff 76 A PLACE IN THE SUN 2016 Rolls-Royce Dawn The loveliest way for birds of a feather to tan together. Frank Markus 80 SURPRISE! 2017 Maserati Levante The luxury SUV no one saw coming. Jonny Lieberman

84 WORLDS APART, FAST TOGETHER 2017 Bentley Bentayga and 2016 Tesla Model X Two SUVs from different centuries share one common bond: uncommon speed. Jason Cammisa 98 GRIP ’N’ GRIN 2016 Mercedes-AMG GT3 AMG takes the gloves off for a fistful of fun. Randy Pobst

5

MOTOR TREND (ISSN 0027-2094) July 2016, Vol. 68, No. 7. Published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Ave., 6th Floor, New York, NY 10016-2303. Copyright© 2016 by TEN: The Enthusiast Network Magazines, LLC; All rights reserved. Periodicals Postage Paid at New York, NY, and at additional mailing offices. SUBSCRIPTIONS: U.S. and U.S. Possessions $18 for 12 issues. Canada $30 per year and international orders $42 per year (including surface mail postage). Payment in advance, U.S. funds only. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to: MOTOR TREND, P.O. Box 420235, Palm Coast, FL 32142-0235.

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programming, live motorsports, and an extensive historical archive, head to www.motortrendondemand.com.

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DEPARTMENTS & FEATURES LOHDOWN Edward Loh TREND INTAKE This month’s hot metal.

NEWCOMERS 2017 Ferrari California T Handling Speciale, 2016 Chevrolet Camaro Convertible, 2017 Land Rover Range Rover Evoque Convertible 24 WE SAY Words from our editors.

24 THE KIINOTE Ron Kiino 26 TECHNOLOGUE Frank Markus 28 DETOUR Gear, info.

30 THEY SAY INTERVIEW Bill Fay, Group VP and GM, Toyota 32 YOUR SAY Our readers talk back.

122 THE BIG PICTURE Angus MacKenzie 10 16 16 22

30

28

ARRIVALS Dodge Charger SRT Hellcat, Subaru Outback 2.5i Limited UPDATES Acura TLX, Chevrolet Corvette Stingray, Kia Soul EV+, Mazda MX-5 Miata Club, Nissan Maxima SR, Subaru BRZ VERDICT Land Rover Range Rover Sport Supercharged

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The Lohdown

What’s On Demand This Month?

All this S3X stuff is hard work More than the usual amount of last-second heavy lifting was required to put this Future Cars issue to bed. To recap: Tesla revealed its all-new $35,000 Model 3 at its design studio in Hawthorne on March 31. In less than 24 hours, our online feature on Model 3 rocketed to the No. 1 spot for the year in terms of page views—no April foolin’.

The tremendous response prompted photographer Brian Vance to wonder aloud at the next edit meeting, “What about Model 3 for the cover? Better yet, what about the car at Tesla’s Gigafactory in Nevada with CEO Elon Musk?” We had been working on an exclusive on Aston Martin’s Red Bull hypercar concept, but negotiations stalled. Dare we try for an electrifying Tesla trifecta? It couldn’t hurt to ask, and after weeks of sweet-talking and harassing, Tesla PR gave the go-ahead for two outta three: Model 3 at the Gigafactory.

The only catch was our exclusive close-up with the Model 3 would have to take place just four days before we sent this issue to the printer.

Challenge accepted, but we doubled down with an additional ask—a Model X SUV and refreshed Model S at the shoot, as well.

A team of six ventured eight hours north to Reno, Nevada, the biggest little city near Tesla’s ginormous Gigafactory. The mission: Capture as much content on Tesla’s three-vehicle lineup as possible in 10 hours and broadcast only the Model 3 shoot to our fans and followers online.

While shooters Vance, Robin Trajano, and Travis LaBella shot photos and video of the Model S and X, Motor Trend’s new social media editor, Chris Bacarella, livestreamed, Instagrammed, and Snapchatted our time with the Model 3. I wrote quickie updates for the online blog while Kim Reynolds took detailed notes for the deeper dives in this issue.

It was an exhausting day, complicated by high winds that kicked up blinding dust around the Gigafactory construction site, but I could not be happier with the results—immediate and long-term. We wrapped the shoot on a Thursday after sunset, toasted with Picons and sweetbreads at Louis’ Basque Corner in Reno, and woke the next day to find that our little blog was our new No. 1 story for the year. Over the weekend, retweets by Musk and sharing worldwide pushed our Model 3 exclusive past the 2 million view mark.

For all its success online, that breathless, up-to-the-second blog was illustrated with iPhone pictures, Snapchat screen grabs, and reposts of our Facebook livestream. We saved the very best shots from the real cameras for the feature in this issue and the “Motor Trend Presents” video on our YouTube channel.

My hope is that this deeper, long-form coverage is even more popular than what we blasted online and across social media, but whatever happens, I could not be prouder of the team on the giga-ground that made this all happen. And they could not have done it without the professionals supporting us at MT HQ. Hope you enjoy all of our teamwork.

10 MOTORTREND.COM / JULY 2016

Grudges and grunge Finnegan, but there’s a new FORD VS. FERRARI: This year’s spin-off that’s exclusive to Motor Le Mans reignites the grudge Trend On Demand: “Roadkill match between Ford and Ferrari, but what is all the fuss about? See Garage,” with Freiburger and “Engine Masters” co-host Steve the original battle from 50 years Dulcich wrenching on cars and ago and countless other epic doing things that are generally illLe Mans races on MTOD, which advised. There are five episodes houses the largest Le Mans of “Roadkill Garage” on MTOD so archive in the world. ROADKILL far, the best of which is the rescue GARAGE: You know “Roadkill,” of a ’70 Dodge Challenger abanthe gearhead adventure show with David Freiburger and Mike doned since 1989. Check it out.

MAY 27 Pirelli World Challenge Live (Lime Rock Park) MAY 28 British Touring Car Championship (Thruxton) MAY 28 Pirelli World Challenge Live (Lime Rock Park) MAY 29 ADAC Zurich 24 Hours of Nurburgring - Live (Nürburgring) MAY 30 FIA Formula 3 Championship (Pau) MAY 30 IGNITION EPISODE 155 MAY 30 Mobil 1 the Grid JUNE 1 European Le Mans Series (Italy) JUNE 1 Motorsport Mundial JUNE 2 European Historics Spa Classic JUNE 2 FIM Motocross World Championship (Italy) JUNE 2 HOT ROD GARAGE EPISODE 150 JUNE 2 Porsche Carrera Cup Australia (Sydney) JUNE 2 Porsche Carrera Supercup Series - Clips (Spain) JUNE 4 DTM Championship Live (Lausitzring) JUNE 6 ENGINE MASTERS EPISODE 11 JUNE 6 FIA Formula 3 Championship (Spielberg) JUNE 6 V8 Supercars Winton SuperSprint JUNE 8 Motorsport Mundial JUNE 10 ROADKILL EPISODE 53 JUNE 13 FIM Trial World World Championship (Germany) JUNE 13 IGNITION EPISODE 156 JUNE 13 Mobil 1 the Grid JUNE 15 HEAD 2 HEAD H2H EPISODE 5.5 (78) JUNE 15 Motorsport Mundial JUNE 16 Porsche Carrera

Supercup Series (Monte Carlo) JUNE 16 Porsche Carrera Supercup Series - Clips (Monte Carlo) JUNE 16 ROADKILL GARAGE EPISODE 5 JUNE 17 THE RACING LINE EPISODE 8 JUNE 21 DIRT EVERY DAY EPISODE 53 JUNE 22 Motorsport Mundial JUNE 23 FIM Motocross World Championship (France) JUNE 23 Goodwood Festival of Speed - Live (Goodwood) JUNE 24 Goodwood Festival of Speed - Live (Goodwood) JUNE 25 Blancpain GT Series Endurance Cup - Live (Paul Ricard) JUNE 25 British Touring Car Championship (Oulton Park) JUNE 25 DTM Championship Live (Norisring) JUNE 25 Goodwood Festival of Speed - Live (Goodwood) JUNE 25 Pirelli World Challenge Live (Road America) JUNE 26 Goodwood Festival of Speed - Live (Goodwood) JUNE 26 Pirelli World Challenge Live (Road America) JUNE 27 FIM Trial World World Championship (Andorra) JUNE 27 IGNITION EPISODE 157 JUNE 29 Motorsport Mundial JUNE 30 HOT ROD GARAGE EPISODE 151 JUNE 30 Lamborghini Super Trofeo North America - Live (Watkins Glen) JUNE 30 Porsche Carrera Cup Asia (Fuji, Japan Rounds 1 & 2)

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THIS MONTH’S HOT METAL

WORDS FROM OUR EDITORS

GEAR, FACTS, INFO

Aston Martin Vanquish Zagato Concept FIRST LOOK

INSPIRED The Vanquish Zagato Concept also gets a bit of spice from the new DB11, including the grille and extended tail.

Fifty-five years ago, the Aston Martin DB4 GT Zagato was an expensive one-off collusion between the storied British and Italian car builders that failed to attract enough interest to complete the planned run of 25 cars. Late last year, one of the 19 built sold for $14.3 million at auction. To celebrate the 50th anniversary of their ultimately vindicated car in 2011, the two companies teamed up once again to build 16 MOTORTREND.COM / JULY 2016

the Aston Martin V12 Zagato, of which all 150 were immediately sold. Five years later, they’ve returned to the well once again and produced the Aston Martin Vanquish Zagato Concept.

Unveiled at the Concorso d’Eleganza Ville d’Este in Italy, the Vanquish Zagato is both a design study and, if history is any guide, a future limited-edition collectible.

To pull it off, Aston put the band back together and sat design boss Marek Reichman

down with Andrea Zagato to do a V12 Zagato follow-up. This time, it’s a reskinned V12 Vanquish rather than a V12 Vantage, but there’s a clear evolution of the previous car’s design language in the new concept.

The blacked-out A-pillars return, along with the somewhat jarring

fender vent and black-on-red color scheme.

Additional seasoning comes from a bit of fresh engine tuning that has netted an additional 24 hp over the standard Vanquish for a total of 592. Still mated to the new-and-improved eight-speed auto and benefiting from a body made entirely of lightweight carbon fiber, the Vanquish Zagato will likely knock a tenth or two off the Vanquish’s claimed 3.6-second 0-60 sprint depending on how

7.16 TREND

We’re going to be charged from a normal outlet faster than Volt.”

THEY SAY P30 INTERVIEW

BILL FAY, GROUP VP AND GM, TOYOTA

YOUR SAY P32 READERS TALK BACK

FORECAST Cars like the new Zagato and AM-RB 001 are designed from the start to be collectors’ items.

Special runs like this are part of Aston Martin’s strategy going forward, as they’re a handy way to improve the bottom line.

much weight has been lost. It’ll no doubt stack up well against the smaller V12 Zagato, too, which boasted only 510 hp.

If the last go-around was any indication, a limited-production Vanquish Zagato would likely sell out before the first car is delivered, and you can safely bet that’s what will happen. Special runs like this are part of Aston Martin’s strategy going forward, as they’re a handy way to improve the bottom line. The last one retailed for more than half a million dollars.

“My goal is seven core models,” Aston Martin boss Andy Palmer says, “and with every year we also launch a couple of specials that help build the provenance.”

The AM-RB 001 hypercar,

designed in conjunction with the Red Bull F1 team, is one of those provenance cars. The Vanquish Zagato will be another.

Palmer’s point is that with a seven-model lineup—DB11, the next-generation Vanquish and Vantage, the new DBX crossover, and up to three Lagonda sedans—within a few years, Aston Martin will be building significantly more cars annually than it ever has.

“Auction a DB5 today, and you’ll get $2 million,” Palmer says. “In 103 years, we’ve made nearly 80,000 cars, and obviously, as we grow—we’re never going to be huge, but let’s say 15,000 cars a year—Astons are not going to be quite as rare as they used to be.” Scott Evans and Angus MacKenzie

JULY 2016 / MOTORTREND.COM 17

NEWS / OPINION / GOSSIP / STUFF

Intake GM Design Boss Ed Welburn Retires The auto industry’s first automotive styling/design department was founded in 1927 as the General Motors Art and Colour department by the iconic Harley Earl. Only five others have held GM’s vaunted position of vice president of design since then: Bill Mitchell (1958-1977), Irvin Rybicki (until 1986), Chuck Jordan (until 1992), Wayne Cherry (until 2003), and Ed Welburn. Welburn, GM Design’s third-longestserving VP, started his career at GM at 21 upon graduation from Howard University. He’d been gunning for his dream job since he wrote to the company as an 11-year-old asking what he needed to do to design cars for General Motors.

The encouraging reply he received motivated both his education choices and his keen interest in mentoring and talent development at GM. He started in the Buick exterior studio working on post-boat-tail Rivieras and a Park Avenue then moved to Oldsmobile, where he got to work on the Aerotech car that A.J. Foyt drove to set a 267.88-mph flying mile record in 1987. As chief of the Olds studio, Welburn presided over

He’d been gunning for his dream job since he wrote to GM as an 11-year-old.

18 MOTORTREND.COM / JULY 2016

several generations of Cutlasses. Subsequent assignments at Saturn and GM’s Russelsheim, Germany, studios led to his 1998 promotion to executive director of GM’s Advanced Design Center and his 2003 elevation to VP of GM Design North America. Two years later, that title was expanded to VP of Global Design, a role in which he oversees a staff of 2,500 working in 10 design centers in seven countries.

Welburn has presided over another of GM’s several “golden ages,” in no small part because under his tenure, responsibility for product development was placed back under the control of design and engineering with Welburn and his engineering counterpart always working collaboratively. He also managed to reopen the Studio X skunkworks, shuttered after Bill Mitchell’s administration, where unofficial projects can take shape without management oversight. The 2009 Camaro started out there, for example.

Welburn also established a pattern of having three of his global design studios compete for each program, resulting in a much better initial

Earl. Mitchell. Rybicki.

Jordan. Cherry. Welburn.

All the names roll easily off the tongues of aspiring automotive designers.

ALL SMILES Welburn’s career is littered with big awards, including our 2016 COTY and TOTY.

proposal to which early engineering analysis could be applied. This was a big improvement over the previous system, which required one studio to continually iterate as engineering work progressed and hard points sometimes solidified before the design was complete, potentially compromising the end result.

Probably Welburn’s greatest contribution to GM’s design resurgence was his move away from design led by engineering and influenced by customer focus groups. His style has been to encourage designers to simply be creative, dream, and share ideas that might not conform to a current project initiative. This approach certainly gave us the CTS Coupe, and who knows how many other cool designs bubbled up from doodle pads without a specific productplanning assignment? Mike Simcoe, tapped as Welburn’s replacement, clearly has big shoes to fill, but he will assume control of a tightly run ship steadily heading in the right direction.

Simcoe began his journey with GM when he joined Holden as a designer in 1983. In 1995, Simcoe led projects with GM’s alliance partners including Daewoo, Suzuki, and Isuzu.

The Australian-born designer then returned his focus to Holden and oversaw the Holden VT Commodore and WH Statesman and Caprice.

In 2009, he was tasked with leading design for North America and spearheaded the GMC Terrain and Buick LaCrosse. Like Welburn, he too was involved with the well-received fifth-gen Chevy Camaro.

Welburn and Simcoe’s work melded more recently in Buick’s concepts. Simcoe and his

Oldsmobile Aerotech

7.16 TREND

EPA Drops Proposed Anti-Race-Car Conversion Rule Amid an outcry from racers, track-day enthusiasts, SEMA, and Republican legislators, the EPA will remove language in a proposed greenhouse gas emissions law that could have made it illegal to turn street cars into track cars.

Deep inside the law titled “Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles – Phase 2” was the unrelated provision that “certified motor vehicles and motor vehicle engines and their emission control devices must remain in their certified configuration even if they are used solely for competition or if they become nonroad vehicles or engines.” In other words, any vehicle that starts life as street-legal could never be modified in a way that would cause it to fail emissions testing, even if it’s a dedicated track car.

In a statement clarifying the removal of this language, the EPA now says it “supports motorsports and its contributions to the American economy and communities all across the country.”

The EPA previously said it “remains primarily concerned with cases where the tampered vehicle is used on public roads, and more specifically with aftermarket manufacturers who sell devices that defeat emission control systems on vehicles used on public roads.”

SEMA is clearly chalking up this development as a win, but it contends there still is a need for more concrete legislation delineating the Clean Air Act’s boundaries. The proposed Recognizing the Protection of Motorsports Act of 2016 (cleverly dubbed the RPM Act) would do just this.

Eric Weiner

team designed the Buick Avenir sedan concept, which like the previous vehicles he’s worked on features a rounded front end and wide haunches.

Welburn led the team working on the Avista coupe, which wowed at this year’s Detroit auto show thanks to its aerodynamic body lines.

Simcoe, whose career also included expanding GM design operations in Korea and Australia, will become GM’s seventh design leader, and perhaps he’ll bring global flavor to GM cars. He will start transitioning into his new role May 1. Welburn officially leaves the company July 1. Frank Markus and Kelly Pleskot

Conservation never looked so good.

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NEWS / OPINION / GOSSIP / STUFF MARKET RESEARCH The typecast for youths includes apathy toward the act of driving. But stuffing bicycles into cars is a hardship suffered across generations.

Intake

Toyota uBox Concept It appears the time has come for automakers to shift their attention from millennials to the next group of moneymakers: Generation Z. Toyota is getting a head start on figuring out what those future Gen Z buyers want with its uBox concept.

Generation Z, generally speaking, are kids who know nothing of the ’90s. The oldest of them are approaching their late teens, an impressionable

bunch who could soon consider big-ticket purchases such as cars.

With that in mind, Toyota says, “The typical customer for uBox is a young entrepreneur who wants a vehicle that can provide utility and recreation on the weekend but that can also offer office space or other career-centric or lifestyle uses during the week.”

The end product is a boxy fivepassenger utility vehicle that can be customized in a number of ways. Seats are easily removable for extra space, and an all-electric

powertrain doubles as a power source for Gen Z’s arsenal of mobile devices and tools. Some interior bits are optimized with custom 3-D printing.

Toyota also says the team

developed an industry-first manufacturing carbon-fiber “pultrusion” technique in which woven carbon fiber is pulled along with resin through a form like that through which aluminum might be extruded.

The uBox concept was developed and hand-built by graduate students at Clemson’s International Center for Automotive Research in collaboration with Toyota and the ArtCenter College of Design.

The project spanned two years and was unveiled in April at the Society of Automotive Engineers 2016 World Congress & Exposition in Detroit.

Toyota designed the uBox concept to highlight its assumptions about buyers in 2020. A recently unveiled but more finished-looking concept called the U2 targets young and mobile entrepreneurs.

Erick Ayapana

French Automaker To Return To U.S. PSA Peugeot Citroën announced that it has rebranded itself as PSA Group and revealed its “Push to Pass” growth plan for the 20162021 period. The plan aims to meet customers’ mobility needs and anticipates changes in the way cars are being used. PSA also announced its plan to return to the U.S. in 10 years.

PSA’s new goals include an average 4 percent recurring margin from 2016 to 2018, which will then be raised to 6 percent by 2021, deliver 10 percent group revenue growth by 2018, and target another 15 percent by 2021. The automaker is planning a product blitz

20 MOTORTREND.COM / JULY 2016

consisting of 26 passenger cars, eight light commercial vehicles, and a one-ton pickup truck that will lead to the launch of the “one new car per region, per brand, and per year” portion of the strategy.

The plan specifies seven plug-in hybrid and four all-electric vehicles and also includes the launch of PSA’s connected and autonomous vehicle program to help ensure

profitable growth.

PSA says “Push to Pass” will be its first step toward becoming a global automaker “with cuttingedge efficiency and the preferred mobility provider worldwide for lifetime customer relationship.”

Twelve new Citroën global models will make their debuts by 2021, the first seven to be released by 2018. DS, on the other hand, will have five global vehicles by 2021 and will target a specific group of premium car buyers. Lastly, Peugeot will be positioned near the higher end of mainstream brands and focus on

PSA CEO Carlos Tavares: “We are going to take it step-by-step.”

building “a best-in-class customer experience.”

England’s Auto Express reveals that PSA CEO Carlos Tavares confirmed the return to North America by stating the French company “cannot be global until we are there.” Initially, the automaker will partner with firms providing mobility solutions such as car-sharing programs to study the needs of U.S. customers.

Later on, it will offer its own products to customers before launching its entire lineup for sale and establishing some local production. Stefan Ogbac

MIKE CONNOR

MT CONFIDENTIAL Jaguar’s flagship XJ sedan will be replaced by an all-new car with an extravagant interior and high-tech powertrains that will include a V-6 plug-in hybrid. And word out of Coventry is that despite a concerted push from some members of the senior management team who wanted a conservative three-box sedan to compete with Mercedes-Benz S-Class, the car will feature even more dramatic exterior design than the current model.

A concept will likely be shown in 2018 when Jaguar celebrates the 50th anniversary of the original XJ. Meanwhile, the avalanche of advance orders for the new F-Pace SUV have made it the best-selling Jaguar in history. Before anyone has even driven it…Next door at Land Rover, things aren’t looking good for the two-door Range Rover Evoque. With 85-plus percent of sales being four-doors, the striking coupe won’t return for a second generation. Instead, the controversial Evoque Convertible will take its place as the low-volume halo from here on out…As Sergio Marchionne grapples with the unraveling mess that is FCA, it’s no surprise the much-anticipated V-6-powered Ferrari Dino has joined a growing list of new vehicle development programs the automaker has delayed or put on hold. Marchionne made it clear at the Geneva show that there had been no work done on the Dino since he floated the idea last year. The comments follow his decisions to delay the start of production of the muchhyped Alfa Romeo Giulia sedan by six months and to push back the launch of the Giulia-based Alfa SUV—named the Stelvio—until early next year. A rearwheel-drive Giulietta hatchback, to be built off a shortened Giulia platform, is also due in 2017, but sources say plans for up to five other Alfa models off the same platform are currently on hold.

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GOING UP? Advance orders of the F-Pace make it the best-selling Jaguar in history.

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NEWS / OPINION / GOSSIP / STUFF

Intake 2017 Ferrari California T Handling Speciale What does $8,150 buy you these days? A set of really nice patio furniture or perhaps an all-inclusive two-week vacation for you, the spouse, and the kids? If you’re a Ferrari California T customer, you can spend it on the HS package, better known as Handling Speciale.

Visually, you get very little. The front grille and rear diffuser bits are covered in matte chrome, and the exhaust tips are darker. Mechanically, the springs are 16 percent stiffer in front, 19 percent stiffer in the rear. The magnetic dampers have been reprogrammed to provide a sportier ride, and Sport mode is also sportier. Perhaps most important, the California T HS comes with new exhaust “silencers,” as Ferrari calls them. Essentially big square resonators, one per side. They result in an exhaust note 3 decibels louder. The seven-speed dual-clutch transmission has been tweaked for HS duties, now featuring 30 percent quicker upshifts and 40 percent quicker downshifts. If Ferrari’s dual-clutch transmission isn’t the best in the world, then it’s tied for best. Holy wow, man! Shifts via the

Newcomers

SPECS Price $210,843 Vehicle Layout Fr-eng, RWD, 4-pass, 2-door conv Engine 3.9L/553hp/557-lb-ft twinturbo DOHC 32-valve V-8 Transmission 7-sp twin-cl auto Curb Weight 4,000 lb (est) Wheelbase 105.1 in L x W x H 179.9 X 75.2 X 52.0 in

paddles are essentially instantaneous.

Just like the 488 GTB, the California T has a 3.9-liter, twin-turbo V-8 underhood. For relaxed California duty, it churns out 553 hp and 557 lb-ft of torque. Honestly, there isn’t any turbo lag. As for torque, there’s so much of it that you don’t need to shift. But the transmission is so fabulous that you’re going to want to go through the gears just to feel ’em. The new exhaust setup

sounds so good that you’ll also want to hear said shifts rattle off like thunder.

Ferrari claims that the HS is for GT customers who want a little more sport. Between the massive power, the groovy transmission, the top-down thrills, and the inherent Italian sex appeal, I’d say it’s for 488 customers who like to travel. After all, you can shove quite a bit of luggage behind the front seats. Jonny Lieberman

2017 Land Rover Range Rover Evoque Convertible Didn’t Nissan already try this? Yes, and it was terrible. That has neither escaped nor deterred Land Rover, which thinks the failure of the Murano CrossCabriolet was due to the product, not the concept, so it will plow ahead with the Range Rover Evoque Convertible.

In keeping with that theory, Land Rover invested a lot of time and money into making sure the Evoque Convertible is both a good convertible and a good Evoque, with surprising success.

As a convertible, it’s unexpectedly quiet both roof up and roof down.

Roof stowed, there’s very little wind in your hair as long as you’re in the front seats. Regardless of roof position, the chassis seems as stiff as the roofed version’s; there’s no discernable cowl shake or body flex.

As an Evoque, the convertible feels just as quick in a straight line and as competent in a corner as the solid-roof 22 MOTORTREND.COM / JULY 2016

SPECS Price $51,470 Vehicle Layout Fr-eng, AWD, 4-pass, 2-door conv Engine 2.0L/240-hp/251-lb-ft turbo DOHC 16-vlv I-4 Transmission 9-sp auto Curb Weight 4,300 lb (mfr) Wheelbase 104.7 in L x W x H 172.0 x 78.0 x 63.3 in

model despite carrying some 650 pounds of extra weight. Off-road capability, whether it’ll ever be used or not, is completely unaffected by the roof removal. The only serious downside is the itty-bitty trunk.

The Evoque Convertible picks up a few new features ahead of the hardtop original. These include an all-new and immeasurably better touchscreen infotainment system, a 360-degree camera system, a head-up display, and a drivetrain that can disconnect the rear axle to save fuel when it isn’t needed.

Scott Evans

7.16 TREND

2016 Chevrolet Camaro Convertible Convertibles used to be an afterthought to manufacturers. They’d chop off the roof, add extra bracing, and call it a day. Drop-tops have come a long way over the past three decades. This Chevrolet Camaro was built from the ground up for the day it’d lose its roof. Its platform is modular, allowing Chevy to maintain the coupe’s tremendous structural rigidity in cloth-top form with 11 different structural braces it applies to Camaro Convertibles based on specific powertrain requirements.

The rest of the Camaro Convertible package is as thoughtfully done as the extra bracing is. The soft top is fully poweroperated, dropping in 16 seconds and popping up again in 17. The top works up to 30 mph, and hides behind a hard tonneau cover painted to match the body, giving the Camaro a sleeker look with the top down.

As you’d expect, the new Camaro Convertible drives much like the coupe it’s based on. It’s available with three engines, a 275-hp, 2.0-liter, turbo I-4; a 335-hp, 3.6-liter V-6; and a 455-hp, 6.2-liter V-8. I focused my efforts on the V-8-powered SS version.

Go big or go home, right?

Roughly 150 pounds heavier than its coupe counterpart, the Camaro Convertible

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SS shrugs off the extra weight. Our sixspeed manual-equipped tester still roars quickly away from stoplights, with the drop top offering up the added benefit of some extra sonic thrills from the LT1 V-8. The Camaro Convertible SS should do 0-60 mph in about 4.1 seconds. If you get sick of all the noise the cabin remains impressively quiet for a convertible with the top up.

Christian Seabaugh SPECS Price $33,695-$44,295 Vehicle Layout Fr-eng, RWD, 4-pass, 2-door conv Engine 2.0L/275-hp/295-lb-ft turbo DOHC 16-vlv I-4; 3.6L/335-hp/284-lb-ft DOHC 24-vlv V-6; 6.2L/455hp/455-lb-ft OHV 16-vlv V-8 Transmission 6-sp man; 8-sp auto Curb Weight 3,500-3,800 lb (est) Wheelbase 110.7 in L x W x H 188.3 x 74.7 x 53.1 in

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NEWS / OPINION / GOSSIP / STUFF

Ron Kiino THE KIINOTE

The Modern Stretch It’s got a 5.5-foot bed I’ve only ridden in a stretch limousine on a couple occasions, the last time being at my senior prom, back when hair bands were still popular and I had actually had some hair on my head. That 20-some-foot early ’90s Lincoln Town Car was big and comfy, replete with cushy leather seats, a minibar and TV, a phone (with a cord!), and even a bed for slumbering (or not). It was a ridiculous machine.

But cool. Spending a week in a 2016 Ford F-150 Limited reminded me of that limo.

At 231.9 inches long, the F-150 Limited isn’t quite limo long, but parking it in a compact spot resembles Shaq bunking in a twin. It’s sizable, to say the least. Despite the aluminum body, it’s close to limo heavy at 5,540 pounds, thanks to a part-time four-wheel-drive system, monstrous 22-inch wheels, an extended-range 36-gallon fuel tank (hello, 800-mile cruising range), and more creature comforts than you’ll find in many a luxury car. Heated steering wheel and heated/cooled seats? Yep. Power-deploying running boards?

But of course. Sumptuous leather upholstery and genuine wood trim? It’s a Limited, after all. Inflatable rear seat belts? Safety first.

Speaking of safety, the Limited’s forward collision warning, which helped it earn a Top Safety Pick rating from IIHS, was especially well-calibrated, delivering not one false alarm, something I can’t say about the system in our long-term Acura TLX.

24 MOTORTREND.COM / JULY 2016

ON YOUR MARK The ritzy cabin in the F-150 Limited befits a modern-day Lincoln LT.

Limos aren’t fast or agile, but I’ll tell you what is: the F-150 Limited. Sporting Ford’s best truck engine—the 365-hp, 420-lb-ft, twin-turbo, 3.5-liter EcoBoost V-6—the 2.8-ton Limited stampeded to 60 mph in 5.8 seconds and through the quarter mile in 14.5 seconds at 94.4 mph. It wasn’t that long ago that the Mustang GT was running those kinds of numbers. Or, for that matter, the Miata we ran at last year’s Best Driver’s Car. Around our figure-eight course, the F-150 put down a time of 27.2 seconds, 0.3 quicker than a Honda Civic Touring sedan and 0.4 quicker than the lighter (5,326 pounds) and torquier (443 lb-ft) turbodiesel Range Rover Sport HSE Td6.

Further, the F-150’s 60-0 braking distance—a stout 114 feet—proved 6 feet shorter than the Rover’s and 9 shorter than the Civic.

The Limited is so named because it’s limited to those who can fork out $67,560. I know, that kind of cash requires a big pitchfork. But guess what? Trucks are no longer

the inexpensive workhorses they once were; they’re high-priced thoroughbreds now, sometimes cresting 80 large for a loaded-up heavy-duty. Heck, even a rear-drive Toyota Tacoma Limited we recently tested cost $37,254. People tend to scoff at expensive trucks. Maybe they’re not all that likable because they look so big and cumbersome. Or maybe folks think anything with leaf springs, a solid rear axle, and an open cargo bed ought to cost as much as a riding lawnmower.

We’re as guilty as anyone. Chris Walton, Kim Reynolds, and I shook our heads while discussing the Limited’s price at the test track.

Yet for about that same amount of money, we lauded the $73,045 Cadillac CTS V-Sport, awarding it first place in a comparison test, in part because it was a “killer value.” Sure, the Caddy is handsomely styled and lavishly equipped, zips to 60 in 4.7 seconds, and hugs asphalt at 0.93 g. But equally impressive, the F-150 Limited offers rear-seat passengers 43.6 inches of legroom—more than half a foot more than the CTS—while being able to haul a makeshift 1,450-pound hot tub in the bed.

In my next life, I’m taking the F-150 Limited to prom. With the hot tub. Q

The F-150 Limited isn’t quite limo long, but parking it in a compact resembles Shaq bunking in a twin.

With an all-new 400-horsepower 3.0 Liter V6 twin turbo engine and customizable Direct Adaptive SteeringŠ*, see how the powerful 2016 Q50 Red Sport 400 is giving gravity a run for its money.

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NEWS / OPINION / GOSSIP / STUFF

Frank Markus TECHNOLOGUE

Low ’n’ Slow Tech helps build low-volume cars precisely, profitably In 1986, I worked as a quality engineer in Chrysler’s Sterling Heights assembly plant. I wasn’t terribly proud of the craftsmanship of the Shadows, Sundances, Lancers, and LeBaron GTS models we were spewing out in those days, but that experience served to pique my interest in learning about new technologies and processes engineered to improve the assembly efficiency and build quality of today’s cars and trucks.

Most such innovations are aimed at plants that crank out a (now vastly better) car every minute. I was therefore especially intrigued by the innovations in place at two plants I visited that don’t even produce one car per hour: the Bentley Mulsanne line in Crewe, England, and the Acura NSX Performance Manufacturing Center in Marysville, Ohio.

Each is geared to build roughly 2,000 very special cars per year for customers who demand perfection. Sure, their sticker prices could pay for an army of technicians to build the cars entirely by hand, but fallible human hands are not ideally suited for all tasks, and the business case won’t support a level of automation approaching that of the Accord factory next door to the PMC. So both Bentley and Acura employ an intriguing mix of man and machine assembly. The robots in use by each are impressive multitaskers. Two robots assemble the Mulsanne’s aluminum doors, hood, and trunk. One robot mounts various attachments needed to move the different panels into their assembly jigs, and the other rivets various inner panels together. A technician manually applies adhesive, and then

the first robot switches attachments again and rolls the outer panel hem flange over the inner panel, completing the job. Acura uses a similar flange-rolling bot to accomplish what would otherwise be a trip through several stamping dies. Roughly half of the 5,800 resistance spot welds holding the Mulsanne’s steel unibody together are robotically applied, but the very visible seams joining the roof to the rear quarter panels are brazed and hand-finished until they disappear.

The NSX’s cast and extruded aluminum space frame is largely joined by 115 feet of robotically applied MIG welding. The robots are faster than humans, so less heat goes into the parts, and where heat threatens to distort an assembly, the robots are programmed to alternate welding on opposite sides so that any distortions correct themselves.

Robo MIG welding probably won’t transfer to the Accord line, but several PMC innovations are candidates to make this

Both Bentley and Acura employ an intriguing mix of man and machine assembly.

8 TO 800 Nobody will ever hand-stitch Accord or Camry steering wheels together like the Bentley one above, nor will they robo-MIG weld them together like the NSX at left. But they’ll likely get aligned and primed like the NSXs at right are.

26 MOTORTREND.COM / JULY 2016

“8-to-800” (cars/day) transition, including a new zirconium electro-coat primer that adheres well, prevents corrosion, and produces no sludge, eliminating one of the few remaining assembly-plant landfill streams. Reverse-osmosis filtering of the water from the pre-rinse baths in the e-coat process allows it to be reused as a spot-free water source for the leak test at the end of the line. A swivel chair that hangs beneath the car and rolls along the alignment rack comfortably positions the technician for setting front and rear suspension alignment.

A brake function test measures brake pressure at 55mm of pedal travel, thereby assessing pedal feel simultaneously. Acura even developed a process for testing steering feel. (These last three have patents pending.)

Another interesting feature of the NSX assembly process is that the body panels are almost the last parts attached, minimizing the chance of marring any paintwork.

Bentley spends vastly more man-hours laminating and polishing wood trim and sewing 17 bull hides into an interior—nearly 2,150 hours in all, including engine build and all inspections. Acura spends fewer man-hours and a bit more machine time, and it offers far less personalization, but both vehicles demonstrate an incredibly high— and brand-appropriate—level of build quality.

Young quality engineers at both companies have much to be proud of. Q

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Maximilian Missoni was appointed to head of Volvo exterior design at the ripe old age of 34. One look at the lovely new S90, and you can see why. The sketches Missoni did for us represent a possibly more chiseled and sportier future for Volvo. Could we be looking at the nextgeneration V60 Polestar? We certainly hope so.

7.16 TREND

K-band false alarms driving you nuts?

The problem: Barraged by K-band false alarms lately?

Seems like they’re everywhere, and they hang on and on.

NEW: Computerized Junk-K Fighter analyzes What changed? A new safety and rejects most blind-spot warning systems. feature, the lane-change, or blind-spot, warning often uses K-band radar to “see” nearby cars.

From the Motor Trend Archive...

REARVIEW

V1 has the solution The old problem of K-band door-openers was self-limiting. Buildings don’t move. You’re soon out of range. But a blind-spot system may tag along with you for miles. You’re stuck, not knowing which car to maneuver away from.

Introducing Junk-K Fighter : It recognizes these junky false alarms and excludes them. And it’s now built into all new V1s.

We can build one for you. Try it for 30 days. If it doesn’t satisfy for any reason, send it back for a full refund. ©2016 VRI

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7 .16 TREND

They Say

Bill Fay

GROUP VICE PRESIDENT AND GENERAL MANAGER, TOYOTA

From replacing the iconic Prius to killing Scion, Toyota’s been moving fast the past few months. To get an idea of where the company is headed in the near future, we spoke with the man responsible for keeping it all straight, group vice president and general manager Bill Fay.

Interview

The new Prius Prime represents a drastic departure from the old Prius/Prius Plug-In Hybrid relationship. What was the rationale for making the Prius Prime its own unique product with its own look inside and out versus just a plug-in version of the new Prius?

I think it’s nice to see we’re able to sell and market a car that has quite a bit of [visual] differentiation; I think that’s going to allow us to really take the Prius Prime and separate it a bit from Prius. The initial feedback has been much more positive than anything—although it is a bit polarizing.

We all in the industry still have some work to do in order to make the mainstream customer be able to differentiate a hybrid, a plug-in hybrid, and an electric vehicle from each other. That becomes our biggest challenge, but it’s an industry challenge. It’s not just a Toyota challenge. I think that to be able to have some styling that differentiates the hybrid and the plug-in, and maybe a different name now with Prius Prime, I think that will help us accomplish some of that differentiation.

One of the biggest purchase considerations for the Chevrolet Volt has been its electriconly range, which is now at 53 miles with the new generation. Why not try to match the Volt’s range instead of going with a smaller battery and 22 miles of estimated range?

I think the company took all those key purchase considerations and decided to try to find the right balance so that we can have a compelling story for customers. It’s the 120 mpg-e. It’s the overall range that improves almost 100 (from the Prius Plug-In) into the 630 range on a full tank of fuel. It’s the 22 (miles of range). It’s the time that it takes to charge a vehicle, so we’re going to be charged from a normal outlet faster than Volt or, I think, anything else on the market.

So I think there’s several key points, and if you just focus in on that electric range, we’re a bit short. But I think if you look at the overall package, I think we have a really compelling 30 MOTORTREND.COM / JULY 2016

story and something that I think overall will really appeal to customers.

The Toyota New Global Architecture (TNGA) beneath the Prius has garnered quite a bit of attention. Will that eventually underpin the whole Toyota lineup?

Everything moves to the new global architecture over time. Cars will essentially happen before we roll them over to trucks. It will happen over the next several years, and we’re excited to slowly roll those out and incorporate those benefits to what we do from a sales and marketing standpoint.

The Toyota C-HR subcompact crossover will be the next vehicle in the U.S. to ride on TNGA. Does a small crossover present any unique challenges for this market?

I think it’s going to take learning from RAV4 and the growth of that segment [to be successful] because it’s so dynamic and growing so fast that it’s pulling some of those older buyers, it’s pulling from millennials, and it’s pulling from all parts of the market.

As you finalize the development of a product that’s going to be offered in the lineup right below (RAV4), I think you’ve got to take into account some of the purchase considerations that people are buying small sport utilities for. [We need to] make sure they’re incorporated into C-HR and be able to put together a compelling package so that you have all the benefits of those sport utilities, but you have enough utility in them for a smaller version of what RAV4 offers. We think we have a nice mix of a quirky and compelling look [with C-HR] and a good efficient package inside, so I think we’ll deliver a pretty good product about a year from now. Christian Seabaugh

We’re going to be charged from a normal outlet faster than Volt or, I think, anything else on the market.”

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NEWS / OPINION / GOSSIP / STUFF

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Your Say...

READERS’ THOUGHTS ON PAST ISSUES Made in China In the April 2016 issue, Edward Loh writes (“The Lohdown”) that he doesn’t understand why Americans are opposed to buying cars made in China when we are OK driving American trucks made in Mexico, German SUVs assembled in Alabama, and Japanese cars built in Indiana. The reason it matters is that China has a horrible record when it comes to human rights, the environment, and stealing our military and production secrets and methods. And as far as the other products Mr. Loh writes of that are made in China for American companies—clothes, shrimp, and phones—I avoid buying anything made in China regardless of the country of origin of the brand on the label, and I know many others who do the same. American-made does still matter to us, and it really should to everyone living in this country.

GREGORY J. PALMA NUTLEY, NEW JERSEY

We won’t try to change your mind. Plenty of Americans agree with you. Our point was not that China’s perfect. Rather, we intended to suggest that in a global economy where many of the things we buy are already made in China, this is no different. If you didn’t care before, now isn’t the time to start.—Ed.

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I just finished reading the editorial in your April issue on Chinese-made cars (“The Lohdown”). As with all of your articles, it was well-written and presented a good case. This one struck a personal chord with me, however, that I need to respond to.

For many reasons, the U.S. no longer has a robust manufacturing base. In my opinion, manufacturing is the key to a healthy economy. Not everyone can or has the desire to work in service industries or (heaven forbid) government.

I used to work at two vehicle-

LETTER OF THE MONTH Automotive escapism

Please excuse me for writing to you from the confines of prison and disturbing your sanctity and serenity.

Be that as it may, I come to you from a dark place emotionally and spiritually.

See … I was once a happy and content Motor Trend lifer, way back when Truck Trend was new. Then it happened. I was led astray. Flimflammed. Bamboozled.

Hoodwinked. Seduced by two scantily clad twins, whispering amorous, lusty thoughts into my ear. “You can do better than Motor Trend. She is only one. We come as a package. You’ll have two of us for what it takes for just her. Both Road & Track and Car and Driver. Ditch her and come with us,” they told me.

I broke weak. I cheated. And as I soon found out, sometimes two cheap dates are not as good as one. Sure, I had my way with the twins, but I never truly felt as satisfied as I was with you. Only used and neglected. Their writings, musings, and editorials were all subpar—need I say trashy?

Motor Trend spoiled me. They soiled me. They just can’t do it like you, not even close.

Please forgive me for leaving. I’m ready to come back home. I don’t have any subscription cards; please email your subscription department my info.

Oh, and tell Cadillac it needs to stop BSing and bring back the wreath, the Eldorado, the Seville, and the DeVille.

We can keep just one, the CTS, but no more CT-XT crap. Chevy, where’s my 2017 ZR1 with 712 hp? Also my 2017 Camaro IROC-Z with 505 hp? I know there’s no International Race of Champions, but who cares? The average IROC buyer didn’t know it existed, nor what it stood for other than it’s a cool-sounding name on a hot car. Period. Get it?

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Motor Trend A year full of informative and entertaining tests, comparisons, and reviews, exclusive sneak peeks at future vehicles, and auto-industry news from the world’s automotive authority seems like a nice prize to us.

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Your Say... assembly plants. To me, this was heaven on earth, as it would be for any automotive enthusiast. I witnessed firsthand the hard work that many men and women performed on a daily basis, churning out vehicles. To anyone who has experienced it, there is no greater mechanical symphony than a vehicle assembly line humming at full tilt.

Those plants represented many good jobs, which enabled people to raise their families and contribute to the local economies.

Unfortunately, both plants closed. My wife, due to medical issues, no longer was willing to relocate. This forced me to find work elsewhere in the lower-level manufacturing that still exists in the area.

I could feel my jaw clench when reading the part about the Buick Envision going on sale this year, as GM’s “first” Chinese-built vehicle to be sold in the USA. The implied message is that there will be many more if this one is a good seller. This vehicle could easily have been built domestically at either of the two plants that closed. Taxpayer money was utilized to save GM from extinction, much of which will never be repaid.

I was under the impression that one of the loan conditions was to preserve North American jobs, not export them.

Your article asked why a Chinese-made vehicle should matter since we have already given away most of our other manufacturing. For me, it matters. I know firsthand the jobs that this type of vehicle could have provided domestically. For me, this is the line in the sand. We, as a nation, should never have let our manufacturing base erode to this level. Future generations will study this in school and wonder why we did this.

BILL WILCOX MIDDLETOWN, DELAWARE

Back-seat measurements I enjoyed Ron Kiino’s April column comparing the Audi S3 and the Chevrolet SS (“The Kiinote”). I’d love to have each one for a weekend of road and track, but like Ron, I wouldn’t necessarily have thought of them at the same time. Your line about needing a wolverine and a mamma grizzly wrestling in the back seat to even the scales was brilliant.

I still laugh out loud every time I think of it.

W. JOSEPH BRUCKNER MINNEAPOLIS, MINNESOTA

We also considered two linebackers (yawn), three Alan Muirs (but there can only be one), or 375 European swallows carrying coconuts (… though suppose if two swallows carried coconuts together?).—Ed.

The (Almost) Best Way to Use a Gallon of Gas It’s great to see you highlighting efficiency and putting these cars to the test (“What’s the Best Way to Use This Gallon of Gas?” April 2016). However, I’m surprised to see you write that the U.S. had “become unexpectedly oil independent.” Although it’s true that the U.S. has allowed exports of crude oil for the first time in 40 years, the U.S. is still a major importer of oil and other petroleum products. Different grades of oil and various petroleum products come in and out of the country, but U.S. net imports are still very large, the second-largest in the world (behind only China).

MASON INMAN OAKLAND, CALIFORNIA

In order not to get into a position where its hands are out for another bailout, GM needs to make sensible business decisions, including building a vehicle where three-fourths of them will sell, not tooling a new plant for a unique vehicle with no direct platform mates in the U.S. When platform mates come along, as they’re scheduled to, it will likely make good business sense to build the Buick in this country.—Ed.

Kim Reynolds offers an explanation: “I got way ahead of myself in stating that the U.S. is energy independent. While imports have dropped by about 60 percent since 2006, the impact of persistently low oil prices on domestic tight-oil production (fracking) could slow or even reverse the decline in imports. Inman is right.” Inman is the author of “The Oracle of Oil,” a biography of M. King Hubbert, the “father of peak oil.”—Ed.

My major concern is quality. China can’t even make something as simple as socks correctly.

About half of the time I put my Chinese-made sport socks on, I find that they have sewn the L’s and the R’s on the wrong socks.

You were slightly disappointed in the Volt’s fuel economy when using it in chargesustaining Prius mode and in its “only 50-mile EV range” (“What’s the Best Way to Use This Gallon of Gas?” April 2016), yet you never turned the tables on the Prius and asked it to perform as though it were a Volt.

For instance, how far can the new Prius be driven in pure EV mode? A couple of miles?

ERICH BABEY COQUITLAM, BRITISH COLUMBIA

You raise a fair point; we have similar problems with their USB cables.—Ed.

7.16 TREND THE GOODS REJECT OF THE MONTH

“fire-breathing hoverboards” This is important because many (most?) real-world Volt owners use their Volts as the electric cars that they are and in many cases drive literally thousands of miles while using almost no fuel at all. Carefully tailoring usage patterns to the Volt’s specific efficiencies results in amazingly low fuel consumption.

Trying the same with the Prius will result only in achieving the economy levels that you’ve already seen because its EV battery is so small that the car is essentially useless in pure EV mode. Instead of trying to hammer a Volt into a Prius hole, you should have admitted that you were comparing an apple to a pomegranate.

ROBERT GOSSELIN RACINE, WISCONSIN

As always, YMMV. And yes, in the case of the Volt, YMMV a lot. At least we didn’t compare it to the Apple car.—Ed. On page 51 (“What’s the Best Way to Use This Gallon of Gas?” April 2016), it may be me or the magazine, but the graph for EU CO2 regulation is 130 g/km by 2025 and 95 g/km by 2020. By my logic it should be 130 g/km by 2020 and 95 g/km by 2025. Your text also says

that “the EU’s 27 percent noose-tightening on CO2.” So I’m a little confused.

BEAR BLACK VIA EMAIL

As it turns out, the metric system does not, in fact, apply to years. European emissions regulations, like in the U.S., will get tighter over time, and 2025 is indeed after 2020. 2025 should have read 2015. Also wrong on that graph: China’s regulations tighten from 8.6 to 6.0 liters/100 km, a 30 percent reduction.—Ed.

Passing the flame While my dad was a pastor and not a huge car guy, Angus MacKenzie nailed the essence of father-son relationships in his April 2016 column (“The Big Picture”). If we’re lucky, we are able to light our candles from the ones passionately held aloft by our dads; if we’re really fortunate, our kids then want to light theirs from ours.

JERALD OGG JR. MARTIN, TENNESSEE

Dozens of readers wrote in to share similar sentiments, reminding us that sometimes a car is more than just a car. Angus thanks you all for the kind words.—Ed.

READERS ON LOCATION RETIRED Air Force Senior Master Sgt. Mike Buxton says he took a break from marshaling at the Pebble Beach Pro-Am to enjoy the breathtaking views at the Monterey Peninsula Country Club, but we’re not convinced he was thinking about the scenery. Probably dreaming of a golf cart with a little more horsepower.

TESLA EXCLUSIVE After the Lotus-built Roadster put Tesla in the minds of car enthusiasts and hearts of environmentalists, the Model S sedan, our 2013 Car of the Year, put the company on the map. The recently released Model X SUV, the world’s first electric seven-passenger SUV (and the quickest crossover we’ve ever tested), is important, too, but it’s the 2017 Tesla Model 3 that’ll make or break the company.

Billed as the “affordable” Tesla, the $35,000—before any available federal or state incentives—Model 3 slots below the Model S in the lineup and is designed to make zero-emissions driving attainable and desirable for every driver. About 90 percent the size of a Model S, the Model 3 benefits from advances in battery chemistry, Tesla’s first Gigafactory (see page 50), and a new chassis made primarily of steel with aluminum body panels in order to meet cost targets.

Tesla chief Elon Musk is characteristically keeping his cards close to his chest when it comes to Tesla’s new car, but he still promises that buyers of base Model 3s will get a lot of car for their money. All Model 3s will be Supercharger network-compatible and offer up a minimum EPA-rated range of 215 miles. The Model 3 will also come standard with Autopilot hardware and safety tech, but activating Autopilot and other “convenience features” such as Summon and automatic lane changing will be optional.

38 MOTORTREND.COM / JULY 2016

ONE OF MANY It’s still a work in progress, but the official name of Tesla’s factory, Gigafactory 1, hints at more to follow. At right, the Model 3 is the first Tesla since the Roadster to forgo complex doors. In place of electronic handles or automatic doors are simple GT-R-style levers.

S3X ELECTRIFYING

Words Motor Trend Editors Photographs Robin Trajano, Brian Vance

WE GO DEEP INSIDE THE TESLA LINE: UPDATED MODEL S, ALL- NEW MODEL 3, AND FIRST-EVER MODEL X SUV

NIP TUCK The Model 3 and X couldn’t exist without this car.

The Model S gets its first visual update since its 2012 launch this year with the new grille-less face.

FUTURISTIC Elon Musk openly says Tesla’s fascinating new Model 3 was funded by sales of the S and X; Tesla’s received nearly 400,000 preorders.

COVER STORY

NO COMPROMISES What’s more American than having it all? The Model X SUV is both eco-friendly and quicker than your neighbor’s Ferrari.

The Model 3 will come standard with Autopilot hardware and safety tech.

TESLA EXCLUSIVE Like the Model S, the Model 3 will come standard with a single motor driving the rear wheels or an optional dual-motor all-wheel-drive setup, with a sub6-second 0-60 time on the slowest model. We’d bet on a variety of motor options being available, including a Ludicrous mode-enabled “P” model. We also suspect the Model 3 will come with a couple different battery size options, ranging in size from 55 kW-hrs to about 70 kW-hrs, possibly boosting range to 245 miles.

It may not look it from photos, but the new Tesla Model 3 is actually quite striking in person. About the size of a BMW 3 Series, the Model 3 looks svelte and sleek—taut, like it’s ready to pounce. The front end without a grille might take some getting used to for some, but it works.

WE ASKED OUR DESIGN GURU, TOM GALE, AND ARTCENTER COLLEGE OF DESIGN INSTRUCTOR TIM HUNTZINGER to weigh in on the Model 3’s design. Although Gale’s are the eyes of monumental experience (Chrysler LH sedan, Plymouth Prowler, and original Viper), Huntzinger’s have seen the emergence of California’s burgeoning EV scene (he’s worked for Fisker and Coda) and the cutting-edge creativity of design students. Let’s listen in.

ITS PROFILE GALE: The car’s proportions accomplish a good balance between rear room within the shortened overall length. The risk here is that the roofline

(in side view) would hang onto a fullness like the Panamera’s, making the side view appear much heavier. But the Model 3 walks this fine line very skillfully. And not only are the proportions of the wheels and tires remarkably good, but their graphics are also critical given the car’s clean surface and absence of gratuitous ornamentation.

See that “light catcher” between the wheels? It

ITS EV-NESS HUNTZINGER: Although the market still expects EVs to be showcased very differently than conventional cars, Tesla has eschewed the efficiency proportions of the Prius or BMW i3 and opted for a performance language with more subtle styling cues to differentiate itself. What if I were to critique this as I would a student project? At ArtCenter, we expect our transportation design students to push the boundaries of design—but production vehicles have a totally different set of priorities. Still, the Model 3 feels optimistic and exciting. Personally, I’d say that perhaps they could have pushed the stark simplicity even further and created an even more polarizing design statement.

ITS SURFACING GALE: The Model 3 is impressive for its surface purity and avoidance of excess. It’s clean and refined with similarities to the Model S. This is a significant design challenge since you don’t have the length and width to resolve the same forms. And moldings and ornamentation suggest value rather than cost savings to me. The bright side window moldings not only add perceived value but also are recognizable Tesla cues. There are almost no other moldings; instead, there are character lines and shadows that serve the same graphic solution. The A-line between the wheels avoids the temptation of over-gesturing found on almost every other midsize sedan.

contrasts with the sill and is important to the feeling of forward movement.

HUNTZINGER: The sweeping roofline maximizes interior space and maintains a serious and sporty profile without appearing overly aggressive. The expansive glass roof paired with a high roofline and ridged tumblehome lends a modern feel without looking like a Jetsons-esque caricature.

MULTITASKERS The Model 3 (right) gets nonstop attention while our photographers and videographers capture the Model S outside the frame.

THE REAR GALE: In rear view, the relationship between the wheels and body and glass definitely lends a look of capability, particularly in how the rear wheels’ forms extend beyond the upper body mass, resulting in a wide track appearance. On the other hand, the upper cabin appears narrow due to the car’s slimmer width (compared to Model S), higher tail, and rear backlite extending up into the roof. However, this sense of track width enables the high “cheekbones” and sharp fender peaks to contrast with the soft forms leading to them.

THE NOSE GALE: This seemingly unresolved grille area is interesting.

Perhaps it’s deliberately controversial, because we certainly recognize it as Tesla. But in time, I wonder if moving the Tesla badge from the frunk to the fascia and having some lateral element to support it might have been more successful.

HUNTZINGER: The most spirited discussion seems to be in the design of the nose. It is a bit polarizing but probably deliberately so. This lack of visual clutter combined with surfacing that suggests there was once something there is attention grabbing. It leaves the observer contemplating the styling longer than a quick read of good or bad.

LIGHT SHOW The Nevada sunset lovingly paints the Model 3’s silver color and dramatically sharp-edged design.

JULY 2016 / MOTORTREND.COM 41

TESLA EXCLUSIVE

Model X

Tech Guesses More than a mini Model S? It’s mighty tempting, of course, to pigeonhole the Model 3 as merely a mini Model S. All of its technical landmarks are famous to Model S fans: the giant pancake battery (and thousands of liquid-cooled cells) under the floor, the compact rear electric motor, the trunk up front, and the smaller frunk when the car is equipped with a secondary dual electric motor. Fremont, California, is a virtuoso at choreographing this outlier architecture into a game-changing driving experience, and the 3 promises the same—albeit at a smaller scale.

Although exact dimensions aren’t available, our estimates suggest it’ll be a 90 percent scale Model S—6 percent shorter, 4 percent narrower, but about a similar height. However, as the battery’s footprint is constrained by the wheelbase (it’s maybe 97 percent of the Model S’), the volume of the battery case might only be 6 percent smaller, suggesting room for as much as 80 kW-hrs at Tesla’s current energy density—or potentially

a 260-mile range. Makes you wonder if Tesla’s leaving room for more cells as the price drops (the immediate constraint being that $35,000 price bogey). A 215-mile range, as officially claimed, points to about 55-70 kW-hrs.

The 3’s side view is telling in this regard. The priority of the wheelbase pinches the front overhang, but not unattractively. Compare for a moment the profiles of the Model 3 and BMW’s 340i. That ancient horse-before-the-wagon long-hood/front-engine profile of performance cars suddenly looks kinda tired, doesn’t it? (And the puffed, pedestrian-friendly hood only exacerbates the problem.)

Configured as either rear-drive or dual-motor, rear-biased AWD, the prototype Model 3 continues Tesla’s speccing of staggered tire sizes—Michelin Pilot Super Sports, 235/35ZR20s in front, fatter 275/30ZR20s in back. It’s not just for looks or weight distribution, though. An electric motor’s instant torque and Tesla’s notably high regen brake drag exercise the rear rubber pretty hard. And although the car’s sprung by cheaper steel

Yanking on the lever-actuated door handle (gone are the electrically recessing units of the Model S and the Model X’s electrically opening door) reveals a welcoming cabin that feels futuristic yet immediately familiar. Although the car is still a work in progress (Musk says the Model 3’s interior will “feel like a spaceship” when it goes into production; see page 48), you’ll find your steering wheel—a sweet two-spoke unit—and center console in the usual place, but otherwise the Tesla signature cabin has been reshuffled for the Model 3.

A 15-inch screen mounted in a landscape format on the center stack is the only one you’ll find in the Model 3. It’s perfectly located to allow both driver and passenger use, and it also appears to offer a newer 42 MOTORTREND.COM / JULY 2016

springs, the 3 appears to be suspended by the Model S and X’s signature suspensions—upper A-arm/lower virtual-pivot dual links in front, multilink with a lower A-arm in back.

A mass-produced aluminum car is still cost-prohibitive, so the 3 is mainly steel with aluminum panels. As such, it won’t be as light as its scale suggests. Moreover, the fishbowl roof’s square yards of glass threaten to ratchet up the center of gravity (unless it’s supplanted by Corning’s automotive Gorilla glass).

Nevertheless, the 3’s lightningreaction torque response, lightweight motor(s), low battery pack, and slimmer dimensions signal a car that should still revolutionize the driving dynamics of the everyman sedan. Understand, Tesla is still threading a needle here. Its human-machine interface will have to be reimagined to an Apple-like usability, and unlike early adopters, mass-market EV drivers are unlikely to accept waiting at a full Supercharger station. And on trips, the smaller battery will require charging to a

198.3 Model S

196.0 Model 3

184.1 BMW 340i

182.8 higher level before setting off for the next charger—something you’d like to avoid, as topping off the battery is vastly slower.

But Musk being Musk, there will certainly be ludicrous performance versions of the car, too. BMW 3 Series, I think you’re looking at your worst nightmare. Kim Reynolds

2017 Tesla Model 3 SUPERCHARGED The Tesla Model 3 will be capable of longdistance travel using Tesla’s quick-charging and free Supercharger network. There are more than 600 stations with more than 3,650 chargers across the U.S. and Canada, with the network slated to grow leading up to the Model 3’s launch.

BASE PRICE

$35,000 (excluding applicable tax credits)

VEHICLE LAYOUT

Rear- or front/rear-motor, RWD/AWD, 5-pass, 4-door sedan

MOTOR(S) TRANSMISSION

AC induction, 221-hp/244 lb- front; 235-hp/317- -lb rear* 1-speed automatic

CURB WEIGHT WHEELBASE

4,200-4,350 lb* 113.0 in*

LXWXH 0-60 MPH

184.1 x 74.2 x 56.5 in* 5.9 sec (mfr est)

EPA CITY/HWY/ COMB FUEL ECON

Not yet rated

ON SALE IN U.S.

Late 2017

*MT estimates based on image scaling, best intelligence.

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TESLA EXCLUSIVE

CONFIRMED: Model S Loses the Grille In April, Tesla announced the refreshed Model S sedan, which features a revised exterior with a new front fascia without a grille, similar to the Model X. New headlights have also been added to the Model S to give it a family resemblance to the rest of the Tesla lineup.

In addition to cosmetic changes, the Model S also gains the Model X’s HEPA filtration system.

According to the automaker, this filter is 100 times more effective than other premium automotive filters; it removes all allergens, bacteria, contaminants, and at least 99.97 percent of exhaust pollution. The standard onboard charger on the Model S has also

been upgraded from 40 amps to 48 amps for faster charging when connected to higher-amperage charging stations. Two additional interior trim choices, Figure Ash Wood Decor and Dark Ash Wood Decor, have also been added.

Despite rumors of a new 100-kW-hr battery being part of the refresh for the Model S, Tesla hasn’t revealed whether the sedan will receive a larger battery than the current 90-kW-hr unit offered.

Production of the refreshed Model S has already begun at Tesla’s factory in Fremont, California. The automaker will continue to add new features and functionality to the Model S through over-the-air software updates for free.

Stefan Ogbac

FIRST DRIVE

2016 Tesla Model S P90D During our marathon shoot, few of us spent much time with the updated Model S that Tesla trucked straight from the factory in Fremont, California, to the Gigafactory parking lot. At one point, however, photographer Robin Trajano needed cornering shots of the face-lifted car and asked me to drive the Deep Blue Metallic sedan quickly past his camera.

After 10 fast passes on the access road, it occurred to me that I was the first member of the media to drive the refreshed 2016 Model S. How did it drive? Pretty

much the same way a 2015 Model S drives. It’s quick, nimble, and incredibly easy to flip around for pass after pass. Once finished, I commented that the throttle tip-in was super aggressive on this new S. Kim Reynolds reminded me that Teslas have a “creep mode,” but this car’s was turned off.

While it doesn’t drive any differently, the striking new nose, subtly revised headlights, and other tweaks may be enough to send current Model S owners back to the Tesla shop for some plastic surgery. Brian Vance

“Bioweapon defense mode” now onboard. version of Tesla’s infotainment software. All driver information, including speed, range, and Autopilot status, is located on the left side of the display, so it’s only a glance away from the road. It’ll probably take some getting used to, but a centrally located speedometer has become par for the course on eco-friendly vehicles such as the Toyota Mirai or Prius.

The front seats feel as if they’re mounted farther forward than one would normally expect in a BMW 3 Series-sized sedan, and that’s because they are. Musk says that he and the Tesla team wanted the Model 3 to comfortably seat five, and given the lack of an engine up front, Tesla accomplished that by sliding the firewall forward, boosting cabin space. Another key to passenger volume is above your head.

44 MOTORTREND.COM / JULY 2016

TRANSITION From the outset, the Model S wore an ovoid “grille” up front. An early concept sheathed the grille in tight chrome mesh even though it didn’t need ventilation.

Why? Apparently a smooth nose was too jarring—until now.

A full-length glass roof stretches from the top of the windshield all the way back to the trunklid, giving the cabin an open, airy feel not only due to the illusion of space but also because glass is obviously much more transparent than the steel and aluminum that the rest of the car is made of. The roofline also has somewhat of a Porsche Panamera-like line to it, increasing rear passenger headroom. The Tesla Model 3 has both a front and rear trunk. Despite the lack of a rear hatch, Tesla insists a bicycle will fit inside with the rear seats folded flat.

After futzing about the Model 3’s cabin, we had the opportunity to be the very first members of the media to go for a ride. From

TOYOTIRES.COM/PROXES

HIGH PERFORMANCE THAT NEVER RESTS.

TESLA EXCLUSIVE the passenger seat, the Model 3 feels a lot like a Model S. Our Model 3, which was a fairly well-equipped dual-motor version with optional air suspension and what we think could be a 70 kW-hr battery pack, shot effortlessly forward when our Tesla minder flattened the accelerator. Even though our car was loaded down with five bodies, acceleration was quick, smooth, and quiet. Typical Tesla. Although the Model 3 won’t throw you back in your seat like a Model S P90D will, it’s not going to leave any drivers wanting for more oomph.

The difference in acceleration between a Model 3 and a Model S is like a Subaru WRX versus a WRX STI; both are quick, but one just feels a bit more so. Handling from the passenger seat felt pretty solid, too. With the center of gravity kept low by the floor-mounted battery pack, there was little if any body roll detectable during our mini slalom course.

We still have to actually get behind the wheel of the new Tesla Model 3 before passing judgment on how it drives, but first impressions are promising. Musk says he is “fairly confident” that the first few Model 3s will be reaching a handful of customers on the West Coast toward the end of 2017. Production of the Model 3 in the company’s Fremont, California, factory will begin ramping up in earnest in 2020 once the battery-building Gigafactory is fully operational. Tesla estimates its Fremont factory, which also builds the Model S and Model X, has a capacity of 500,000 cars per year. With nearly 400,000 hardcore Tesla fans having put down $1,000 deposits on their very own Model 3s, early indications are that Tesla will need all the capacity it can get in order to meet demand. Christian Seabaugh

The Family Friendliest The Model 3 might be the most appealing family-friendly, mass-market electric vehicle ever. The Model 3 is roughly the same length and height as a Mercedes-Benz C300, but it’s more than 3 inches wider (by our most educated guess). During our ridealong, the rear seat was snug with three adults, but it’s certainly tolerable. That size coupled with a claimed range of at least 215 miles ensures the Model 3 can not only take the daily commute in stride but also pick up a few relatives from the airport on the way home.

The Model 3’s traditional sedan layout and big-for-an-EV footprint mean families with young children won’t be forced to have a second car just for hauling the kids. We test-fit two car seats in the Model 3: a rear-facing unit for toddlers and infants and a front-facing one for young children. Both fit well while still leaving the front seats in a comfy position with plenty of legroom. We’re envious of the uninterrupted view those toddlers will enjoy as they watch planes, clouds, stars, and cityscapes fly by.

Austin Lott

Of the nearly 400,000 Model 3 preorders, how many were made by young families?

TESLA TOTS Three-year-old Abe, top, is comfy in the Model 3. Who needs an iPad? One-and-half-year-old Henry has a big-screen view through the Model 3’s canopy-glass roof.

46 MOTORTREND.COM / JULY 2016

TESLA EXCLUSIVE

Inside the Fishbowl “Be on the left side of the stage and ready to go,” the Tesla PR person urged us during the Model 3 unveiling in March. “There’s going to be a big line.” As Musk was winding up his Model 3 presentation, Christian Seabaugh texted me, “Where are you?” Amid the shifting crowd, I spotted the back of his head in the murky hall. “Turn around,” I typed. He turned 90 degrees. Oh lord. “Turn around again.” He turned another 90 degrees. Christian made a funny face, and we started fast-walking toward the empty line. Handlers clicked open the slinky silver Model 3’s doors, and we swiveled in— cool. Its first passengers.

Invariably, being directed to a test car at a press event is about as exciting as getting a room key at a Motel 6.

“Name?” the guy types without looking up and pushes a key toward you. “That way,” a finger points. “Blue car.” Yeah, OK, thanks. But amid the bass thump of rock music, teeming tight-pants-wearing hors d’oeuvres servers, empty liquor glasses crowding linen-draped tables, and abstract lighting splintering the cool black night, this was a chic Hollywood premiere transplanted 12 miles south to nearby Hawthorne.

Oh, and there’s Musk’s SpaceX rocket factory looming next door as a heroic, high-tech prop. Except it’s not a prop.

Christian took shotgun up front while Chris Bacarella and I bookended an interloper from Tesla in the back row. How roomy is the smaller Tesla? My kneecap-to-seat-back gap (behind the tall Tesla driver, and I’m 6-foot-1) was a good 2 inches. Laterally, though, that guy in the middle must have wondered if I was a part-time pickpocket as I wriggled my fingers between our thighs stretching for the seat-belt latch.

(In truth, the squeeze is no worse than that of any other sedan of this size.) Headroom? I felt above my head. Plenty there, too, and then—tap—I felt the glass.

An acquaintance once had a business meeting with Elon Musk and told me that among Musk’s first words were, “I’m the world’s greatest salesman.” This glass reminds me of that. Design (that you really desire) should both function and affect you; a trademark feature of Frank Lloyd Wright homes was their unusually low entranceway ceilings that suddenly shot up high as you entered the main room.

You looked up and automatically felt better. Wright was a salesman. This view from inside the Model 3 shoots up to

48 MOTORTREND.COM / JULY

ROCKET SCIENCE The mock-up of SpaceX’s Dragon capsule is a mammoth multitouch screen.

Will it influence the Tesla Model 3’s actual instrument panel?

the clouds. I’m already envying kids who’ll eventually ride back here and stare up at stars on inky nights.

But the glass is more than translucent. Its thinness allows great rear headroom and a critical roofline shave; indeed, the whole car’s design pivots on how deftly designer Franz von Holzhausen and Co. have handled this one problem.

However, the glazing—it’s in three segments—continues forward, arching all the way to the unusually low base of the windshield, a panoramic backdrop for the dashboard.

Tesla has warned that this car’s interior is a placeholder.

The presentation was hardly over before Musk was tweeting that the absence of a driver-facing gauge cluster and the minimalist center-mounted multitouch panel “will make sense after part 2” of the Model 3’s introduction. “Wait until you see the real steering controls and system for the 3. It feels like a spaceship.” Not far away at SpaceX, the controls of the Falcon 9’s Dragon capsule are being readied for manned launches in two or three years.

Spaceship interiors aren’t science fiction around here.

Musk’s said an all-autonomous Tesla could be ready in three years (aside from pesky regulatory issues). Might the Model 3 be anticipating autonomous driving in the same way the Model S was quietly pre-engineered for its dualmotor AWD? Maybe we’ll find out when the World’s Greatest Salesman lifts the sheet at the Model 3’s next reveal. Kim Reynolds

HOW FAR WILL YOU TAKE IT The road to adventure takes many forms, and the all-new RAV4 Hybrid helps you explore it all with class-leading mpg.1 Toyota’s proven hybrid powertrain compromises nothing, serving up more horsepower 2 for thrilling acceleration.

And when you need additional traction, the Electronic On-Demand All-Wheel Drive with intelligence (AWD-i) delivers power to the rear wheels. The all-new RAV4 Hybrid: the only choice, whichever adventure you choose.

Prototype shown with options. Production model may vary. 1. 2016 EPA-estimated 34 city/33 combined mpg for RAV4 Hybrid.

AWD-i models only. Actual mileage will vary. 2. When compared to 2016 RAV4 gas models. Š2015 Toyota Motor Sales, U.S.A., Inc.

TESLA EXCLUSIVE

Tesla’s Gigafactory 1 Imagine 100 football fields Twenty-five miles east of downtown Reno, Nevada, in the rolling hills south of Interstate 80 sits one of the largest graded construction pads ever made.

On this site, Tesla has been busy rapidly constructing a behemoth of a lithium-ion battery factory that will eventually be one of the world’s largest buildings. The fully realized factory is not scheduled to be finished until 2020, but already the structure is big by any measure; it’s currently running 24 hours a day and producing Tesla Powerpacks and Powerwalls. Eventually Tesla will make Model 3 battery packs at this building, dropping the cost of Tesla batteries by 30 percent. Here are some gigafacts to wrap your head around.

•

It will be the biggest lithium battery factory in the world and will be bigger than the sum of all lithium battery factories currently in existence.

As of May 2016, its footprint covers 800,000 square feet, but it has several levels to provide a total of 1.9 million square feet. The 800,000 square feet is 14 percent of its eventual square footage of 5.8 million square feet (approximately 100 football fields).

•

• • •

Its footprint will be one of the largest in the world.

6,000-plus people will work inside the completed factory.

Eventually the building’s roof will be covered in solar panels making this a net zero energy factory.

According to Fortune.com, some of the lithium used for battery cell production will be mined from nearby Nevada mines.

In an interview with Fast Company, Musk said the finished factory will be composed of four different structures built on four separate foundations so it can better withstand earthquakes.

The name Gigafactory comes from the factory’s planned annual battery production capacity of

• •

35 gigawatt-hours (gW-hr). One gigawatt-hour is the equivalent of generating (or consuming) 1 billion watts for one hour, or 1 million times that of 1 kW-hr.

Estimated Gigafactory cost: $5 billion. Brian Vance

•

SPARKS Gigafactory 1 isn’t actually in Reno. That’s just the biggest little city nearby.

Technically, what will be the world’s second largest building is situated in the town of Sparks, Nevada. Yeah, Sparks. That Elon has some sense of humor.

•

More, please Are you a fan of the Model X and feeling a little left out? Turn to page 84 for our First Test of Tesla’s controversial SUV and see how it stacks up against the world’s most luxurious MPV.

50 MOTORTREND.COM / JULY 2016

COVER STORY

Whether you believe the Model 3 will be a reality next year or five years from now, its unveiling was an auto industry milestone.

When nearly 400,000 people raised their hands for the Model 3 and cemented the conviction with a $1,000 deposit, a new business model in a staid industry was born.

While conventional automakers seek board approval to tap cash reserves or issue bonds to pay for new vehicles, the ever-unconventional Tesla showed crowdfunding gets the job done in two weeks.

Those deposits gave Tesla about $400 million to play with that it did not have before the March 31 unveiling. By CEO Elon Musk’s calculations, with the average Model 3 expected to sell for about $42,000, the deposits equate to almost $17 billion in future sales. By contrast, Tesla had about $4 billion in global revenue last year.

Even Musk was floored by the response. He anticipated fewer than half the deposits he received and must now scramble to find a way to build all those cars.

No one expects all the handraisers to convert to buyers.

Deposits are fully refundable, and many will want their money back long before they ever get their hands on a Model 3 if Tesla’s past launch history—the Model X was two years late—is any indication.

The deposits are not listed as revenue for Tesla, but they represent an unexpected cash flow with virtually no strings attached.

The money is not held in escrow.

It is not protected if Tesla declares bankruptcy, and there really is nothing preventing Musk from using it to sail off into the sunset on a giant yacht. It likely will be used to defray costs for a company that is not generating profit and burned through about $2.1 billion in cash in 2015. Tesla has huge bills to pay

Melpomene/Shutterstock.com

Disrupting Demand Model 3 deposits surprised even Musk

the rest of the industry? Caldwell does not think so. “It would be hard for anyone except Tesla with a CEO who launches rockets. I doubt others could do it successfully.”

In fact, most automakers don’t take deposits for vehicles not yet on sale—let alone for cars the hand-raisers have not even seen and can’t take home for years.

Even if it was unplanned and cannot be duplicated, Tesla once again turned normal business practice on its ear. Instead of developing a car in secret and hoping it is a hit when it is unveiled years later, it appears the Model 3 will be developed with public input and money. Another mold is broken.

to complete its $5 billion battery Gigafactory and tool its car plant in Fremont to build the Model 3.

So while FCA CEO Sergio Marchionne sought partners and spun off Ferrari to help fund his five-year business plan, his equally audacious counterpart turned the unveiling of a concept car into a giant automotive Kickstarter.

“He turned the process on its head,” said Jessica Caldwell, senior analyst for Edmunds.com. “A lot of the money raised was unintended; it was not planned to raise money to fund further development of the car. It was a nice consequence.”

But could it become a model for

Alisa Priddle

Elon Musk turned

the unveiling of a

concept car into

a giant Kickstar t

er.

JULY 2016 / MOTORTREND.COM 51

WHAT’S NOW SPORTS/LUXURY Trans Am Worldwide Trans Am

What’s New: The Camaro’s stout performance and classic style sometimes spark nostalgia for its lamented Pontiac twin, so TAW has been reskinning gen-five Camaros as ’77-’78 Trans Ams, complete with screaming chickens, shaker hood scoops, and optional T-tops. Design work on an Alpha-platform Trans Am is well underway, and it will offer two styling options—1969 or the Bandit-era look. Each will offer SLP engine upgrades of the LT1 V-8 likely mirroring the stages of Roots-supercharged tune available on the old LS3 (550, 650, and 700-plus hp). What’s Not: The idea of Pontiac-ifying Camaros or Plymouth-izing Challengers, though TAW raises the production quality to much nearer original equipment manufacturer levels. When: Spring 2017 How Much: $71,000

Words Motor Trend Staff

WORLD IN TRANSITION FR0M MAINSTREAM EVS TO NEW CLASSES OF SUV, WE HAVE MORE CHOICES THAN EVER. Buick LaCrosse

What’s New: The Buick LaCrosse has gotten longer, lower, sleeker, and wider, and we’re told it’s quieter and more comfortable—so quiet, in fact, that engineers were forced to make changes to the windshield wiper motor because it was verging on obtrusive. You can also get massaging seats for the two front passengers, and the exterior is no longer something you’d expect to find parked at the Elks Lodge. What’s Not: It shares a V-6 engine with the Cadillac XT5 and Chevrolet Camaro, but the eAssist mild hybrid looks to be gone for good. When: Summer 2016 How Much: $32,500 (est)

54 MOTORTREND.COM / JULY 2016

FUTURE CARS Jaguar XE What’s New: Not as much

as when we first drove the Euro-spec XE in January 2015. The XE enters one of the most hotly contested segments and does so with a proper mix of good looks, good power, and great handling. When you’re going toe-to-toe with the BMW 3 Series, you better hit ’em with everything you’ve got. What’s Not: The platform is shared with the XF and F-Pace. Same story for the engines, the transmission, and the AWD. When: Currently How Much: $35,895-$52,695

Fiat 124 Spider What’s New: A new body and

a new name for the Mazda Miata. The Fiata, as we’ll call it, is built in Hiroshima alongside the Miata and gets Fiat’s port-injected, 1.4-liter turbo making 160 hp. Transmission choices mirror Mazda’s (six-speed manual or auto), and the Abarth version provides an exterior butching up plus Mazda’s Club package. What’s Not: The Fiata was supposed to be an Alfa Romeo but was switched to Fiat at the last second. It may be built in Japan, but this is classic Italian dysfunction at its best. We’re disappointed the Abarth (pictured) won’t use the 4C’s 237-hp, 1.7-liter engine; the tired SOHC cast-iron Dodge Dart lump under the hood isn’t one of our favorites. When: Summer 2016 How Much: Less than $30,000 (est)

Nissan GT-R What’s New: Everything but the roof, doors, and glass has been refreshed on Nissan’s supercar-slaying standard-bearer. The grille and bumper now reflect the corporate face, and new vents and a beefy rear diffuser hint at bumps of 20 horsepower and 4 lb-ft of torque. To make its flagship more GT than R, Nissan completely revamped the interior with a new steering wheel, dashboard, and leather-wrapped center stack with an 8-inch touchscreen (up from 7) and simplified button layout. What’s Not: The premium frontmidship platform, powertrain, and profile. This is significant plastic surgery to Godzilla—the biggest since she came ashore in 2008—but it’s not the all-new GT-R we’ve been waiting for. When: Now How Much: $102,000 (est)

SPORTS/LUXURY FUTURE CARS

Alfa Romeo Giulia What’s New: The whole thing. A new Alfa Romeo platform gives us the brand’s first sedan sold here in decades. It’s a rear-drive stunner with either a 276-hp, turbo, 2.0-liter four-cylinder or a 505-hp, twin-turbo, 2.9-liter V-6. Top speed with the V-6 is a claimed 191 mph, and 0-60 happens in just 3.8 seconds. What’s Not: The Giulia is more style than substance. It’s been delayed six months for failing internal crash tests, something you’d think FCA would have baked in from the start. The Giulia is supposed to change America’s perception of the brand but instead seems to prove nothing is new: Alfa still makes achingly beautiful sedans of questionable engineering. When: Late 2016 (est) How Much: $40,000 (est)

Lincoln Continental What’s New: The 2017 Lincoln Continental replaces the old MKS and comes packed with plenty of luxury features, including the new 30-way Perfect Position seats that heat, cool, and massage. All-wheel drive and a Lincoln-exclusive 3.0-liter, twin-turbo EcoBoost V-6 with an estimated 400 hp and 400 lb-ft of torque will be offered in the 2017 Continental. What’s Not: Lincoln’s Drive Control system, which is also found on Lincoln’s other models, will be available in the Continental and allows owners to adjust the car’s driving characteristics to their tastes. Like other Lincolns, the Continental will be available with three personalized themes from its Black Label program. When: Fall 2016 How Much: $60,000 (est)

Toyota 86 What’s New: Lots and very little at the same time. With the death of the Scion brand, the beloved FR-S sports car moves under the Toyota umbrella. It drops the FR-S name in favor of 86, the name it goes by in Japan. The 86 gets a nose-lift to go with its new name, a new steering wheel, some suspension tweaks, revised gear ratios for the six-speed manual, and, as an added bonus for those who like to shift themselves, 5 extra horsepower and 5 more lb-ft for 205 horsepower and 156 lb-ft total. What’s Not: The 2.0-liter flat-four under the hood continues to make just 200 hp and 151 lb-ft of torque in Toyota 86 models equipped with the optional six-speed automatic. We’re still waiting on a long-ago rumored turbocharged version or at the very least a convertible. When: Late Summer 2016 How Much: $26,000 (est) 56 MOTORTREND.COM / JULY 2016

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VANS+SUVS FUTURE CARS

Jaguar F-Pace What’s New: Almost everything. Jaguar’s first-ever SUV is expected to do great things for the fabled British brand. Heading off-road? You’ll be better served by a ride from Jaguar’s sibling, Land Rover. The F-Pace features all-wheel drive, but it is intentionally aimed at the road. Still, if you need to get through some muck on the way to soccer practice, no worries. Odds of the F-Pace becoming Jaguar’s best-selling model? 100 percent. What’s Not: The engines, transmission, and AWD system come straight from other big cats. You may as well think of the F-Pace as an XF Wagon on stilts. When: Currently How Much: $41,985-$70,695

2017 Toyota C-HR What’s New: What began life at the now-scuttled Scion brand as a two-door crossover coupe has become a new four-door compact crossover windfall for Toyota. With its edgy styling, the sporty C-HR hatchback intends to take on the Mazda CX-3, the Nissan Juke, and, to a lesser extent, the Honda HR-V. Two powertrains are being considered: a version of the 2016 Prius 1.8-liter hybrid system good for 120 hp (combined) or a 114-hp, 1.2-liter, turbocharged inline-four, the latter offered with the choice of a six-speed

manual or a continuously variable automatic transmission. Our market, however, might get a 2.0-liter four-cylinder with the CVT. The CVT will be available in a front-wheel or four-wheel-drive version. All of this rides on Toyota’s New Global Architecture (TNGA) platform, which stresses

body rigidity and a promises sporty dynamics to outpace the competition in the curves. To demonstrate, Toyota GAZOO Racing entered the C-HR in the 2016 Nürburgring 24 Hours race.

What’s Not: Scion is still dead. When: Early 2017 How Much: $20,000-$30,000 (est)

Audi Q2 What’s New: Audi’s compact SUV

58 MOTORTREND.COM / JULY 2016

takes a different styling approach than the Q7/ Q5/Q3, which all look like the same vehicle in different sizes. Angular, less rounded styling is used across the exterior, and the interior will be familiar Audi, though more like one of their cars.

Front-wheel drive will be standard, and Audi’s signature Quattro all-wheel-drive system will be available. What’s Not: Audi will build the Q2 on the same platform as the Volkswagen Golf and Audi A3, so it could get the engines we already know and enjoy from both lines. When: Late 2016 How Much: $31,000 (est)

VANS+SUVS FUTURE CARS

Mazda CX-9 What’s New: Compared to the model it replaces, the 2016 Mazda CX-9 is roughly 200 to 300 pounds lighter. Mazda has ditched the old Fordsourced 3.7-liter V-6 in favor of a new 2.5-liter turbo-four that makes 250 hp (227 hp with regular fuel) and 310 lb-ft of torque. A new range-topping model called the CX-9 Signature has also been added and comes with Auburn Nappa leather upholstery, real rosewood trim from Japanese guitar maker Fujigen, and LED signature grille lighting. What’s Not: The 2016 CX-9 will feature Mazda’s full suite of Skyactiv technologies, including the chassis, which is also used on the CX-5 crossover, Mazda6 midsize sedan, and Mazda3 compact car.

When: Now How Much: $32,420-$44,915

GMC Acadia

What’s New: Just about everything; new for 2017, GMC shrank the formerly gargantuan Acadia to help separate it from the Yukon in the lineup and the Buick Enclave at dealerships. The smaller dimensions mean massive weight savings, which to you means better acceleration and improved fuel economy. Despite the shrinkage, the Acadia still promises to seat up to seven passengers in three rows and protects them with a full suite of active safety gizmos. What’s Not: The Acadia’s two engines have been available in other General Motors products and are a known quantity. A 195-hp, 2.5-liter I-4 is standard; a 310-hp, 3.6-liter V-6 is optional. Both engines get a six-speed automatic and front-wheel drive or optional all-wheel drive.

When: Now How Much: $29,995$48,240

2017 Chrysler Pacifica What’s New: When the 2017 Chrysler Pacifica went on sale this spring, it shook up the minivan segment with better-

than-ever Stow ’n Go second-row seats, a best-in-class 287-horsepower V-6 mated to a segment-first nine-speed automatic, and such niceties as available 20-inch wheels, a useful Stow ’n Vac integrated vacuum, and a thumping 20-speaker Harman Kardon audio system. If the standard Pacifica’s 18/28 mpg city/ highway fuel economy doesn’t quite cut it, the 80-mpg-e plug-in hybrid variant with 30-mile all-electric range is due out in the fall. Either way, the new Pacifica marries high value with high style. What’s Not: Nine speeds and no shift paddles? When: Currently How Much: $29,590-$43,490

Buick Envision What’s New: The Envision will be a new SUV that splits the difference between the three-row Enclave and the tiny Encore. It will be built in China and is already a strong seller on that side of the Pacific. The tweener is billed as typical Buick-quiet and should go head-to-head with the Lexus RX, Acura RDX, and Audi Q5. What’s Not: It’s still a Buick, so quiet and comfortable are still the headline values. Power skews much closer to “enough” than “too much,” so don’t expect a lot of sport with your luxury. When: Summer 2016 How Much: $42,995

60 MOTORTREND.COM / JULY 2016

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GREEN CARS FUTURE CARS

Chevrolet Bolt What’s New: Can an affordable, 200-plusmile electric hatchback from a mainstream automaker be a bona fide thing? Chevy believes it can. And not just because it’ll test the buying waters well ahead of Elon’s 400,000-and-counting nest eggs in the Tesla Model 3. The Bolt comes equipped with a 200-hp, 266-lb-ft e-motor, 60-kW-hr battery, 10.2-inch interior display, and a “gamification” factor that aims to capitalize on EV enthusiast fervor. What’s Not: The model name is similar to another Chevy vehicle that was also initially seen as a dive into the deep end (of unprofitability). When: Late 2016 How Much: $37,500*

Subaru Impreza What’s New: The 2017 Subaru Impreza is the first vehicle to use the Subaru Global Platform that will underpin nearly every Subaru in the future. Subaru’s Starlink infotainment system has been updated with Apple CarPlay and Google Android Auto compatibility and an available 8-inch touchscreen. Impreza sedans are available in the Sport trim, which gains a unique suspension tuning compared to the Base, Premium, and Limited grades. The new Impreza will be produced in Subaru’s assembly plant in Indiana alongside the Outback and Legacy. What’s Not: A CVT is currently the only transmission confirmed for the 2017 Impreza lineup. The 2.0-liter flat-four returns as the only engine, but it’s been updated with direct-injection, raising its output from 148 to 152 hp. Subaru’s EyeSight active safety suite returns as an option on higher trim levels. When: Fall 2016 How Much: $20,000 (est)

Kia Niro What’s New: For its first dedicated hybrid, Kia

Hyundai Ioniq What’s New: Public appetite for light trucks has been insatiable, but Hyundai’s alternatively propelled compact hatchback is playing the long game. The Ioniq sits atop Hyundai’s green-car platform and will come in hybrid, plug-in hybrid, and batteryelectric varieties. The two hybrids feature a new 1.6-liter Atkinson-cycle I-4 and electric motor; the full-electric model comes to market with a 28-kW-hr lithium-ion battery responsible for an estimated 110-mile range. What’s Not: The Ioniq is all-new.

When: Fall 2016 (electric), early 2017 (hybrid), summer 2017 (plug-in hybrid) How Much: $25,000-$35,000* (est)

2017 Ford Fusion What’s New: This mid-cycle refresh

sees two new models. The high-lux Platinum comes loaded with premium content, and the V6 Sport showcases a 325-hp, 2.7-liter, twin-turbo V-6, all-wheel drive, new sport-tuned variable-damping, and upgraded brakes. A rotary gearshift dial replaces the traditional gear shifter, and new driver-assist options will include Sync 3, Pre-Collision Assist with pedestrian detection and automatic braking, park assist, and adaptive cruise control with stopand-go functionality. What’s Not: The base S, midlevel SE, and Titanium models receive subtle styling changes but essentially are carryovers, as are the Fusion Hybrid and Fusion Energi plug-in hybrid. When: Now (Sport: July 2016) How Much: $22,880-$41,995

62 MOTORTREND.COM / JULY 2016

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introduces the hybrid utility vehicle: all the high-mpg attributes of a hybrid (estimated 50 mpg combined) plus a more practical configuration. The chassis is lightweight and eco-tuned, and the 146-hp drivetrain couples a 1.6-liter four-cylinder with an electric motor and a six-speed dual-clutch transmission.

Software integrates topographical data into its battery-use logic. A plug-in version will come.

What’s Not: Its styling, which is polarizingly undifferentiated from mainstream Kias.

When: Winter 2017 How Much: $25,000-$32,000

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WHAT’S NEXT CARS BMW Z5

What’s New: This will be the Z4’s successor and the first sports car born of the collaboration between BMW and Toyota. Based on the spy photos, the Z5 will ditch the Z4’s folding hard top in favor of a simpler and lighter soft top. The Z5 may also be smaller than the Z4, which should make it handle more athletically. What’s Not: Powertrain details haven’t been announced, but there’s a strong chance it’ll include engines already found in BMW’s lineup. A 2.0-liter turbo-four will likely serve as the base engine, and a turbocharged inline-six should offer more power. When: 2017 (est) How Much: $50,000 (est)

2018 Lexus LS What’s New: Based on the LF-FC concept (pictured) that wowed visitors at last year’s Tokyo Motor Show, Lexus’ next-generation LS flagship is scheduled to debut in early 2017 (possibly at January’s 2017 Detroit auto show) and go on sale in the fall as a 2018 model year. Expect most of the concept’s radical L-Finesse design to carry over to the production car, as Lexus has no intentions of the next LS blending in. The new LS will no longer reside on the small side of the segment or lack the back-seat comfort and amenities of its European counterparts. Our sources tell us that the LS’ longer wheelbase (comparable to the Benz S550’s 124.6 inches) will allow rear-seat passengers to not only stretch out but also enjoy what promises to be Lexus’ most opulent interior ever. In terms of powertrains, we hear a new generation of engines is in the cards—a naturally aspirated V-8 and/or a twin-turbo V-6 are likely candidates—with the LC 500 coupe’s 10-speed auto a sensible partner. What’s Not: A face only Vader could love. When: Fall 2017 How much: $75,000 (est)

Porsche Panamera What’s New: The Porsche Panamera will be underpinned by an all-new chassis dubbed the MSB. The modular platform will use high-strength steel, aluminum, and composite materials for about 200 pounds in weight savings. The automaker will also introduce a new 3.0-liter, twin-turbo V-6 engine to its lineup.

It will be offered in a new Shooting Brake body style, shown on the 2012 Sport Turismo concept. Porsche will also add 3-D rear lights. The next-gen Panamera will feature fewer buttons controlling the climate and infotainment systems in favor of touch-sensitive controls. What’s Not: Porsche will carry over the rest of its powertrain options, including a 3.6-liter V-6; a supercharged, 3.0-liter V-6 hybrid; and a 4.8-liter V-8. When: Spring 2017 How Much: $80,000 (est) 64 MOTORTREND.COM / JULY 2016

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TRUCKS + VANS FUTURE CARS

Crew Chief 715 Concept uses the Wrangler Unlimited chassis and Pentastar V-6. Let's hope the mil-spec design cues carry over. Oorah.

Jeep Wrangler Pickup What’s New: After years of iterating, Jeep is finally doing a Wranglerbased pickup. It’ll most likely be based on the next-generation Wrangler Unlimited chassis, stretched even farther to get the proportions right. (Crew Chief 715, a Wranger Unlimited-based concept from the 2016 Jeep Easter Safari, is pictured.) Expect upgrades to towing and hauling capabilities. Don’t, however, count on a convertible.

What’s Not: It will likely use the same engine and transmission as the next-gen Wrangler, probably an updated 3.6-liter V-6 with an eight-speed auto or a six-speed manual. When: 2018 or later How Much: $30,000 (est)

Honda Odyssey What’s New: The next-gen Honda Odyssey will move to the new Pilot crossover’s platform and will likely gain that model’s drivetrain options, including an updated direct-injected, 3.5-liter V-6 and available nine-speed automatic transmission. Thanks to those updates, performance and efficiency should both improve. What’s Not: Based on spy shots we’ve seen, don’t expect the Odyssey’s design to change much from the current generation. The zigzag character line that runs from the sliding doors to the D-pillar appears to be gone, but the rest of the minivan looks familiar. Also look for the HondaVac to return to take on the Chrysler Pacifica’s built-in vacuum option. When: Fall 2017 How Much: $32,000 (est)

66 MOTORTREND.COM / JULY 2016

MONEY-BACK GUARANTEE

SUVS FUTURE CARS

Audi e-Tron Quattro SUV What’s New: Audi recently confirmed it will begin production of its first all-electric SUV by 2018. Likely called Q6, the electric SUV is expected to offer more than 300 miles of range and should look similar to the Audi e-Tron Quattro concept (shown) unveiled at the 2015 Frankfurt show. What’s Not: Although its powertrain is all-new, it’ll likely ride on VW Group’s MLB2 platform shared with the three-row Q7 crossover and other models. When: 2018 How Much: $80,000 (est)

Chevrolet Traverse What’s New: Chevy’s large crossover will move to the new Chi platform underpinning the Cadillac XT5 and GMC Acadia.

The crossover should shed a few pounds thanks to the new architecture, and it will likely be powered by the same updated 3.6-liter V-6 found in the Acadia.

That engine could be paired to a new nine-speed automatic transmission co-developed with Ford. What’s Not: Unlike the Acadia, which shrank for the new generation, the Traverse is expected to maintain its large crossover footprint. The Traverse will still offer three-row seating and available all-wheel drive. When: Spring 2017 How Much: $33,000 (est)

Ford Expedition What’s New: Ford’s full-size Expedition SUV will switch to an aluminum body like the current F-150’s, which should reduce weight substantially from the outgoing model’s roughly 5,600-pound curb weight. A next-gen 3.5-liter EcoBoost V-6 will provide power, and it’s possible Ford could add the F-150’s 2.7-liter EcoBoost V-6 as an option. The Expedition should also get the automaker’s newly developed 10-speed automatic transmission. What’s Not: The Expedition will still be a large SUV with seating for up to eight passengers and a substantial towing capacity. When: 2017 How Much: $47,000 (est)

68 MOTORTREND.COM / JULY 2016

LOI SONG

PRESIDENT OF SPORTCAR MOTION

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SUVS FUTURE CARS

Volkswagen T-Cross What’s New: Volkswagen will bring out an all-new subcompact crossover to slot below the Tiguan.

VW hasn’t divulged the real name yet, but our best guess at what to expect comes from VW’s latest small crossover concept, the T-Cross Breeze, which made its debut in February at the Geneva Motor Show. Expect a production model to feature bold styling cues like the concept but without the option to drop the top.

What’s Not: Like the concept, the production model will share its underpinnings with the smallest cars on Volkswagen’s flexible MQB platform, the super-mini Volkswagen Polo hatchback. That’ll make it smaller than the Golf-based T-Roc crossover, which is also expected to head to market.

When: 2018 (est) How Much: $20,000 (est)

Nissan Armada What’s New: The new Nissan Armada will no longer be underpinned by the Titan’s platform. It will be based off the Patrol SUV and feature a 5.6-liter, direct-injected V-8 engine and a seven-speed automatic transmission. It will include a multilink rear setup for 9.2 inches of clearance and be able to tow up to 8,500 pounds. Nissan has also shortened the new Armada’s wheelbase, increased the length and width, and reduced overall height.

What’s Not: Nissan will continue to offer the Armada in the same SV, SL, and Platinum trim levels. When: Summer 2016 How Much: $44,000 (est)

70 MOTORTREND.COM / JULY 2016

9/11-9/17 2016

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SUVS FUTURE CARS

Volkswagen CrossBlue

What’s New: VW is plotting a new three-row crossover to compete with the Toyota Highlander and Honda Pilot. We don’t know the official name or the model yet, but a production version should borrow liberally from the styling cues of the VW CrossBlue concept (pictured) . Although the 2013 concept only featured room for six, the production model will seat seven passengers. What’s Not: The midsize crossover will ride on Volkswagen’s MQB platform. As far as powertrains go, it could lift the 3.6-liter V-6 engine from the Passat, or it could offer a 2.0-liter turbo-four. Traditional hybrid and plug-in hybrid versions are both possibilities. The new model is intended specifically for the North American market and will be produced at Volkswagen’s plant in Chattanooga, Tennessee. When: Late 2016 How Much: $33,000 (est)

Land Rover Discovery

What’s New: The Land Rover Discovery Vision concept previews the next-generation Discovery (currently sold as the LR4 in the U.S.). Land Rover says the versatile Discovery will slot between the existing refined Range Rover and upcoming durable Defender models. Possible features from the concept include laser-scanning tech that can adjust the suspension and transmission based on the terrain ahead and transparent hood tech that projects the road or terrain blocked by the hood.

What’s Not: Expect the Discovery to use existing powertrains, including gas turbocharged four-cylinder and supercharged V-6 and V-8 engines as well as turbodiesel 2.0-liter four-cylinder and 3.0-liter V-6 engines. A hybrid is also possible. The automaker’s eight-speed automatic will likely carry over.

When: 2017 (est) How Much: $40,000 (est)

Lincoln Navigator Concept What’s New: Look past those wildly impractical gullwing doors and cascading stairs. Those won’t make the 2018 Navigator. What’s inside likely will, including the Ford-developed 30-way adjustable, elastomer-suspended seats that made their debut in the Continental, and the gorgeous nautical theme, complete with piano-key-style controls.

What’s Not: Standard and long-wheelbase versions will still seat up to seven and eight, respectively.

Under the hood, look for the F-150’s familiar twin-turbo, 3.5-liter EcoBoost V-6 to be the star but with output boosted to more than 400 hp. The transmission will be a Lincoln-tuned version of the 10-speed automatic that launches with the Raptor. When: Summer 2017 How Much: $65,000 (est) 72 MOTORTREND.COM / JULY 2016

FUTURE CARS

Mini Countryman

What’s New: The next-generation Mini Countryman crossover will join other Mini Cooper models (and the new BMW X1 crossover) on the automaker’s new chassis. Look for Mini’s 1.5-liter, turbocharged I-3 and 2.0-liter, turbocharged I-4 engines as well as a possible plug-in hybrid variant. Transmission choices could include a six-speed manual and six- and eight-speed automatics. The Countryman will also offer all-wheel drive. What’s Not: The Countryman will remain Mini’s only four-door crossover and its largest vehicle. Although new to the Countryman, the engine and transmissions are already used in the two- and four-door Mini Cooper Hardtop and Mini Clubman models. When: 2017 (est) How Much: $25,000 (est)

Porsche Cayenne What’s New: The new Porsche Cayenne will ride on the new MLB SUV platform, making it around 200 pounds lighter than the current generation. Porsche has given the Cayenne a more muscular appearance with more marked fenders, and the interior will be radically updated with fewer buttons and knobs and more touch controls. What’s Not: The engine lineup is expected to stay the same with a 3.6-liter V-6; a 3.6-liter, twin-turbo V-6; a 3.0-liter, supercharged V-6 hybrid powertrain; and a 4.8-liter, twin-turbo V-8. When: Late 2017 How Much: $60,000 (est)

Volvo XC40 What’s New: This small crossover is completely new. It’ll ride on the new compact modular architecture (CMA) co-developed by Volvo and its Chinese owner, Geely. What’s Not: The crossover will likely get Volvo’s four-cylinder engine technology and possibly a hybrid. Three-cylinder engines may also be part of the mix. The XC40 will share its platform with an all-new S40 sedan and V40 wagon, which are also destined for the U.S. When: 2017 or 2018 How Much: $34,000 (est)

COMMON S P O N S O R E D

C O N T E N T

CORE INSIDE AMERICAN INDUSTRY WITH ® THE 2016 NISSAN TITAN XD

Nissan couldn’t have picked a more fitting name for the 2016 Nissan Titan XD, which shares more with the giant machines of American industry than possibly any other fullsize pickup truck on the market. A team of Nissan engineers set out to prove this, visiting some real-world work sites that were instrumental in not only the inspiration of the new Nissan Titan, but also the construction of it.

*Available feature. **TITAN XD 4x4 Platinum Reserve shown. Towing capability varies by configuration.

See Nissan towing guide and owner’s manual for additional information.”

Cummins Inc. | Columbus, IN At our first stop, our Nissan engineer joins a counterpart from American Fortune 500 company Cummins, Inc., to discuss the evolution of their revolutionary diesels, and some of the innovations within the 2016 Nissan Titan XD’s 310-hp, 555lb-ftof-torque, Cummins® 5.0L V-8 Turbo Diesel engine*.

1

Nissan Design Facility | La Jolla, CA

2

Possibly no single vehicle punches higher above its weight than the tugboat, whose might is only rivaled by its precision. At a shipyard near Nissan’s design facility, we see how this powerhouse served as inspiration for the Titan XD and its over 12,000-pound towing capacity,** integrated trailer brake, Trailer Sway Control, Hill Descent Control, two available towing hitches, and full suite of towing and bed innovations*.

Nissan Technical Center | Stanfield, AZ

3

The biggest and toughest land vehicles are the earthmovers that navigate some of the world’s roughest terrain, grind it into submission, and then transport it over long distances. At a construction site near the Nissan Technical Center in Stanfield, Arizona, we witness the Titan XD’s harsh testing procedures, see the benefits of its fully boxed ladder frame and hydraulic body mounts, and learn why its heavy-duty brakes, suspension and differential were developed from Nissan’s own Commercial Vehicles program.

Titan Assembly Plant | Canton, MS In the operator’s cab of a towering construction crane, we see the importance of visibility and control in a place where power and precision are paramount to a job well done. Likewise, the Nissan Titan’s 360-degree Around View Monitor* system gives its drivers expanded visibility when maneuvering in tight spaces, and its Intelligent Key Trailer Light Check, innovative bed design, and luxurious, tech-laden interior make big jobs that much easier.

For a more complete understanding of the Nissan Titan XD’s industry-inspired design and heavy-duty construction, watch the full story on

4

MotorTrend.com/CommonCore

FIRST DRIVE | 2016 Rolls-Royce Dawn Most Rolls-Royce motorcars serve as opulent cocoons, enveloping their very special occupants with window screens and wide D-pillars that prevent the rabble from gazing on the immaculately exfoliated visages hiding behind glamorous sunglasses in the back seat.

But at the press of a button, this new, more social Roller invites both admiring stares and the sun’s skin-darkening rays.The new Dawn and its Wraith stablemate are attracting younger, more casual, laid-back, and socially connected filthy-rich folks. Perhaps to drive this point home, the Dawn made its public debut not at Pebble Beach, not at the Geneva Motor Show, but online. Last September. That hashtag didn’t show up as trending on your feed? Sorry. You’ve missed out on the fully sold-out 2016 model year.

Sure, the Phantom Drophead Coupe lets in every bit as much sunlight as the Dawn does, but that soon-to-be-discontinued car is larger, more formal, and more imposing. It was also optimized for the enjoyment of a plutocrat driver and his wife or girlfriend. (That’s not sexist gender presumption, by the way. It’s a statistical reality and one the Dawn is beginning to reverse.) This one is optimized for four-person comfort with a bigger rear seat.

The body is also designed with proportions and “gesture” that differentiate it from the rest of the Rolls-Royce lineup. Most of the others—especially the Wraith—have a high, imposing facade with lines that slope gently downward toward the tail, like a perspective drawing of an approaching locomotive. By contrast, the Dawn’s A-line rises to a pronounced shoulder bulge over the rear wheels and ends at a higher rear end.

Other boasts: torsional rigidity roughly equal to the Wraith’s and a quieter interior than in the Phantom Drophead Coupe made possible by a new seven-layer fabric top that also sports the hunkered-down look of a hot rod’s padded Carson Style top. You also won’t find Mercedes technologies like Airscarf or Aircap. Designing a car to suit 20,000 people drives different decisions and may force inclusion of more tech, but Rolls’ customer

CLOCK WISE That clock looks a bit plain, so we asked if there was a fancy optional one like Bentley’s Tourbillon. Apparently Rolls owners frequently request clocks of their own preferred brand be incorporated.

76 MOTORTREND.COM / JULY 2016

A PLACE IN THE SUN THE LOVELIEST WAY FOR BIRDS OF A FANCY FEATHER TO TAN TOGETHER Words Frank Markus

SPIRIT WAKE The Dawn’s unique hood features “swage lines” that look like a wake formed by the retractable Spirit of Ecstasy hood ornament (which can be ordered in illuminated frosted glass).

JULY 2016 / MOTORTREND.COM 77

TOP SHELF Described as perhaps the most overengineered part of the car, the sevenlayer top features elaborate countermeasures to prevent billowing at highway speeds.

prefers not to be overwhelmed with buttons, switches, and mode choices. Plus, Rolls reckons that when it’s nice out, its owners will lower the top and windows and revel in the sun and wind. (Lowering the top takes 22 seconds at speeds up to 31 mph.) If it’s nasty, they’ll choose another of their many cars. “If you’re wearing flip-flops and your feet get cold, you don’t put socks on,” designer Alex Innes explains. “You put on shoes.” See how freeing it is to design cars for people you know own lots of other cars?

To preserve the Wraith’s status as the performance pinnacle, the twin-turbo V-12 is detuned from 624 to 563 hp, and torque drops

2016 Rolls-Royce Dawn BASE PRICE

$339,450

VEHICLE LAYOUT

Front-engine, RWD, 4-pass, 2-door convertible

ENGINE

6.6L/563-hp/575-lb- twinturbo DOHC 48-valve V-12

TRANSMISSION

8-speed automatic

CURB WEIGHT

5,650 lb (mfr)

WHEELBASE

122.5 in

LXWXH

208.1 x 76.7 x 59.1 in

0-62 MPH

4.9 sec (mfr est)

EPA CITY/HWY / COMB FUEL ECON

12/19/14 mpg

ENERGY CONSUMPTION, CITY/HWY

281/177 kW-hrs/100 miles

CO2 EMISSIONS, COMB 1.35 lb/mile ON SALE IN U.S.

Currently

78 MOTORTREND.COM / JULY 2016

from 590 to 575 lb-ft. Weight is also up about 450 pounds, but Rolls estimates the Dawn will trail the Wraith in the dash to 62 mph by 0.3 second (at 4.9). Ginormous brakes erase speed just as effortlessly. It’s easy and rewarding to drive this car with no g-force spikes. Twirl the low-effort steering wheel, and the chassis responds with high precision and remarkably little body lean, but the steering and chassis are engineered to spare the driver tedious details of the roadway’s surface grip, ripples, and bumps. Speaking of road imperfections, the few we managed to perceive elicited no quivers or shakes from the body structure.

There’s old-world charm aplenty in this interior, and not just from the wood and leather craftsmanship. The climate knobs have no temperature numbers on them, just blue and red. There’s no auto fan speed setting. Adaptive cruise is standard, but lane keeping assist is missing. The frequently chauffeured are eager to do all the driving themselves in the Wraith and Dawn, it seems.

So if you’re a socially connected, young, sun-loving, entrepreneurial go-getter seeking that final bit of motivation to get your tech startup concept off the drawing board and onto Bloomberg’s BSVX index, try clicking rollsroycemotorcars.com and configuring your own new one-in-a-billion Dawn. Q SCREENING 2016 model-year buyers missed out, but a removable pop-up windscreen will arrive for 2017.

End of the Road for Phantom Coupe, Drophead When Angus MacKenzie and I discuss being suddenly, fantastically wealthy, the Rolls-Royce Phantom comes up. Why? The Phantom Coupe is stately, priced beyond our realities, and totally, truly wonderful. Almost as magnificent—and even pricier—is the Drophead Coupe.

With the launch of the Dawn convertible, Rolls-Royce announced that both twodoors are being put out to pasture when the all-new Phantom arrives in 2018.

The 0.01 percent still have dozens of depreciating assets to choose from.

Somehow, they will cope. But for an irrational, emotional car enthusiast? The news of the big coupes’ demise is sad. It’s a monumental automobile. The Wraith and Dawn are good machines, but underneath you’ll find a BMW 7 Series. Skin a Phantom and you find the bones of a Phantom.

But fear not, oligarchs! When Rolls launched the Phantom in 2003, it only came as a sedan. Not until later did the Extended Wheelbase (2005) show up, followed by the Drophead (2007) and the Coupe (2008). But it doesn’t take a whole lot of (relative) engineering dollars to turn a four-door into a two-door and a convertible. Just don’t expect to see either until well into President Trump’s second term. If nothing else, the supremely, obscenely rich love options. Jonny Lieberman

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FIRST DRIVE | 2017 Maserati Levante

R P R U S THE LUXURY SUV NO ONE SAW COMING

WHAT V-8? Maserati is holding off on a big-dollar, eight-piston Levante for now. Why would it ever bother, given how strong the V-6 is? The answer: $$$$.

80 MOTORTREND.COM / JULY 2016

ISE! Words Jonny Lieberman

“You must-a respect-a the speed limit,” our twinkly-eyed former F1, Indy, and Le Mans racer group leader, Domenico Schiattarella, said before we hopped into our Maserati Levantes and barreled off toward FCA’s famed Balocco proving ground. “Follow me.”

After we whipped through a dozen roundabouts like so many eggs, I found myself parked on the Autostrada del Sole at 110 miles per hour—“parked” because despite our triple-digit speed, the Levante felt solid as a rock. Then a BMW X5 M blew by us, and, well, Seniore Schiattarella wasn’t having it.

He went tearing after Mr. BMW. I buried my right foot, and voilá, I was seeing greater than 168 miles per hour on the speedo. Perhaps disregard is a form of respect in Italy? Either way, that’s damn fast for an SUV, and the Levante felt like it had plenty of juice left when I lifted.

So yes, Maserati built an SUV. Shocked?

Upset? Porsche did the same with the Cayenne way back when, and the car world has forgiven Zuffenhausen. Why not Maserati?

The Levante is a spacious two-row, fivepassenger SUV based on the Ghibli, not a

JULY 2016 / MOTORTREND.COM 81

FIRST DRIVE Jeep Grand Cherokee. Should you want a third row, Maserati advises you to “go somewhere else.” Don’t be surprised, however, to one day see a four-passenger, super-luxury model.

Visually, the Levante is the latest in a long line of vehicles that don’t work in two dimensions as well as they do in three. While the face is aggressive, it fits the overall character of this SUV. The rest of the body is OK, but depending on the angle you might see Porsche, Infiniti, and/or Mazda.

When the Ghibli went on sale, the car world was shocked to discover that the interior was loaded with Chrysler parts. Not necessarily the good Mopar stuff, either. The Ghibli’s cabin was a disappointment. The Levante goes about halfway in righting that wrong. I still see too much Jeep in the switchgear (such as the hill descent control button).

But the Rolls-Royce Phantom and BMW 2 Series have the same navigation system, and no one’s crying themselves to sleep over that.

The leather, wood, and metal on display is a huge step in the correct direction. Also, the optional Zegna silk seat and door inserts nicely break up the tyranny of leather.

Under the hood sits a twin-turbo, 3.0-liter V-6 that comes in two flavors: 345 hp and 369 lb-ft of torque or 424 hp and 428 lb-ft of torque. I drove the more powerful version, as well as a nice diesel the U.S. isn’t getting. The big engine’s power is routed to a ZF eightspeed automatic and doled out to all four wheels. Kinda. Most of the time the Levante runs around with most of its power hitting the rear wheels. When needed in extreme conditions, as much as 50 percent of the torque can hit the front wheels. In normal driving, and depending on which of the four driving modes you’re in, 20 percent is routed up front. Maserati figures 0-60 times of 5.8 and 5.0 seconds. And yes, it will drift.

The Levante uses aluminum for the front subframe, shock towers, and the frameless

2017 Maserati Levante BASE PRICE

$73,250 (est)

VEHICLE LAYOUT

Front-engine, AWD, 5-pass, 4-door SUV

ENGINES

3.0L/345-hp/369-lb- twinturbo DOHC 24-valve V-6, 3.0L/424-hp/428-lb- twinturbo DOHC 24-valve V-6

TRANSMISSION

8-speed automatic

CURB WEIGHT

4,400 lb (est)

WHEELBASE

118.3 in

LXWXH

197.0 x 77.5 x 64.7-67.7 in

0-60 MPH

5.0-5.8 sec (mfr est)

EPA CITY/HWY/COMB FUEL ECON

Not yet rated

ON SALE IN U.S.

October

doors. Maserati claims this results in a bodyin-white that’s 330 pounds lighter than the Ghibli’s, and it’s 20 percent stiffer, as well. The Levante also features 50/50 weight distribution, no easy trick for a front-engine SUV. Speaking of sporting, the front suspension is composed of double A-arms, and five-links locate each wheel out back.

Maserati figures that less than 1 percent of Levante owners will ever take the rig off-road.

Knowing that, it still went ahead and made the Levante quite capable in the dirt. Why? Because customers will like knowing the capability’s there. The Levante’s non-pavement prowess is enabled by its sophisticated air springs. Those springs are also the key

to the rig’s on-road goodness. Featuring 3.4 inches of total height adjustment, the Off Road modes add as much as 1.6 inches of extra height, and the springs drop down as much as 1.4 inches when in the sportiest mode or above a certain speed. There’s also a parking lot setting that drops the Levante an additional 0.4 inch. Around Balocco’s offroad track, the Levante was capable and surefooted. Around the handling track, there were moments I forgot I was behind the wheel of an SUV. It’s that sporty.

Maserati didn’t need to build an SUV this accomplished. Because high-riding vehicles are all the rage, anything that simply looked the part would have done fine in the showroom. But the Levante isn’t phoned in. Some real engineering work took place—Maserati says they logged 5 million development kilometers—and it shows in the way the Levante drives. Bewildered? Astonished? Confused?

You should be, as no one thought a Maserati SUV would be any good. Turns out, the Levante’s great. Q

Most Important Maserati The Levante SUV is critical to Maserati, which joins a growing number of luxury marques that have recognized just how big the profit payload is on these vehicles. “It’s essential for the brand as we continue to develop,” said Sergio Marchionne, CEO of Fiat Chrysler Automobiles. “I think it’s crucial.”

The Levante is expected to single-handedly reverse last year’s 11 percent global sales slide. The projections are staggering: 30,000 Levante global sales in the first full year for a brand that sold 32,517 total vehicles in 2015, but luxury SUVs have proven to be profitable.

“There will be more and more people leaning toward utility vehicles, especially as the premium brands start putting performance into these vehicles,” Marchionne said.

“Why would you buy a normal sedan HALFWAY when you can get that perforCompared to the Ghibli, mance out of a UV with all-wheel this is a Rolls-Royce drive?” Alisa Priddle interior. But there’s still too much Dodge.

82 MOTORTREND.COM / JULY 2016

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FIRST TEST | Bentley Bentayga and Tesla Model X P90D Once a mere niche for farmers and yuppies, the tall-riding hatchback body style known as the SUV now sells in greater numbers than the sedan. Appropriately, the SUV segment can now be divided into subsets: the midsize SUV, the performance SUV, the luxury SUV. The two machines on this page occupy the small space on the Venn diagram where the luxury SUV subset overlaps with supercar.

The purple thing is the fastest truck ever, a 187-mph Germano-British beast that’ll hang with a Lamborghini Gallardo LP 560-4 through a quarter mile. The white one is even quicker, hitting 60 in near silence 0.2 second sooner than a Ferrari Enzo we tested in 2004.

Yet both of these machines, when properly optioned, are capable of carrying seven

DRAGSTRIP KILLERS The Bentley Bentayga is the fastest and quickest SUV we’ve ever tested. But the Tesla is even quicker.

84 MOTORTREND.COM / JULY 2016

passengers. They can both tow a boat. One of them can tow the other. It’s in their approach to luxury, however, that they’re so different.

The Bentley Bentayga is Ye Olde Worlde British Luxury, replete with enough tree and cowhide to decimate a small family farm. The Tesla Model X is a Silicon Valley computer on wheels that burns no fuel, makes no noise, and can drive itself.

This is not a comparison test, but there is a clear winner: Loaded leadfoots, rejoice! Your accelerative predilections have permeated the most benign body style of all. And the appearance of two supercar-fast SUVs from opposite ends of the luxury spectrum tells us this is only the beginning. These two usher in a new era of luxury, one in which customers can choose between the Old World and New and sacrifice nothing in terms of speed.

WORLDS APART, FAST TOGETHER TWO SUVS FROM DIFFERENT CENTURIES SHARE ONE COMMON BOND: UNCOMMON SPEED. Words Jason Cammisa Photographs Robin Trajano and Evan Klein

JULY 2016 / MOTORTREND.COM 85

FIRST TEST | Bentley Bentayga

A SIGN O’ THE TIMES Bentley calls the Bentayga the fastest, most powerful, most luxurious, and most exclusive SUV in the world. That’s a big claim, and Bentley is correct except where “most powerful” is concerned; the brick-shaped Mercedes-AMG G65 makes 21 more horses.

Regardless, the Bentayga is the quickest gasoline-burning SUV we’ve ever tested. It leaves some big names in its wake on its 3.5-second journey to 60 mph, including the Ferrari F12, Mercedes-Benz SLR McLaren, Porsche Carrera GT, and Dodge Charger Hellcat. We could go on.

In the world of internal-combustion SUVs, only the BMW X5 M/X6 M twins and Mercedes-AMG GLE63 S Coupe manage to hit

86 MOTORTREND.COM / JULY 2016

60 mph in the three-second range (3.7 and 3.9 seconds if you’re wondering), but by the time a quarter mile has elapsed, the Bentley has left everything in its wake, traveling 6.6 mph faster than the AMG. With a claimed 187-mph top speed, the Bentley has no autobahn competition.

It has no real competition in the showroom, either, thanks to its $231,825 base

2017 BENTLEY BENTAYGA EXCESSIVE POWER, OUTRAGEOUS PRICE, BRASH STYLING. price. Our Azure Purple Bentayga tester had a few simple extras that ballooned the sticker price to an eye-watering $275,790. Alas, Bentley’s claim for “most exclusive,” which really means “most expensive,” is true, too.

As for the “most luxurious” part, we blame our test vehicle’s morose all-black interior for the missing Bentley Drama, the reflexive,

under-your-breath “wow” that you utter upon entering a Crewe-built conveyance. In contrast to all the exterior ostentation, this purple and chrome Bentayga had no two-tone dash, steering wheel, or door cards and no double-contrast stitching. Even the wood was painted glossy black—a sin.

There is, of course, the overwhelming aroma of leather when you open the Bentayga’s door. Everything is covered in hide, including the headliner. And although many of the buttons wear a gloss-black and chrome veneer, anyone who’s driven an Audi Q7 will feel right at home. That’s because the Bentayga is essentially an Audi Q7. This is elaborate Volkswagen Group badge engineering, and the commonality is a bit too obvious to our eyes. Squint to look past the Continental-inspired front and rear ends, and this is clearly a conventional, corporate SUV. When driven gently, the experience is Audi Q7. A good thing—that’s one of the best SUVs in the world. The Bentayga is wonderfully quiet inside, the view outside is expansive, and the driving position is perfect. Ergonomics are first-rate, augmented

by a spectacular Naim stereo system, a clear head-up display, and analog gauges that feel far more special than the Q7’s digital setup.

It’s only after driving the Bentayga for some time that you begin to appreciate just how isolated its cabin is. Road noise is audible only because wind noise isn’t. The engine is perfectly silent except when putting supercars in their place, and the electrically

assisted steering is completely absent of vibration. Or road feel, for that matter. (Oh, those Audi roots. Fantastic steering feel, like gorgeous wood, is supposed to be a hallmark Bentley thing.)

The W-12 has become a Bentley thing, and this engine is now faultless. Previous versions of the double-VR6 suffered from excruciating turbo lag at low engine speeds then vibrated like they wanted to blow apart when spinning toward redline. This new version is as smooth as any V-12 in the business. Turbo lag is present but inoffensive in normal driving, and the exhaust note is aggressive in tone but not in volume, striking the perfect balance of sport and luxury. It strikes a similar balance between power and economy, too. Thanks in part to direct-injection, the W-12 can now disable one bank of cylinders under light loads, and it does so imperceptibly. We saw indicated 16s on the mpg scale despite our leaden right feet—truly impressive for a 5,653pound SUV with a 6.0-liter 12-cylinder.

Judged against sedans in the über-luxury segment, the interior dimensions of the Bentayga come up a little short. The feeling JULY 2016 / MOTORTREND.COM 87

FIRST TEST

SQUAT A total of 11,169 pounds of SUV (plus their drivers) rear back and explode off the line.

of opulent space that defines Bentley’s lower cars is missing, and although the rear buckets in our four-seat version, which are similar in design to the fronts, are comfortable, their proximity to the other seats feels anything but first class. A $7,155 set of tablets mounted to the front seat backs enhances that feeling of claustrophobia. The screens and their mounts are easily removed, but this back seat has nothing on a Mulsanne or even a Flying Spur.

Under full throttle, the Bentayga rears back on its haunches and sprays the cars in front with photons from its incredibly bright LED headlights. Under braking, the front end aims at the ground. This dive and squat is both slowed and lessened in Sport mode, which lowers the air suspension and stiffens the adjustable dampers, but even then it’s out of lockstep with the lateral body control provided by Bentley Dynamic Ride, a set of electrically actuated active anti-roll bars.

88 MOTORTREND.COM / JULY 2016

This system is the first to use a 48-volt electrical subsystem to power the bars, each of which can generate up to 959 lb-ft of antiroll torque to push against the centrifugal force that causes vehicles to lean toward the outside of a curve. They keep the Bentayga almost completely flat through corners.

Handling balance is delightfully neutral with

2017 Bentley Bentayga (European Spec) BASE PRICE

$231,825

PRICE AS TESTED

$275,790

VEHICLE LAYOUT

Front-engine, AWD, 4-pass, 4-door SUV

ENGINE

6.0L/600-hp/664-lb-

twin-turbo DOHC 48-valve W-12

TRANSMISSION

8-speed automatic

CURB WEIGHT (F/R DIST)

5,653 lb (57/43%)

WHEELBASE

117.9 in

LXWXH

202.4 x 78.7 x 68.6 in

0-60 MPH

3.5 sec

QUARTER MILE

11.9 sec @ 117.1 mph

BRAKING, 60-0 MPH

119

LATERAL ACCELERATION

0.82 g (avg)

MT FIGURE EIGHT

25.6 sec @ 0.74 g (avg)

EPA CITY/HWY/COMB FUEL ECON

Not yet rated

some throttle adjustability to nix the limit understeer, but overall grip isn’t particularly impressive. Our tester managed just 0.82 g on the skidpad, putting it near the bottom of the list of current quick SUVs and even behind the Audi Q7’s 0.85 g.

Then again, Bentley buyers who are concerned with lateral acceleration probably won’t be looking at an SUV. Plenty of other buyers are, and in response to that demand, Bentley has already increased projected Bentayga output by 50 percent over its initial plans to build 5,500 of these crossovers per year. The Bentayga is a sign of the times.

The world has spoken and said it wants a quarter-million-dollar, supercar-dusting luxury SUV. This, amazingly, even after they saw the thing. Who are we to argue with real customers and their checkbooks?

FAMILIAR This all-black interior shows off little of Bentley’s interior artistry. A more daring owner can fix that with color—but the Audi switchgear stays.

Direct from our imagination. Introducing the all-new Civic.

Civic Touring Sedan shown. Š2015 American Honda Motor Co., Inc.

A LUXURY TIME MACHINE 2016 TESLA MODEL X P90D LUDICROUS IT’S NOT REALLY A BENTLEY COMPETITOR. IT COMPETES AGAINST EVERY CAR BUILT TODAY.

This machine is so obscenely powerful that we raced it against two Italian supercars.

90 MOTORTREND.COM / JULY 2016

Tesla Model X P9OD | FIRST TEST

FORETHOUGHT Ludicrous mode is available all the time, but to achieve maximum acceleration, the X’s battery needs to be preconditioned in Max Battery mode.

This can take up to 45 minutes. Lunatics best have that mode engaged always.

Tesla is accustomed to having more demand than production capacity. Its customers regularly wait months or years for their vehicles, and the company was recently overwhelmed by more than 400,000 deposits on the Model 3, a car that for most of those customers won’t be delivered for years.

The Model X didn’t generate that big of a frenzy, but with 30,000 estimated preorders, demand for this no-emissions SUV dwarfs any pressure Bentley is feeling to produce Bentaygas. Then again, its price point is far lower. At $135,400, our loaded blob costs less than half as much as the big purple dinosaur.

And it’s even quicker, hitting 60 mph in 3.2 silent seconds. This machine is so obscenely powerful that, for the fun of it, we raced it against two mid-engine Italian supercars.

That time is insanely, errr, ludicrously fast, but it’s a significant 0.6 second behind the Model S sedan. The two P90D Ludicrous Teslas share their basic design and powertrain, meaning a 259-hp motor up front, a 503-hp motor in the rear, and a 90-kW-hr battery pack that can deliver a maximum of 532 hp. (The 762-hp power rating you might have seen in the past is the sum of what the motors can deliver, but it’s misleading because their combined output is limited by what the battery can provide.)

The reduced acceleration comes from additional mass, not less power. At 5,516 pounds, our tester was 827 pounds heavier than the quickest Model S we’ve tested. It was, however, no Superleggera version; it came equipped with weight-adding optional thirdrow seats, a tow package, self-presenting soft-close doors, and 22-inch wheels.

The extra mass doesn’t slow the Model X down in corners. It excelled at the MT figure eight with a performance (25.1 seconds at an average of 0.78 g) similar to that of a Model S. With near-perfect body control at all times, ride quality is even better than the sedan’s.

Once again, Tesla has nailed the subjective tuning, and staffer complaints about the Model X’s ride/handling balance, steering accuracy and weighting, and brake feel were notable by their absence. The car just works.

So too does the touchscreen. The industry has had years to catch up with Tesla’s screen, but it hasn’t. And Tesla has managed to not mess it up in the interim, either. The menus have become a bit more densely populated thanks to additional features, but its overall functionality renders this the best touchscreen interface in the business by a huge margin. The X’s optional upgraded sound

system sounds great, and multiple USB ports provide portable-device charging at every row.

The seats themselves are comfortable, especially up front, where the chairs are softer and more cosseting than the sedan’s. The third row actually fits humans, but in the center row we finally come to the first real criticism of the Model X. Tesla boss Elon Musk mandated “monopost” seats, where the rear seats each sit, independently, on single posts.

The goal was to provide underseat storage and additional footroom for the third-row passengers, but it doesn’t quite work, because the center-row seats’ posts are located exactly where the third-row occupants’ feet would like to be. Conventional seats would have been just as nice if not better. Worse, the center seats neither recline nor fold forward, which limits the transport of large items— one of the very reasons many people buy SUVs. Tesla has admitted that engineering the seats for crash protection was a massive undertaking and one of the main causes for the delay in the Model X’s debut. A shame, especially because they don’t seem to provide any benefit.

Nor does the next thing the boss mandated: the much-ballyhooed falcon doors. Le sigh.

These doors differ from conventional gullwing doors in that they’re hinged at the center to sweep a narrower path when opening next to obstacles. To accomplish that, Tesla had to develop, among other things, ultrasonic sensors that see through the car’s aluminum skin. The result is doors that mostly work as advertised but usually don’t open fully, occasionally smack into obstacles (especially if those obstacles are of the human kind), and never open more quickly than a conventional or sliding door would.

Tesla claims (and demonstrated, during the Model X’s widely publicized launch) that its JULY 2016 / MOTORTREND.COM 91

FIRST TEST

2016 Tesla Model X P90D (Ludicrous)

The Most Obscene Race Ever?

We love how passengers resort to profanity when we hit the right pedal in a Tesla.

We still struggle to convey just how otherworldly powerful these EVs are. To help, I came up with a fun demonstration. You can watch it on MotorTrendOnDemand.com, but here’s the gist of it.

We raced an Alfa Romeo 4C Spider against the Tesla Model X … which was towing a trailer … with a second Alfa Romeo 4C Spider on it.

It was a close race. Each time we lined the cars up, the X exploded off the line, leaping ahead of the 4C with a touch of tire squeal and a massive thunk from the trailer hitch pin.

The 9,200-pound EV rig was more often than not overtaken by the 2,400-pound screaming Italian around the eighth-mile mark. Then again, the Tesla’s battery was almost dead by this point. Just for kicks, we disconnected the trailer and ran down the track once more,

the Model X’s battery down to 18 percent. It ripped off a 4.2-second run to 60 mph and flew through the quarter mile in 12.7 seconds. That’s a full second off the full-battery time, so we’re certain the Tesla-trailer combo could have smoked the Alfa earlier in the day. Far more important: Even with an almost-dead battery, the Model X P90D is quicker than an Alfa 4C. And the Alfa 4C is a very, very quick car. Does that explain all the swearing? JC

SEEING YELLOW Note the Alfa Romeo 4C on the trailer. Then go watch the video.

doors can open with only 11 inches between it and a car parked alongside. This would be great if a human could then fit in that space.

Or the front doors were still usable. Or, for that matter, if the Model X wasn’t remotecontrollable with a smartphone app that allows it to move into or out of a tight parking space on its own.

All of this means that the rear doors are pure gimmick, sadly. Even Tesla admits that

92 MOTORTREND.COM / JULY 2016

it went too far with this, confessing to the company’s “hubris in adding far too much new technology to the Model X” in a refreshingly honest press release.

Funny, there’s another door feature we initially thought of as a complete gimmick but then grew to love: power front doors. The left door opens automatically as the driver approaches then closes once the driver is seated and depresses the brake pedal. Silly though it sounds, this is a simple luxury that we quickly got used to—and then missed when we got into other cars.

And while we’re talking about luxury, let’s discuss what is perhaps the biggest luxury of all: Autopilot. This is the name for Tesla’s self-driving system, the first step past adaptive cruise control on the road to autonomous driving. Autopilot isn’t new—it debuted on the Model S—but it’s a feature that, in the company of the Bentley Bentagya, made us reconsider what the term “luxury” really means.

BASE PRICE

$126,700

PRICE AS TESTED VEHICLE LAYOUT

$135,400 Front- & rear-motor, AWD, 6-pass, 4-door SUV

MOTORS

Three-phase four-pole AC induction, 259-hp/244-lb-

front, 503-hp/469-lb- rear; 532-hp/713-lb- comb

TRANSMISSION

1-speed automatic

CURB WEIGHT (F/R DIST)

5,516 lb (47/53%)

WHEELBASE

116.7 in

LXWXH (L-STD-H)

198.3 x 81.5 x 65.0-67.6 in

0-60 MPH

3.2 sec

QUARTER MILE

11.7 sec @ 116.0 mph

BRAKING, 60-0 MPH

106

LATERAL ACCELERATION

0.89 g (avg)

MT FIGURE EIGHT

25.1 sec @ 0.78 g (avg)

EPA CITY/HWY/COMB FUEL ECON

89/90/89 mpg-e

ENERGY CONS, CITY/HWY

38/37 kW-hrs/100 miles

CO2 EMISSIONS, COMB

0.00 lb/mile* * At vehicle

There is no greater luxury, we’re continually told by marketing folk, than time. And the ability to take your eyes off the road for a few seconds here or there to read a text message or to search the bottom of your briefcase for a mint strikes us as perhaps the biggest luxury we’ve ever experienced in a commuter car. Autopilot isn’t perfect, but it is by far the best adaptive cruise control we’ve used. It is a true, new luxury we wouldn’t want to live without.

The Tesla Model X may lack the sumptuous wood and leather drawing-room ambiance of a Bentley, but its quiet speed, its ability to drive itself, and its endlessly thoughtful infotainment system elevate this people mover to über-luxury status. The only question here is whether you like your luxury to be the nouveau Silicon Valley type or the 12-cylinder Bentley type. Either way, you’ll be getting there in a hurry. Q

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GRIP’N’ GRIN AMG street cars. The iron fist in the velvet glove. Raw, capable V-8 brawn delivered in luxury accoutrements. The Teutonic muscle car. With the GT3, AMG Customer Racing yanks the gloves and bares the knuckles.

Top-level sports car racing has transformed with the emergence of FIA International GT racing. In the past, a sanctioning body created a set of rules, and teams created race cars within those rules. Now these productionbased racers come to life on automotive 98 MOTORTREND.COM / JULY 2016

manufacturers’ assembly lines and are sold directly to private teams. These factory-built GT racers are now the modus operandi in North America in the IMSA WeatherTech SportsCar Championship and Pirelli World Challenge GT series.

This new AMG GT3 is based on the GT S street car. The FIA rules hold the builds close to the original body shapes and drivetrain configurations and work the infamous Balance of Performance adjustments using weight and engine intake restrictors, the

AMG TAKES THE GLOVES OFF FOR A FISTFUL OF FUN

Words Randy Pobst

Mercedes-AMG GT3 | TRACK TEST

LAST MAN Although equipped with racing ABS, the GT3 has a last vestige of human control, a brake bias knob to optimize per driver.

JULY 2016 / MOTORTREND.COM 99

TRACK TEST | Mercedes-AMG GT3 objective being that the cars will all qualify with identical times and cross the finish line in unison. Approximately 15 brands have taken on the challenge, from Ferrari to Nissan to Corvette, and the competition is superb.

Another objective of the GT3 category is accessibility to the amateur customer racers who make up the market. The cars are allowed driver aids such as anti-lock brakes and traction control, calibrated and adjustable for competition, but do not go so far as stability control. This assistance brings the gentleman drivers closer to their pro co-drivers and adds consistency.

The road version of the AMG GT S is our reigning Best Driver’s Car, and that honor is well-deserved. Watch the YouTube hot lap video. I mean, I affectionately stroke the hood after stepping out. I fawn and praise like a starry-eyed, lovestruck schoolboy. I greatly admired the street GT S’ perfect, unflappable balance and incredible ability to turn torque into forward acceleration, not just drifty tire smoke. When this chance to try the new racing version surfaced, I leaped at the chance to see if the magic remained in translation.

Well, it rained. Chilling, party-crashing, late winter Italian wetness. Barely 50 degrees. Not at all what the travel brochures show. Such conditions mostly helped my driving career but do not seem to favor the Misano World Circuit Marco Simoncelli. It felt as if the corners were paved with a different material than the straights. Better suited to ice skates if you ask me, and this feeling was exaggerated by the lack of downforce at those low speeds.

We “warmed up” in the GT S with guidance from factory AMG drivers Jan Seyffarth and Thomas Jäger and found sudden power oversteer rather easy to provoke. Moving to the GT3, it was more of the same and more

100 MOTORTREND.COM / JULY 2016

sudden. In both cars, there was a distinct and great improvement in grip just as we left a corner, too immediate to explain away with downforce. The AMG drivers blamed it on the motorcycles that most often run here. Now that would be hairy in the wet.

At the other end of the straights, the braking was incredible, water or not … until we began to turn. Then came a surprising drop in g-force and an accompanying worry we might not even make it. Turning the steering “yoke” (round wheels have fallen out of favor, but not with this ol’ war horse) into the tight corners of Misano was rewarded with a strong understeer, partially to help

2016 Mercedes-AMG GT3 BASE PRICE

$424,080-$442,320

VEHICLE LAYOUT

Front-engine, RWD, 2-pass, 2-door race car 6.2L/550-hp (est) /550-lb- (est) DOHC 32-valve V-8

ENGINE

TRANSMISSION

6-speed auto-clutch manual

CURB WEIGHT

2,850 lb (mfr)

WHEELBASE

103.3 in

LXWXH

186.9 x 80.7 x 48.7 in

0-60 MPH

3.5 sec (MT est)

EPA CITY/HWY/COMB FUEL ECON

Not rated

ON SALE IN U.S.

Currently

prevent us “journalists” from a backward oops, no doubt. Easy to do in these conditions, friends. Moving to power often put the traction control on overtime. The Pirelli rain tires struggled on corner entry but suddenly unsheathed their claws as we crossed a possible pavement change as the track straightened out. We could finally go as the guy who signed that AMG engine intended.

Blasting down the straights and initial braking were the clear Best Driver’s parts of this exercise. The trademark AMG sound is magnified, a glorious rumbling basso profundo, entertaining without paining.

The crushing grip of the downforce made the stops feel as if we were an attacking Doberman slamming against the end of its chain. I never found the late-brake limit. But I never found the gravel traps, either.

Most of the GT3 machines make similar or less power than their road counterparts. They run air restrictors, though weight is reduced by about 800 pounds. The great advantage is the engines last forever by racing standards.

Same with the gearboxes on the AMG GT3.

Pricey window sticker, ($424,080 in Sprint form with a catalyst; $442,320 outfitted for endurance duty), but low running costs … if you don’t wreck it. The new six-speed paddleshift rear transaxle easily lasts more than a season. An endurance racing season.

This new AMG uses the engine from the old SLS Gullwing, no turbos, and 6.2 liters, and it places the engine low in a front-mid position. Jäger says it makes about 550 horsepower, and my behind says the torque number is similar, gushing forth a flat, flexible butt-dyno curve of urge. It certainly goes through those finger-flipping gears like a hyper teen at a carnival shooting range. The drivetrain layout adds a little more polar moment for stability and balance versus midengine, but it still has some weight bias aft for

COMPETITIVE EDGE Manufacturers have access to engineering far beyond that of most racing teams, and spare parts are new on shelf as opposed to shop-fabbed one-of-a-kinds.

traction, an interesting concept seen also in the Corvette and Nissan GT-R and borrowed from the old Porsche 944/928.

I left frustrated by the rain, the wildly variable track grip, and the slow corners—aero is a hallmark of this GT3 category. Up front I found triple dive planes, an enormous splitter, and gaping vents through the hood and behind the wheels. Out back, a kilometerwide wing and as large a diffuser as I’ve ever seen outside a cartoon. An important advantage of the AMG GT3 is that it is constructed at a high level of refinement and safety.

This weapons-grade AMG GT3 sprawled wide and mean, striking an intimidating presence. My favorite feature? A prominent chrome grill that honors the Mercedes 300SL’s winning the Carrera Panamericana in 1952.

Splendid. Oh, for a chance to try it again in better conditions, but let’s not look this gift horse in the mouth. Q

END OF THE WHEEL Like many new race cars, the Mercedes-AMG GT3 uses only a yoke, like in a plane. Reasons?

Quick-ratio rack, quick driver changes, and cars lose aero grip sideways anyway.

Dan Alvarado, 9 year WeatherTech® employee, started at the warehouse packing products into boxes. He transferred to work in the toolroom as an apprentice 8 years ago and is now a Senior Level Machinist.

At WeatherTech®, we believe in helping our employees grow personally and professionally; at the same time keeping America’s industrial infrastructure strong and not letting those technical jobs go overseas.

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Words Motor Trend Editors Going 200 mph is serious business and requires serious aero. The trade-off is a difficult time (i.e. scrape!) moving in and out of driveways.

ARRIVAL 2016 Dodge Charger SRT Hellcat Jonny Lieberman “How many sets of tires will a Hellcat eat in a year? I’m thinking six. We’re already at one and counting.” @MT_Loverman EPA CITY/HWY/COMB FUEL ECON 13/22/16 MPG BASE PRICE $68,640 PRICE AS TESTED $73,725 Let’s jump in with both feet: The Dodge Charger SRT Hellcat is a 707-hp, four-door sedan that I get to play with for the next year. Jealous? That’s the idea. Some brass tacks: The base price of “my” 2016 Hellcat is $68,640. Please note that $1,700 is due to a gas-guzzler tax. The car has a few options, including the Customer Preferred package 23T—$1,995—which nets you front and rear floormats plus a 19-speaker Harman Kardon sound system.

My favorite option has to be the $995 Brass Monkey wheels. I am squarely in the target demographic for this one. Not only is the Beastie Boys’ “Licensed to Ill” part of my childhood soundtrack 106 MOTORTREND.COM / JULY 2016

(there’s a song called “Brass Monkey”), but a red car with gold wheels also reminds me of a Lamborghini Countach. Pirelli P Zero 275/40ZR20 summer tires cost an extra $595. The one option I don’t like is the $1,500 black-painted roof. I will admit that it looks good, but in Los Angeles a black roof just means I’ll be running the air-conditioning that much harder come summer. Total price for this Hellcat is $73,725. Not cheap, but keep in mind that the next most affordable member of the 700 (horsepower) club—Ferrari F12berlinetta—begins at $323,745.

You like how the seats and door panels match the gauges and navigation screen? You’re not alone.

During the first week or so of the Hellcat’s arrival at the office, the big, loud red sedan found itself at a racetrack in the Mojave Desert called the Streets of Willow. A couple of evil men—or co-workers, as I call them—decided that great fun could be had not only taking “my” 707-hp family sedan out for a few laps but also performing a smoky burnout or three atop the giant skidpad that makes up the east end of Streets. My point: The tires were shot.

UPDATE ACURA TLX

AUDI S3

CHEVROLET COLORADO Z71

UPDATE CHEVROLET CORVETTE

ARRIVAL DODGE CHARGER SRT HELLCAT

KIA SOUL EV+ UPDATE

MAZDA MX-5 MIATA CLUB UPDATE

MERCEDES-BENZ CLA250 4MATIC

MITSUBISHI OUTLANDER SEL

NISSAN MAXIMA SR UPDATE

HONDA CR-V TOURING AWD

HONDA PILOT AWD ELITE

KIA SEDONA

NISSAN MURANO

SUBARU BRZ UPDATE

SUBARU OUTBACK 2.5i ARRIVAL

RIDE ALONG FOR UPDATES ON OUR LONG -TERM FLEET

PAUL LAGUETTE

58.3”

SPECS 2016 Dodge Charger SRT Hellcat

4” 120.

8” 200.

75.0”

2016 Subaru BRZ Emiliana Sandoval CO2 emissions 1.22 lb/mi

4.2 sec

12.1 sec @ 123.4 mph

0-60 mph Quarter mile

MT figure eight 24.4 sec @ 0.82 g (avg)

“I’m not a fast driver, so the BRZ’s 200 horses suit me just fine.”

103 ft Braking distance, 60-0 mph

@Emiliana505 Vehicle Layout Front-engine, RWD, 5-pass, 4-door sedan Engine 6.2L/707-hp/650-lb-ft supercharged OHV 16-valve V-8 Transmission 8-speed automatic Lateral Acceleration 0.93 g (avg) Curb Weight (F/R dist) 4,530 lb (57/43%) Energy Cons, City/Hwy 259/153 kW-hrs/100 miles As a result, our testing team was only able to hit 60 mph in 4.2 seconds and make it through the quarter mile in 12.1 seconds at 123.4 mph. That’s not as quick as we’ve seen in previous Charger Hellcats (3.7 and 11.8 at 124.3 mph). The figure eight was knocked off in 24.4 seconds—on par with other Hellcats—though our handling guru, Kim Reynolds, described the bald tire behavior as “diabolical.” That’s a step down from how Kim usually describes Hellcats, i.e. “stupid.” Rest assured, Tire Rack has its best people on the case, and the smoke-happy Hellcat will have fresh meats before you read the first update.

Service life / 4 mo/7,254 mi Avg CO2 / 0.70 lb/mi Energy cons / 122 kW-hrs/100 mi Unresolved problems / None Maintenance cost / $0 Normal-wear cost / $0 Base price / $26,190 As tested / $28,485

REAL MPG FUEL ECON 31.0 MPG comb.

My brother-in-law says I drive like a grandma. I prefer to think of myself as spunky but cautious. Compared to my MT colleagues, I am indeed a slowpoke—the fastest I’ve ever gone on a closed highspeed oval is 148 mph in a Mercedes. The BRZ’s 200 hp is just my speed—I feel like Goldilocks finding the perfect chair.

Now, 200 hp is on the low end for a sports car, so you gotta really rev the engine to get a move on, and I like that. It makes me feel like a badass when I’m pushing up an on-ramp to merge at highway speeds. The engine’s note is unsophisticated, though, buzzing like an angry bee. I agree with colleague Stefan Ogbac that the BRZ could

My water bottle fits, but it’s hard to get it out without banging it into the bottom of the door handle.

use more midrange torque—it gets a bit huffy around 3,500. A soft chug-chugchuggy rattle sometimes occurs when I’m coasting to a stop around 900 rpm with feet off the clutch and gas, but I can’t replicate it often enough to really analyze it. I wish the clutch uptake were 20 percent smoother. The shifter is a bit notchy, but not gratingly so, and I’m used to it by now. The steering’s quick response and feedback are delightful.

I haven’t driven the BRZ on any trip longer than a couple hours. Although the seats are plenty comfortable and have ample padding and good, firm support, the cabin noise and overall lack of ride refinement could become tiresome on a long road trip. On the way home from Target, some unsecured cases of fizzy water in the trunk actually caught air over a bigger bump, landing with a thump and a slide.

The BRZ’s standard summer tires are plenty grippy for Los Angeles’ grooved freeways and suitable for SoCal’s balmy 70-degree “winters” with barely any moisture, but were I back in Michigan, I’d definitely swap them for winter tires when the mercury drops.

JULY 2016 / MOTORTREND.COM 107

LONG-TERM TEST | Arrival

ARRIVAL 2016 Subaru Outback 2.5i Limited Ron Kiino

EPA CITY/HWY/COMB FUEL ECON 25/33/28 MPG BASE PRICE $31,545 PRICE AS TESTED $34,989 Good things come to those who wait. Patience is a virtue. Blah blah blah. But it’s true. Had we gone with a long-term 2015 Subaru Outback, the first year of the fifth generation, we would’ve missed out on the 2016’s improved safety features (addition of lane keep assist to the EyeSight driver-assist system and availability of Subaru’s Starlink safety and security package, which adds such nets as SOS emergency assistance and automatic collision notification) as well as retuned electric power steering and, on our 2.5i Limited trim, revised Stablex dampers. Thankfully, we haven’t needed any of the Starlink’s services thus far, but the LKA has come in handy, and the reworked steering and suspension have proved rewarding when

alloys with 225/60 Bridgestones, needed 126 feet to come to a halt from 60 mph and 28.4 seconds to complete the figure eight, with lateral acceleration averaging 0.80 g. (The Forester did the aforementioned in 120 feet, 28.6 seconds, and 0.78 g, respectively.)

At a base price of $31,545, our top-of-the-line PZEV-compliant Limited came with a power hatch, leather-trimmed interior, dual-zone ACC, heated front/rear seats, and keyless entry. For $3,090, we added a power moonroof, navigation, and the EyeSight driver-assist system. Another $354 covered all-weather floormats ($81), a rear bumper cover ($105), a cargo net ($78), and a rear seat back protector ($90), bringing the bottom line up to $34,989.

SPECS 2016 Subaru Outback 2.5i Limited

PAUL LAGUETTE

@RonKiino

presented with a twisty mountain road.

Prior to hitting any mountain road, though, we took the Outback to the test track. Weighing in at a healthy 3,702 pounds—258 more L-Bs than our 2014 Forester 2.5i Touring—and featuring Subaru’s familiar combo of a 2.5-liter, 175-horsepower flatfour and CVT, the Outback 2.5i Limited sauntered from 0 to 60 mph in 9.5 seconds and eclipsed the quarter mile in 17.4 seconds at 82.1 mph. (The Forester, by the way, is a half-second quicker to 60 and the quarter.) See, I told you patience is a virtue. On the bright side, the Wilderness Green 2.5i Limited has felt adequately powerful for the daily rigors of Southern California commuting, not to mention frugal at the pump (26.8 Real MPG combined). Further, the Outback, wearing 18-inch

66.1”

“Despite its wagon roots and appearance, the Outback offers nearly 9 inches of ground clearance, better than that of most SUVs.”

108.1

72.4”

CO2 emissions 0.69 lb/mi

9.5 sec

17.4 sec @ 82.1 mph

0-60 mph Quarter mile

” 189.6

”

MT figure eight 28.4 sec @ 0.57 g (avg)

126 ft Braking distance, 60-0 mph

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine 2.5L/175-hp/174-lb-ft DOHC 16-valve flat-4 Transmission Cont variable auto Lateral Acceleration 0.80 g (avg) Curb Weight (F/R dist) 3,702 lb (56/44%) Energy Cons, City/Hwy 135/102 kW-hrs/100 miles 108 MOTORTREND.COM / JULY 2016

LONG-TERM TEST | Updates

Even when you’re not driving, you’re still using electricity. The Soul EV tells you exactly how much energy is going toward the climate control and electronic systems at any given moment.

2015 Kia Soul EV+ Kelly Pleskot “There are 7,200 miles on the odometer, and no range anxiety yet.” @misspleskot

Service life / 9 mo/7,248 mi Avg CO2 / 0.00 lb/mi* Energy cons / 27 kW-hrs/100 mi Unresolved problems / None Maintenance cost / $71.42 (inspection, tire rotation, cabin air filter) Normal-wear cost / $0 Base price / $35,825 As tested / $36,650

AVG MPG FUEL ECON 125 MPG-E comb.

Our Kia Soul EV had big shoes to fill when we first took possession of it several months ago. After our long-term Tesla Model S P85+ returned home, we wanted our hands on another electric vehicle. No, it’s not a perfect comparison, but excluding Teslas, the Kia Soul EV had the longest range offered by any electric vehicle on the market at the time.

The Kia’s 93-mile EPA range has proven sufficient for my trip to and from work. After charging up in MT’s vehicle studio during the day, I drive home and often end up with an 80 percent charge after

*at vehicle

27 miles of stop-and-go traffic. AC usage, however, can have a big impact on range.

Compared to the gas-powered Kia Soul, the EV provides more torque and less cabin vibration for a more enjoyable driving experience. About 20 percent of the car’s weight is under the floor, giving it a low center of gravity and a more planted feel.

The interior has held up well during its stay, even the plastic bits covering the gearshift and

infotainment screen. The seats have proven durable and comfortable during long drives, though they’re a bit firm. A few quirks in the cabin have become more noticeable with time. Although the infotainment screen is responsive to touch and features crisp graphics, I sometimes find myself in heavy traffic even though the roads appear green on the map. And I get a good laugh when I click “nearby charging stations” on the touchscreen and it suggests the nearest Tesla Supercharger.

I’m just about the opposite of the Kia Soul EV’s target audience: 45 to 55 years old, high-earning, techy, eco-oriented, and often with two or three other cars, and 70 percent of buyers are male. But I definitely see its purpose. And as compelling rivals such as the Chevrolet Bolt arrive with a claimed 200-mile range, Kia says it’s preparing its own offensive, investing $10.2 billion in powertrain technology, including efficient combustion engines, EVs, plug-in hybrids, and even a fuel cell by 2020.

The Miata is a blast zipping through San Francisco’s hills and crowded streets.

2016 Mazda MX-5 Miata Club Erick Ayapana “The Mazda MX-5 Miata may be the runt of the garage litter, but it’s perfectly fine for long road trips. Just pack lightly.” @erkayapana My previous long-termer, a Honda Fit, had storage magic tricks that allowed me to stuff the compact hatch with a bicycle, groceries, and a few moving boxes at all once. But it’s time to ditch that packrat mentality and embrace a minimalist lifestyle.

For starters, the Miata forfeits a traditional glove box in order to free up passenger room. A suitable substitute, however, is between the seat backs, where a lockable bin provides just enough space for half a dozen In-N-Out Double-Double burgers (or your owner’s manual). Then there is

110 MOTORTREND.COM / JULY 2016

Service life / 3 mo/7,182 mi Avg CO2 / 0.64 lb/mi Energy cons / 112 kW-hrs/100 mi Unresolved problems / None Maintenance cost / $0 Normal-wear cost / $0 Base price / $29,420 As tested / $32,820

REAL MPG FUEL ECON 30.1 MPG comb. a cubby behind each seat back, similar in size to the lockable bin. Cupholders exist, and there’s even a place to store your smartphone just below the climate-control switches and next to the USB ports. In all, there’s plenty of cabin storage for the essentials.

Mazda says the trunk will hold 4.6 cubic feet of stuff, and yes, it is as small as it sounds. I was able to fit a carry-on suitcase and a backpack with some

Small opening to a small trunk. Duffel bags (or custom luggage) are recommended for a road trip with two passengers. room left over, though I’m curious if two carry-ons will fit. Duffel bags may be a wiser choice for two passengers planning to take a road trip. Better yet, custom luggage (which already exists in the aftermarket) might be a better bet to take advantage of the trunk’s odd shape.

Speaking of road trips, I’ve already knocked out four in our Miata, with treks out to San Diego, Idyllwild, San Francisco, and Las Vegas. The seat fits my 5-foot-9-inch frame fairly well, and I made it through those long trips with no aches or pain.

A telescopic steering column, however, would help achieve a more perfect seating position. The suspension soaks up bumps well, and the powertrain has no issue maintaining 80 mph in sixth gear, even on moderate inclines. There’s plenty of power to confidently execute passing maneuvers. Wind noise only becomes a major issue at speeds over 75 mph while driving in a head- or crosswind, and it seems to be worse when the top is up.

LONG-TERM TEST

Elegant and comfortable are two words to describe the TLX’s back seats. Maybe I’m being too literal?

HELPS KEEP DUST OUT OF YOUR LUNGS

2015 Acura TLX Mike Royer “I gave it a shot, but living life a quarter mile at a time seems a little tedious.” @MT_Royer

Despite its marketing as something of a performance car, the TLX never gives me that vibe. On the occasions when I unleash my inner Senna, the acceleration is never very dramatic, even when I put my foot into it. Pinning me to the back of my seat isn’t happening. I’m not saying it’s slow—it accelerates just fine and at a reasonable pace (0-60 in 7.3 seconds)—but getting there never put my heart rate at redline. Maybe it’s the languid shifting of the eight-speed twin-clutch auto, or maybe the admirable commitment to quiet comfort

Service life / 12 mo/16,690 mi Avg CO2 / 0.69 lb/mi Energy cons / 120 kW-hrs/100 mi Unresolved problems / None Maintenance cost / $143.33 (oil change, inspection, tire rotation) Normal-wear cost / $0 Base price / $32,365 As tested / $36,420

REAL MPG FUEL ECON 28.1 MPG comb. prevents it from being a car you want to get crazy with. I even gave the paddle shifters a try in Sport mode, but those get old real quick in this town. If the handling were a little racier, it might help with the performance blahs, but alas, it’s too smooth for that nonsense.

Not complaining. Some people I know live their lives a quarter mile at a time, but I usually take the longer, more relaxed route.

The MT Garage Corvette caught up with a Lamborghini Aventador SV at a recent track day.

Washable A I R F I LT E R S “It’s hard to drown out the Corvette’s V-8, but a combination of squeaks and rattles from the top, door, and steering wheel did the trick.” @C_Seabaugh When we last left off, our Corvette had just spent a week at the dealer to get a rattling targa top addressed. This particular Chevy dealer told us that the click-clack sounds our Corvette’s top made were “normal body flex” noises. Sorry, but that’s BS. In recent months, three new issues joined the rattling top. First the electric parking brake switch started to stick. Then the steering wheel started to squeak. Finally, the driver’s side door started creaking while opening and closing. My wife’s ’96 Jeep Cherokee’s doors made the same sound.

Service life / 13 mo/22,684 mi Avg CO2 / 0.88 lb/mi Energy cons / 152 kW-hrs/100 mi Unresolved problems / Steering wheel squeak Maintenance cost / $0 (3-oil change, inspection; 2-tire rotation) Normal-wear cost / $1,621 (1 set Michelin Pilot Super Sport tires, mount and balance) Base price / $55,995 As tested / $64,880

REAL MPG FUEL ECON 22.1 MPG comb.

So off to the dealer I went—a new, more reasonable one this time. The parking brake switch was replaced, the door was disassembled and fixed, and the top’s strikers and pins were replaced according to GM service bulletin #15-NA-016. The dealer couldn’t figure out the squeaking steering wheel, but with the major quality issues fixed, it’s nice to have our Chevy back in action once again.

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TM

LONG-TERM TEST

2016 Nissan Maxima SR Jason Udy “The @NissanUSA Maxima made Wards Auto 2016 10 Best Interior list— and we couldn’t agree more!” @MT_JasonUdy

SEARCHABLE CONTENT INSTANT DELIVERY MOBILE LIBRARY VIEW ON ANY DEVICE

When the first-generation (1981-1984) Datsun 810 Maxima arrived in North America, it was a more premium variant of the 810 Deluxe. Despite a switch to front-drive for the second generation (1985-1988), the Japanese automaker marketed the third-generation Nissan Maxima as a “fourdoor sports car” complete with 4DSC badging.

Nissan is again marketing its midsize premium sedan, now in its eighth generation, as a four-door sports car. But does it live up to the hype?

While we’ve shared our long-term Maxima SR sedan’s performance stats in a previous update, we want to bench race the “four-door sports car” against the rear-drive Dodge Charger. A quick recap: Our front-drive, 300-hp 3,544-pound Maxima SR hit 60 mph in 6.0 seconds and finished the quarter-mile in 14.5 seconds at 99.3 mph.

Stopping from 60 mph took 125 feet. The Maxima SR lapped the figure eight in 26.6 seconds at 0.69 g average and pulled 0.86 g around the skidpad.

In comparison, a 4,107-pound 2012 Dodge Charger SXT Plus with the 292-hp, 3.6-liter Pentastar V-6 and eight-speed automatic accelerated in 6.6 seconds and 15.1 seconds at 95.2 mph, stopped in 121 feet, and posted a 26.9-second lap at 0.66 g and pulled 0.83 g. Despite being slower in a straight line and around the figure eight, the

ORDER ONLINE: digital.onlinemotortrend.com The Nissan Maxima has plenty of space for two couples or a young family of five on extended drives.

Service life / 8 mo/20,810 mi Avg CO2 / 0.73 lb/mi Energy cons / 127 kW-hrs/100 mi Unresolved problems / Key fob functionality Maintenance cost / $575.38 (3-oil change, inspection, tire rotation; 1-cabin air filter, brake fluid change) Normal-wear cost / $0 (key fob battery replacement) Base price / $38,495 As tested / $38,750

REAL MPG FUEL ECON 26.6 MPG comb. rear-drive Charger has a more balanced feel.

We theorize that the Charger’s rear-drive setup makes up for its acceleration deficiency.

A comparably equipped rear-drive 2016 Dodge Charger SXT with the Premium Group is priced at $36,985. That undercuts our long-term 2016 Maxima SR sedan’s price by $1,765. The Charger with the V-6 is EPA-rated 19/31/23 mpg city/highway/combined compared to 22/30/25 mpg for the Maxima. A 2016 Dodge Charger R/T with the 370-hp, 390 lb-ft, 5.7-liter Hemi V-8 starts at just $34,890. Adding the Premium Group brings the price up to $40,885, or $2,135 more than the Maxima SR. The additional power comes at the expense of fuel economy (16/25/19 mpg). We haven’t tested a Charger R/T since it gained the eight-speed auto in 2015.

With more than 18,000 miles on the odometer, our long-term 2016 Nissan Maxima SR has been nearly trouble-free. One quibble is with the Nissan Intelligent key with push button ignition.

Sometimes after unlocking the car with the door-handle-mounted button and the key fob in our pocket, the car won’t recognize the key preventing the ignition from starting. Locking and unlocking the car from the remote will resolve the issue.

Other times when using the remote start, the car won’t recognize the key when pushing the start button. Sometimes the door won’t unlock from the door-handle-mounted button, and the key fob button must be pressed to unlock the car. Although our 15,000-mile service paperwork indicated that the key fob battery was replaced, the issue is still ongoing. We will have the dealer reprogram the key fob on our next service visit.

LONG-TERM TEST | Verdict

2015 Land Rover Range Rover Sport Supercharged Angus MacKenzie “On any road, at any time, this is a genuine and genuinely useful GT, an effortlessly quick and comfortable transcontinental cruiser.” @Angus_Mac Dusk is settling softly over the desert with a warm sigh, the pink sky purpling behind the mountains to the east. Ahead, the empty road stretches down the broad valley, sweeping gently left and right through the sagebrush.

We cruise at 110 mph or so, with occasional bursts beyond 120 on the longer straights, keeping to the center of the road, watching for wildlife on either side, and scanning the horizon for the distant twinkle of headlights. The chassis feels utterly planted and totally composed, the long-travel suspension effortlessly soaking up the heaves and hollows while deftly controlling unwanted body motions.

114 MOTORTREND.COM / JULY 2016

Service life / 13 mo / 20,626 mi Base price / $81,020 Options / Dynamic package ($2,750: digital instrument panel, Oxford leather, 155-mph limiter, stainless steel pedals), Front Climate Control and Visibility package ($2,530: heated windshield, xenon headlights, blind-spot monitoring), Meridian 19-speaker sound system ($1,940), metallic paint ($1,800), adaptive cruise control ($1,295), 22-in wheels ($1,200), Rover Tow package ($650: hitch receiver, tow electrical connector), Protection package ($537: all-season floormats, cargo floormat), wheel locks ($134) Price as tested / $93,856 Avg fuel econ/CO2 / 15.0 mpg/1.29 lb/mi Problem areas / None Maintenance cost / $0 (oil change, inspection) Normal-wear cost / $175 (alignment) 3-year residual value*/ $50,682/$53,100/$56,600 Recalls / Front passenger airbag sensor, door latch, second row seat, brake vacuum hose

REAL MPG CITY/HWY/COMB FUEL ECON 14.4/19.5/16.3 MPG *ALG lease residual/IntelliChoice trade-in/retail (at 42,000 miles)

The road head-butts a low range of hills at the end of the valley. Fast, open sweepers give way to a snake-wriggle of tarmac up and over the ridge.

I snick the shifter to the left, into Sport mode, and attack. The supercharged, 510-hp V-8 rumbles and digs deep as 5,430 pounds of aluminum and steel charge up the hill.

Corner. Hard on the brakes with the left foot, and the Brembos instantly wash off the excess speed as I start to pull the steering wheel off-center. No need to touch the paddles; the eight-speed ZF drops two, three gears, perfectly matching revs along the way. There’s minimal, beautifully controlled body roll as we turn in, and the meaty Continental CrossContact LX Sport tires bite as we rush the clipping point. Wait for it ... wait for it ... there! Squeeze on the gas pedal, unleash the rumble, and feel the torque-vectoring rear differential help rotate the big beast through the turn.

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2015 Land Rover Range Rover Sport Supercharged POWERTRAIN/CHASSIS

DRIVETRAIN LAYOUT ENGINE TYPE VALVETRAIN DISPLACEMENT COMPRESSION RATIO POWER (SAE NET) TORQUE (SAE NET) REDLINE WEIGHT TO POWER TRANSMISSION AXLE/FINAL-DRIVE/ LOW RATIO SUSPENSION, FRONT; REAR STEERING RATIO TURNS LOCK-TO-LOCK BRAKES, F; R WHEELS TIRES

Front-engine, 4WD Supercharged 90-deg V-8, alum heads/block DOHC, 4 valves/cyl 305.1 cu in/5,000cc 9.5:1 510 hp @ 6,000 rpm 461 lb- @ 2,500 rpm 6,500 rpm 10.6 lb/hp 8-speed automatic 3.31:1/2.21:1/2.93:1 Control arms, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar 18.3:1 (on center) 2.8 15.0-in vented disc; 14.4-in vented disc, ABS 9.5 x 22-in, cast aluminum 275/40R22 108Y M+S Continental CrossContact LX Sport

DIMENSIONS

WHEELBASE TRACK, F/R LENGTH X WIDTH X HEIGHT GROUND CLEARANCE APPRCH/DEPART ANGLE TURNING CIRCLE CURB WEIGHT WEIGHT DIST, F/R TOWING CAPACITY SEATING CAPACITY HEADROOM, F/R LEGROOM, F/R SHOULDER ROOM, F/R CARGO VOLUME BEH F/R PAYLOAD CAPACITY GVWR GCWR TEST DATA ACCELERATION TO MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 0-110 PASSING, 45-65 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION

MT FIGURE EIGHT TOP-GEAR REVS @ 60 MPH CONSUMER INFO STABILITY/TRACTION CONTROL AIRBAGS BASIC WARRANTY POWERTRAIN WARRANTY ROADSIDE ASSISTANCE FUEL CAPACITY EPA CITY/HWY/COMB ECON

115.1 in 66.5/66.3 in 191.0 x 78.1 x 70.1-72.6 in 8.4-10.9 in 24.3-33.0/24.9-31.0 deg 39.7

5,430 lb 50/50% 7,716 lb 5 39.4/39.1 in 42.2/37.0 in 60.7/59.5 in 62.2/27.7 cu

1,404 lb 6,834 lb 14,550 lb

1.6 sec 2.4 3.3 4.4 5.7 7.1 8.8 10.7 13.1 2.2 12.9 sec @ 108.8 mph 121

0.86 g (avg) 25.8 sec @ 0.75 g (avg) 1,500 rpm Yes/yes

Dual front, front side, f/r curtain 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles 27.7 gal 14/19/16 mpg ENERGY CONS, CITY/HWY 241/177 kW-hrs/100 miles 1.22 lb/mile CO2 EMISSIONS, COMB REAL MPG, CITY/HWY/COMB 14.4/19.5/16.3 mpg Unleaded premium RECOMMENDED FUEL

116 MOTORTREND.COM / JULY 2016

The lusty 510-hp supercharged V-8 endows the Range Rover Sport SC with sports car-like track times and a 155-mph top speed.

Unlike most sports cars, though, it also tows 7,716 pounds.

Rinse, repeat, rinse, repeat, and within a couple of miles it’s all over. A steady stream of lights in the distance signals we’re nearing the main highway.

Time to ease up, sit back, crank the 825-watt Meridian sound system, and cruise back into town.

It was a fitting farewell to the 2015 Range Rover Sport Supercharged.

One year, and 20,626 miles. Fuel consumption averaged 15.0 mpg, not that far off the claimed EPA combined figure of 16 mpg. With the 27.7-gallon tank, the theoretical cruising range computes to about 400 miles, a figure we reached four times in practice. The worst mileage of 9.0 mpg came after 170 miles of hustling along surface streets to get around particularly brutal L.A. traffic; the best of 20.4 mpg came after more than 300 miles cruising across the high plains of northern Nevada.

The onboard trip computer proved hopelessly optimistic, routinely inflating the mpg numbers by anywhere between 10 and 20 percent.

Mechanical issues? None. The 15,000-mile service—new oil and oil filter, washer fluid topped off, a check of brake and tire wear, plus a factory upgrade of the sat-nav software—was routine apart from the $175 to correct our wheel alignment. The windshield suffered a small fracture thanks to a stone thrown up by an oncoming semi near Boise, Idaho, and some thoughtless klutz near Yosemite inflicted the mother of all door dings right on the right-hand rear wheel fender lip.

Land Rover of South Bay in L.A. quoted $1,069 to fix the door ding. I gritted my teeth and said no, though it meant a silent curse almost every time I parked the Rangie. Even after a year, I could never resist an over-the-shoulder glance to admire the

rakish sheetmetal hunkered down over those big wheels, the pale gold pearl paint shimmering liquidly in the SoCal sunshine. Inside, you don’t get the metal trim on the vents, or around the power window switches as on the big Range Rover, but the dark brown and warm beige color combination was a refreshingly elegant alternative to the usual black and proved easy to keep looking good.

What didn’t I like? As with my previous Range Rover, the infotainment user interface was clunky to use, requiring too many stabs at the slow-to-respond touchscreen. The Sport’s one-piece tailgate makes loading easier than the two-piece unit on the big Range Rover, but the rear seat backs don’t lie flat when you flick them forward, compromising the usable load space. And the 22-inch wheel/tire combo wasn’t optimal in extreme snow/slush or off-road, where I constantly worried about pinching a sidewall. If I had my time again, I’d probably stick with the standard 21-inch rims, or maybe even 20s.

When I took delivery of the Range Rover Sport Supercharged a year ago, I wanted to test a pet theory, that today’s fast, powerful, lavishly equipped luxury SUVs really are all-weather, all-road gran turismos, cars that will take you wherever you want to go, whenever you want to go there, in style and comfort. And after almost 21,000 miles behind the wheel that included racing winter storms in Idaho and Wyoming, mooching along dirt trails in the Joshua Tree National Park, and several runs from L.A. to the Bay Area with U-Haul trailers attached, the Range Rover Sport has proven the point. It is a genuine, and genuinely useful, GT, an effortlessly quick and comfortable trans-continental cruiser. Q

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The Big Picture LOVE AFFAIR The auto industry’s disruptor-inchief has done it again. With the public reveal of his BMW 3 SeriesďŹ ghting Tesla Model 3 in April, Elon Musk did something the auto industry has failed to do in more than half a century: get people truly excited about a new car. So excited, in fact, that about 400,000 of them have reportedly plunked down a $1,000 deposit for a vehicle that’s said to be still more than a year away from the showroom.

The last time the auto industry saw anything like this, the Beatles were on top of the Billboard charts, Lyndon Johnson was in the White House, and the tragedy of Vietnam had yet to sear America’s psyche. The car that did it was, of course, Ford’s original Mustang.

Primed by a superbly executed publicity campaign that included ads in 2,600 papers, the simultaneous placement of cover stories in Time and Newsweek magazines, the ďŹ rst ever roadblock TV ad buy on CBS, NBC, and ABC, and star billing at the 1964 New York World’s Fair, 22,000 frenzied consumers placed orders for the Mustang the day it went on sale. One guy who beat out 14 others for a car slept in it overnight at the dealership until his check cleared.

Well, the Model 3 just blew the Mustang away.

Of course, cynics are quick to point out that when the Mustang launched, Ford was a proper, grown-up automaker, while Tesla ‌ Yes, Tesla’s ďŹ nancials, like the self-landing rockets of Musk’s other venture, SpaceX, seem to defy the laws of gravity. In the immediate a ermath of the Model 3’s reveal, Tesla’s stock zoomed upward almost $40 a share, hi ing $265.42 on April 6, valuing the company north of $33 billion.

WHY THE TESLA MODEL 3 MATTERS

Meanwhile, Ford shares have bumbled along between $11 and $16 over the past year.

On a good day, then, the company that put the world on wheels is worth maybe twice as much as the pesky startup from Silicon Valley. You can imagine the sour mood in the C-suite in Dearborn, probably matched only by that of the Wall Street analysts who keep spu ering that Tesla’s valuation makes absolutely no sense.

However, whether Musk is another Preston Tucker or the next Henry Ford, he’s achieved something remarkable. It’s not that he’s created an auto company from scratch. It’s that he’s captured the lightning in a bo le for which automotive marketers around the world would sell their souls. He’s made tech-savvy 21st-century consumers fall in love with the idea of owning an invention that deďŹ ned the 20th century. A car.

Model 3 mania has laid bare the dichotomy at the core of the modern automobile industry: This is a business o en run by engineers and accountants who rely on system and process to create and manufacture a product that sells ‌ on emotion. A consumer’s decision to purchase a car is always rationalized but rarely rational.

The looming specter of autonomous vehicles notwithstanding, the car business is not a transportation business. It’s a fashion business.

At the same time the Tesla phenomenon underscores a deeper truth about the auto industry: Consumers relate to an automotive brand that clearly and unambiguously stands for something. Tesla doesn’t do marketing.

It doesn’t spend vast sums on advertising. It doesn’t sponsor a race team, back a highproďŹ le charity, or put on rock concerts. It just makes game-changing cars that have set new

LIFTOFF! Like his SpaceX Falcon 9 rockets, Elon Musk’s car company seems to defy the laws of gravity.

standards for electric vehicle performance and style, usability and desirability.

And along the way Tesla has become something else: a genuine premium automotive brand. Tesla doesn’t need faux-luxury pomposity or pseudo-sporty psychobabble or any one of a dozen other marketing tricks; the cars do the talking. Like the cars that made the reputations of, oh, Rolls-Royce and Bentley, Porsche and Ferrari, Mercedes-Benz and BMW. Q

The last time we saw anything like this, the Beatles topped the Billboard charts.

122 MOTORTREND.COM / JULY 2016

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It’s always the quiet ones that surprise you.

Beneath the sculpted lines of the 2016 Legacy® lies the best-kept secret in the business.

Subaru Symmetrical All-Wheel Drive and an astonishing 36 mpg.* Combine that capability with the fact that it’s the longest-lasting midsize sedan in its class,† and you’ve got something you won’t find in other sedans. Love. It’s what makes a Subaru, a Subaru.

Legacy. It’s not just a sedan. It’s a Subaru. Well-equipped at $21,745** Subaru and Legacy are registered trademarks. *EPA-estimated hwy fuel economy for 2016 Subaru Legacy 2.5i models. Actual mileage may vary. †Based on IHS Automotive, Polk U.S. total new light vehicle registrations in the model years 2005 through 2015 (through December 2015) in the Non-Luxury Traditional Midsize Sedan segment for models that have been on the U.S. market for the entire ten-year time period. **MSRP excludes destination and delivery charges, tax, title, and registration fees. Retailer sets actual price. 2016 Subaru Legacy 2.5i Limited pictured has an MSRP of $29,440.