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V O L . 67, N O . 3

TABLE of CONTENTS

OCtObER 2021

F E AT U R E

New Cars for 2022

Our optimistic yet realistic look at what’s coming. All the new vehicles, the significant changes, the weird, the boring, the minutiae that make life complete, and even some French stuff. Edited by Tony Quiroga

“THERE IS NO DOUBT THAT ENTHUSIASTS WILL REMEMBER THE BIGGER, BADDER BLACKWING AS ONE OF THE BEST SPORTS SEDANS EVER MADE. YEARS AFTER IT’S GONE, ITS LEGEND WILL LIVE ON.” —K.C. Colwell, “The Final Countdown”

CA R A ND DR I VE R

2022 Cadillac CT5-V Blackwing If you want a new reardrive sports sedan with a supercharged V-8 and a manual transmission, go get a Cadillac CT5-V Blackwing before it disappears forever. By K.C. Colwell

Up on the Roof 2022 Honda Civic Touring vs. 2021 Hyundai Elantra Limited vs. 2021 Mazda 3 Premium AWD vs. 2021 Nissan Sentra SR vs. 2021 Toyota Corolla XSE Apex vs. 2021 Volkswagen Jetta SEL Premium. By Joe Lorio

ROAD TEST

C O M PA R I S O N T E S T

TABLE OF CONTENTS OCTOBEr 2021

COLUMNISTS 20. Ezra Dyer Manual labor. 22. Elana Scherr A seller’s market.

UPFRONT

11. Sit. Stay. Safe. Building a better petsafety system. 12. Car and Dogger A brief history of riding in cars with dogs. 14. Faux Fuel Can synthetic gas save internal combustion? 16. Charging the Mountain We set an unusual record in a Taycan. 18. On-Demand Options Carmakers are making buyers subscribers.

S H E E T M E TA L

29. Audi RS3 39. Cadillac CT4-V Blackwing 44. Ford Bronco 46. Genesis GV70 58. Hyundai Santa Cruz 60. Jeep Wagoneer and Grand Wagoneer 63. Lexus IS500 F Sport Performance 66. Mercedes-Benz EQS 68. Nissan Frontier 73. Toyota GR 86 74. Volkswagen ID.4 AWD

E TC .

4. Backfires The usual mix of critiques and pedantry. 80. We Didn’t Start the Fire A retrospective of new-car issues from the past 50 years.

Backfires

The joyful noise of the commentariat, rebutted sporadically by Ed. FRONT AND CENTER Did Microsoft Word screw up the formatting on your June cover? —Luis Dodero Falls Church, VA The art department suggests taking artappreciation classes—Ed. I received my June brochure, er, magazine and looked forward to great reviews of cars. What I got was basically a post-pandemic entertainment guide interrupted by Porsche GT3 and BMW M340i reviews. Forty-one things to do? Drive Little Tujunga Canyon Road and the Scottish Highlands? A scavenger hunt in an old 3-series? A 10-day Airstream road trip? This would have been funny if it were your April Fools’ issue. Come on, get back to reviewing cars! —Ken Westbrook San Diego, CA In your June issue, there’s an article by one of your columnists about how he can’t

find his way around without a smartphone and another from a writer who, with his wife, jackknifed a $162,000 RV on a freeway. You also printed a rave review of a compact $67,000 BMW that is not available with a manual transmission, burned oil, repeatedly blew out tires, and had malfunctioning air conditioning. I must say, you aren’t inspiring confidence in your analytical skills. —James Hallemann Traverse City, MI

WINGED BEAST Regarding the challenge in the Porsche 911 GT3 review to name another 500-plus-hp naturally aspirated car with a six-speed manual [“Rise Up,” June 2021]: That was a tough one, but it only took getting to page 64. Granted, the Mustang Mach 1 is shy 20 horses, but for less than a third of the Porsche’s price, it’s the real deal for the proletariat! —Mark Wino Culver City, CA

In the GT3 review, you said, “Find another car that has 500-plus naturally aspirated horsepower, a six-speed manual, and this much driver engagement.” Ding-ding-ding, we have a winner! The McLaren F1. —Jeremiah Medford, age 11 Asheboro, NC Young Medford, the sentence actually begins, “Name another new car that offers 500-plus . . .”—Ed. What happened on the Porsche GT3’s spider chart? Dead last in the 150-mph acceleration measure by seconds? Miss a shift? —B. Plante Carlsbad, CA Horsepower matters—Ed. Your test car had an automatic, while a few issues ago, you stated the GT3 could be ordered with a stick. What happened? I thought you guys were the manual savers? Though I will not threaten to cancel

CAR A N D DR IV ER ~ O CTOBER 2021 ~ S IC YO UR DO GS O N US AT: ED ITORS@ CARAN DD RIV ER.COM

To get your Porsche 911 GT3 in the color of the sky, select Shark Blue, but be prepared to spend $4220.

my subscription, I am not very happy. I am only 13, yet I have driven stick and my mom’s van, and I am onboard with your Save the Manuals cause. —Jacob Tepper Indian Trail, NC Whitney Houston said it best: The children are our future—Ed. As a career photojournalist, I have to note how much I liked Marc Urbano’s photograph of the Porsche GT3 spread over pages 26 and 27. Some may be upset that it is not a typical shot of the full car or that he composed it with almost as much sky background as car. This is the kind of eye I was looking for when I hired staff photographers for our newspaper! —Mark Hertzberg Racine, WI Urbano is a treasure—Ed.

LAUGH TRACK I’ve been a subscriber for about 50 years. Tony Quiroga’s line “guardrails painted by drivers who ran out of talent loom ominously” in

the Volkswagen GTI review is my favorite in your magazine so far [“Does Anybody Remember Laughter?” June 2021]. I hope to never become a “painter.” —John Liming Defiance, OH I once wrote for a living. First week on the job, my copy editor and I butted heads. She insisted on hyphenating “pickup,” as in “pick-up truck.” I’m pretty sure the phrase “steering that responds to every fing of your fingers” would have made her head explode. Thanks for that, Quiroga. —Ken Stadden Mount Joy, PA Quiroga’s strategy is to outlast them. He’s on his fourth copy chief since starting at C/D—Ed. Emetic? Would you kindly ask Quiroga to use that word in another sentence without making me heave? —Gil Rothenberg Fairfax Station, VA I’ll hold your hair back, Rothenberg—Ed.

Are simple tables broken? The spider chart that compares several cars takes way too long to decipher. Maybe the extra time is to help us forget we’re getting fewer issues. —Bill Meckley Nicholasville, KY

DEFENDER HYPERSPACE As a third-generation bagpiper, I take offense at Mike Duff’s characterization of the bagpipes [“Slow Going,” June 2021]. If he thinks so little of my instrument, I suggest he put his lips on my blow stick and see what kind of music he can make from my chanter. —Rob Disner Dunwoody, GA Pipe down, Disner. Kids read this stuff—Ed.

MAP QUEST

John Pearley Huffman spun while towing an Airstream. Fortunately, everything came out shiny and chrome. Yes, we know it’s polished aluminum and not chrome.

I enjoyed Ezra Dyer’s trip in a 1987 BMW 325is [“All over the Map,” June 2021]. I’ve had a lot of vehicles over the years, but the best was my 325is, which I still regret selling. It wasn’t the fastest, roomiest, or best handling, but it was strong in all categories and just a downright fun car to drive. When you sit behind the wheel, everything falls into place naturally. Thanks for the article. It brought back a lot of great memories. —Henry S. Hale Oxford, MD

Hey! When did gas stations stop giving out free maps? —Tom Kramer Baiting Hollow, NY

SPINNER John Pearley Huffman and his wife were lucky not to put the Airstream on its side and their truck in the ditch [“A Spin across the West,” June 2021]. When the trailer starts swaying, you have two choices: accelerate or hit only the trailer brakes. Actually, if you possess the talent and presence of mind, do both with a soft touch. —Frank Shaughnessy Palm Bay, FL Pearley is so talented, Road & Track hired him—Ed. I have ordered Towing for Dummies for Pearley and his wife. They violated all the rules by not listening to the motorhome people and ignoring the basic rules of the road. Just think how much easier it would have been if some company had lent them a powerful dually that would have made the driving experience a whole lot safer for them and the other drivers they probably scared out of their wits. I did like the June issue. I used to enjoy R&T, C/D, and my fishing mags. Very disappointed in the folks from R&T. —Mark Jeff Furber Cape Cod, MA Because they hired Pearley?—Ed.

Pearley’s account of his Airstream adventure reminds me of an old adage from my 45-plus years as a pilot: Flying is defined as hours and hours of boredom interspersed with moments of sheer terror. Apparently RVing is similar. —Randy Flick Sellersburg, IN It is unconscionable to send a guy with no towing experience off with zero training or orientation and without the right equipment. I’m glad nobody got seriously hurt. —Jeremy Siegel Cheverly, MD Pearley and his wife are so fortunate that they didn’t bend a lot of sheetmetal or injure or kill themselves or other motorists. What kind of fluff piece would you have presented if Pearley in his foolishness had caused a tragedy? I was surprised to see him still listed on your masthead as a contributor. He, and whoever handles him, should be gone. —Casey Kamloops, BC Look again—Ed.

A 3 TURNS 40 You got four flats and went through four quarts of oil in your long-term test of the BMW M340i [June 2021]? Sign me up! —Rod O’Byrne Regina, SK New M340i, new engine, and you added four quarts of oil during your long-term test. Seems excessive in a new high-performance car. BMW insists this oil consumption is normal? I’m

Much of the blame for the long-term BMW M340i’s four flats should go to Michigan’s terrible roads.

not so sure, and I certainly wouldn’t want to have to continually add oil to a brand-new car. You shouldn’t have to add any. Period. —Andrew J. Sultan Austin, TX Four quarts over 40,000 miles is higher than average for the long-term fleet, but it’s certainly not excessive. The consumption might have gone unnoticed if the oil changes occurred more often than the roughly 10,000-mile interval prescribed by the car—Ed. I see you’re back to sucking BMW’s stick again. —Lance Schaffer Highlands Ranch, CO

PRESS ON Thank you, Sharon Silke Carty, for the referral to Horatio’s Drive in your June column. It was such a treat. —Michael Spring, TX Ever since Carty started writing the Editor’s Letter, I haven’t been able to finish a single article of hers. Am I missing anything? Sadly, I fear not. Oh, and I have subscribed for 30-plus years. —Phil Rainwater Tucson, AZ

IN THE YEAR 2000 I just finished Ezra Dyer’s column “The Y2K Bug” [June 2021]. I have come to the conclusion that if Dyer wrote down a random phone number, I would enjoy reading it. And that hasn’t happened since 1997, when my future wife wrote down her phone number for me. —Bismark Madera San Juan, PR

SCHERR ENOUGH I love Elana Scherr’s stuff, and I think I know why. She has figured out how to live in two universes: one of C/D’s posh rides and travel and the Roadkill universe of clapped-out speedy death traps and picnic tables as beds. She’s having more fun than the rest of us. —Chris Nikirk Avon, CT

In telling us to visit the Indy 500, Ceppos expostulates on its “enormity.” My dictionary defines “enormity” as extreme wickedness. That may be a convincing reason for some people to visit. Is it possible that Ceppos has lived for so long without a pedagogue explaining to him what this word means? Consider it done, Ceppos. —Ray Ben California, MO

CHARLIE BUCKET So, I’ve ticked off 17 of the 41 items on your bucket list [“Choose Your Own Adventure,” June 2021]. What do I win? —Ken Waller Novi, MI No money, but when you die, on your deathbed, you will receive total consciousness. So, you’ve got that going for you—Ed. After experiencing the Indianapolis 500, if you decide to drive north on I-69 to see Ford’s Rouge plant in Dearborn, be sure to stop in Auburn, Indiana, and visit the Auburn Cord Duesenberg Automobile Museum. —John Duryee Cranford, NJ When I read number 41, “Attend the Indy 500” by Rich Ceppos, my first thought was of Patrick Bedard! This whole issue was great! —Mike Lipman Mount Royal, QC

One adventure not on your bucket list that I would encourage any enthusiast to try: working an F1 race, specifically at Circuit of the Americas outside Austin, Texas. —Scott Johnson Bremerton, WA Kudos to Aya Morton. Without her illustrations, the bucket list wouldn’t have had half the punch. —Len Gjerde Plainfield, IL

CRUISE AWAY Sorry to interrupt the nostalgia and whining, but the Land Cruiser remains available as a Lexus 570 LX [“Losing the Land Cruiser,” June 2021]. —Mike Groesbeck Santa Fe, NM You mean LX570, which becomes the LX600 next year, but yes—Ed.

TO THE LETTER Hello. Your Backfires rebuttals have taken a turn for the OctOber 2021 ~ cAr AND Dr IVer

SIC YOUR DOGS ON US AT: EDITORS @CARANDD RIVER.COM

Backfires

Editor-in-Chief Sharon Silke Carty

better lately! However, I’d like to point out that I think your response to Dave Miller in the June issue is the best ever. —Dan Marois Gatineau, QC That sound you hear is thousands of subscribers simultaneously searching for their June issue—Ed. In a world that has gone off-kilter, including people who want to cancel their subscriptions because there is an article about an SUV or another BMW or you put a helmet on the cover, one thing is certain: I always enjoy your rebuttals. Thank you for the perspective and laughs. —Phil E. Fairfield, NJ I find the four-cylinder in the Chevrolet Equinox I am forced to drive at work to be chewy at best. How I long for crisp. —Joe Ciemnoczolowski Minden, NE The confidence with which the Hyundai sales consultant wrote in to correct you for calling the Elantra’s transmission a CVT is yet another strong indictment of the current dealer model. Instead of pushing people to a manufacturer’s online resource to learn about, configure, and, yes, even order their cars independent of a dealer, the car buyer is subjected to sales consultants who six months ago were working at a Men’s Wearhouse and may not actually know anything about cars. —Josh Vavra Chester, NH

Acting Print Director Tony Quiroga Executive Editor Ryan White Digital Director Laura Sky Brown • BUYER’S GUIDE Deputy Editor Rich Ceppos Staff Editors Drew Dorian, Eric Stafford • FEATURES Senior Editor Elana Scherr Staff Editors Austin Irwin, Annie White NEWS Senior Editor Joey Capparella Staff Editors Connor Hoffman, Caleb Miller Social Media Editor Michael Aaron • REVIEWS Deputy Editor Tony Quiroga Senior Editors Ezra Dyer, Mike Sutton • TESTING Director Dave VanderWerp Deputy Director K.C. Colwell Research Editor Beth Nichols Technical Editor David Beard Road Test Editor Rebecca Hackett Assistant Technical Editor Maxwell B. Mortimer Road Warriors Keoni Koch, Jacob Kurowicki, Zackary Lading • CREATIVE Director Darin Johnson Deputy Director Nathan Schroeder Staff Photographers Michael Simari, Marc Urbano Photo Assistant Charley M. Ladd • PRODUCTION Managing Editor Mike Fazioli Copy Chief Adrienne Girard Associate Managing Editor Jennifer Misaros Editorial Operations Manager Juli Burke Copy Editors Chris Langrill, Kara Snow Online Production Designer Sarah Larson Online Production Assistant Ron Askew Editorial Assistant Carlie Cooper CONTRIBUTORS European Editor Mike Duff Contributing Editors Clifford Atiyeh, Brett Berk, Sebastian Blanco, Csaba Csere, Malcolm Gladwell, Andrew Lawrence, Bruce McCall, Jens Meiners, P.J. O’Rourke, Jonathon Ramsey, Steve Siler, James Tate, John Voelcker Editorial Office 1585 Eisenhower Place, Ann Arbor, MI 48108 PRINTED IN THE U.S.A. Editorial Contributions Unsolicited artwork and manuscripts are not accepted, and publisher assumes no responsibility for return or safety of unsolicited artwork, photographs, or manuscripts. Query letters may be addressed to the print director.

Publisher and Chief Revenue Officer Felix DiFilippo Associate Publisher, National Sales Director Cameron Albergo NEW YORK East Coast Sales Director Kyle Taylor Group Advertising Director Joe Pennacchio Integrated Sales Director Shannon Rigby Integrated Sales Account Executive Richard Panciocco Assistant Keierra Wiltshire • CHICAGO Integrated Sales Director Rick Bisbee • DETROIT Group Advertising Director Samantha Shanahan Sales Director Marisa Stutz Assistants Toni Starrs, Rene Tuohy LOS ANGELES Group Advertising Director Anne Rethmeyer Digital Sales Director Lisa LaCasse Senior Director of Sales Lori Mertz Integrated Sales Director Susie Miller Digital Account Executive Molly Jolls Assistant Olivia Zurawin TORONTO Digital Sales Account Executive & Auto Aftermarket Rex Cawagas HEARST DIRECT MEDIA Vice President Christine Hall • ADMINISTRATION Advertising Services Director Regina Wall • PRODUCTION Manager Chris Hertwig CIRCULATION Vice President, Strategy and Business Management Rick Day Published by Hearst 300 W. 57th Street, New York, NY 10019 President & Chief Executive Officer Steven R. Swartz Chairman William R. Hearst III Executive Vice Chairman Frank A. Bennack, Jr. President, Hearst Magazines Group Debi Chirichella HEARST AUTOS, INC. Chief Executive Officer Matt Sanchez President & Chief Revenue Officer Nick Matarazzo Treasurer Debi Chirichella Secretary Catherine A. Bostron Editorial Director Joe Brown Chief Brand Officer Eddie Alterman Chief Marketing Officer Michelle Panzer Executive Director of Finance Paul Neumaier Executive Assistant Erika Nuñez PUBLISHING CONSULTANTS Gilbert C. Maurer, Mark F. Miller INTERNATIONAL EDITIONS Brazil, China, Greece, Spain

Everyone loves to give advice, so here I go. C/D is a business that uses subscriber numbers to get advertising loot, and everyone reads Backfires first. Why don’t you publish a book, The Best of Backfires? Money issues solved! —R. Freed Wildwood, IL

PARTING PART Of all the magazines sitting on top of my toilet, C/D is the only one that doesn’t really deserve to be there. Keep it up and I might renew. —Chris Heikell Enumclaw, WA Given how hard print publishing is in 2021, I’ll take 10 issues of quality over no issues at all and

having to scroll through articles on an iPad. Quit your bitchin’, people. —Rick Garvia Spencerport, NY Hmm, let’s see: 80 pages minus 23 pages of ads minus four double-page article introductions equals 49 pages of actual content. Just shut ’er down. —Marc Blasco Coaldale, PA You didn’t count the cover—Ed. If you are going to cut back on the number of issues without telling us, I am going to —Jerry Dawson Citrus Hills, FL Can we go back to talking about shocks and brakes

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instead of dampers and binders? I find it confusing. When you say dampers, I think brakes. When you say binders, I think seatbelts. Is that just me? —James Duffy Landenberg, PA I’m the subscriber who isn’t bothered by his CVT. Will you please uncancel my subscription? —Gary Maske Deep River, IA Last night I dreamed I was a muffler. When I woke up, I was exhausted. —Floyd R. Turbo Wastegate, IL Did you hear the one about the all-night muffler shop? It’s called Nocturnal Emissions—Ed.

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THE BIG IDEA By Elana Scherr

DUKE 1.0

Weighing in at 75 pounds, big dog Duke bravely takes hits to protect his real-dog brothers and sisters. His crash-test-inspired design is purposeful. “Not only can we weight him realistically and place sensors,” says Sleepypod designer Michael Leung, “but when tests are done with fluffy stuffed animals, it looks too real, and people get upset watching the videos.”

MAX MINI

Little six-pound Max was designed to test safety for small dogs in pet carriers, although here we have him in a harness to keep Duke company.

Sit. Stay. Safe.

building a better pet-safety system. Sleepypod makes products that help furry family members travel

comfortably. When the company decided to start testing its safety harnesses, there were no animal crash-test dummies, so it designed its own, starting with Max 1, a terrier-sized stand-in. The vinyl and foam dummies are weighted with pennies or lead and can house load sensors and cameras. Sleepypod now has seven crash pets, including big Duke, Max, a cat named Cleo, and Scout, a reclining mid-size dog. A new and improved Scout will soon join the pack. CAR A N D DR IV ER ~ O CtO b E R 202 1 ~ P HOtOG RA P H bY JEN N Y R I SH ER

CANINE NINE ~ By Andrew Lawrence 2010 s : Four-by-Four-Legs

Car and Dogger

A brief history of riding in cars with dogs. According to a 2011 study by AAA and pet-product

maker Kurgo, more than half of American dog owners roll with a canine co-pilot, and a third of them admit that their furry buddy can be a driving distraction. Figuring out the best method of terrier transport has been a puzzle since the earliest days of automobiles. Here are a few milestones along the way.

1920 s : To - Go Box

Tired of hounds tearing up your Model T? The Bird Dog’s Palace was a steel crate that clamped onto the running board of an early Ford and came in two sizes. A 1927 advertisement declares it “suitable for large pointers or setters as well as other breeds.”

traveled with his Labrador retriever, Candy. Brown commissioned coachbuilder Harold Radford to construct an estate version, with a Lab-friendly boot. Only 12 DB5 shooting brakes were made—making it the rarest DB5 variant. One sold in 2019 for $1.8 million.

1980 s : Of fice r Hot Dog

1930 s : Sad Sack

The dog sack is exactly what it sounds like: a canvas bag with a hole for a dog to look out from. It attached to the window frame and running board with two padded hooks and some clamps. 1960 s : Puppy Galore

Sean Connery’s 007 made the Aston Martin DB5 all the rage. But Aston boss David Brown wanted more room when he

To keep police dogs cool in cruisers, the Florida-based company AceK9 offered climate-control systems that monitored temperature and could alert an officer if the A/C failed in a parked police car. Today the company has more sophisticated versions that in addition to pinging the officer’s phone can turn on the car’s sirens, roll down the back windows, and activate a fan.

2000 s : WAG Wagon

For more than two decades, Volvo has been a pioneer in pet-safety accessories, including cargo-compartment dividers and harnesses. The idea is to keep dogs in place while you’re driving and protect everyone in case of a crash. An untethered 10-pound Shih Tzu turns into a kinetic missile in a 25-mph collision.

In 2017, after a survey of 1360 U.K. dog owners showed nearly 90 percent had interest in a vehicle with comforts for Fido, Nissan unveiled the X-Trail 4Dogs concept, a trickedout Europe-spec Rogue with a modded hatch boasting pooch-specific features such as a slideaway ramp, a “luxurious” bed, a no-spill water bowl, a treat dispenser, and a two-way cam system so owners can monitor their pets and vice versa. There’s even a shower wand and blow-dryer tube so you can clean your pup after a muddy outing.

2010 s : Watchdog

In 2011, the Center for Pet Safety (CPS), a nonprofit partially underwritten by Subaru, began testing dog harnesses for crash safety. The takeaway: “None of the harnesses were deemed safe enough to protect both the dog and the humans in the event of an accident.” Animal safety still has no standardized ratings today, but CPS has certified a few pet restraints with a passing grade.

2010 s : Crim e Dog

In 2012, Rhode Island became the first state to make driving with an unrestrained dog inside a finable offense. Firsttime offenders might incur a $50 ticket. In the U.K., a loose dog will cost you a couple of thousand quid.

2010 s : Pet, Don’ t Forget

Tesla released Dog mode, a feature that allows an owner to leave the climate control on while they’re away. So that concerned passersby will know that the animal inside is safely chillin’, the car displays the cabin temperature in large type on the infotainment screen. If the car’s battery drops below 20 percent, the owner gets a phone notification prompting them to hurry back. Sure beats the dog sack.

ILLU ST RAT IONS BY T.M. DET WILE R ~ O cTOBER 2021 ~ cAR AND D RIVE R

LESS TALK. MORE POWER. 355 HP* 354 LB-FT* MORE TURBO. ACURA-EXCLUSIVE 3.0-LITER TURBO V-6 ENGINE. MORE HANDLING. DOUBLE-WISHBONE FRONT SUSPENSION. MORE CONTROL. TORQUE-VECTORING SUPER HANDLING ALL-WHEEL DRIVE™ TECHNOLOGY. MORE GRIP. LIGHTWEIGHT 20-INCH WHEELS WITH HIGH-PERFORMANCE TIRES. MORE BRAKING POWER. 4-PISTON BREMBO® FRONT CALIPERS. MORE AERO. REAR DECKLID SPOILER AND AGGRESSIVE FRONT SPLITTER. MORE DRIVE MODES. COMFORT, NORMAL, SPORT, SPORT+ AND INDIVIDUAL. MORE PRECISION. MORE CRAFTED. MORE PERFORMANCE. MORE DRIVE.

*Estimated horsepower and torque. TLX Type S preproduction model shown with available High Performance Wheel and Tire Package. Production model may vary. ©2021 Acura. Acura, TLX, Precision Crafted Performance, Super Handling All-Wheel Drive, and the stylized “A” logo are trademarks of Honda Motor Co., Ltd. Brembo is a trademark of Brembo S.p.A.

C H E M I S T R Y C L A S S ~ By Jamie Kitman

Faux Fuel

Can synthetic gasoline save internal combustion? As the world’s carmakers and governments turn toward electrification amid ever-dire climate predictions, some stakeholders are looking to keep gas-powered engines on the road without traditional petroleum-based fuel. For the sake of the 911 (and plenty of other cars), Porsche, with partners that include Siemens Energy, has invested around $24 million in a large-scale commercial synfuels plant. The pilot plant, in Chile, could begin operating next year. BMW has also invested in a synfuels company, while McLaren is said to be readying a synfuel-powered prototype. Porsche’s goal is to produce a fuel by splitting water into hydro-

gen and oxygen using electricity generated by a wind turbine. The hydrogen would then be combined with atmospheric carbon dioxide to create synthetic methanol, from which synthetic gasoline, diesel, and kerosene can be refined. Sounds clean, right? Just water and wind. Well maybe, if that’s how it’s actually made, but historically, synthetic fuels have come from our old friend coal. The technology dates back to the 1920s, when German chemists Franz Fischer and Hans Tropsch developed a method to make liquid fuel by superheating coal. The Fischer-Tropsch process powered Germany through World War II and has been used for decades in countries with minimal oil reserves and large coal reserves, such as South Africa. Today’s spin on synfuels is that not only coal but also natural gas, biomass from crop waste, or CO2 itself—as in the Porsche plant—

EARTH, WIND, AND FIRE Porsche’s plant in Chile, called Haru Oni, will use windmill-generated electricity to make synthetic fuels. Here’s the process: Direct air capture

CO2

Air Electrolysis

Methanol MeOH Methanol- CXHY0z Reﬁning/ to-gasoline synthesis ﬁnishing = process E-fuel

Renewable energy Water desalination plant Salt water

Direct air capture

Visitor center

Electrolysis plant

Power control center

can be heated at temperatures exceeding 1800 degrees until it forms carbon-monoxide molecules. They’re joined to hydrogen molecules in the same long hydrocarbon chains that make up the petroleum-derived fuel we know and, with some reservations, love. Not everyone agrees that the technology is worth pursuing. Transport & Environment, a European lobbying group with an interest in electrified transportation, calls synfuels’ environmental benefits “a mirage” and believes that lawmakers setting CO2 standards for new vehicles should remain focused on tailpipe emissions. Others have said synfuels are a product of the past. Downsides include the continued use of CO2-emitting carbon-rich fossil fuels, such as coal and natural gas, whose extraction harms the environment even before they’re burned. In 2012, Princeton University researchers projected that a complete transition to synfuels could eliminate up to 50 percent of vehicle greenhouse-gas emissions, but retrofitting U.S. refineries, according to the researchers, would cost more than $1 trillion and take 30 to 40 years. Porsche is candid about the limitations of synthetic fuels. In announcing the plant, Porsche CEO Oliver Blume said: “Our goal is and remains electric mobility. This is the future. It must be emphasized that we do not see the use of e-fuels as an alternative, but as an addition to the all-electric drive.”

Raw water tank H2 and CO2 storage

Cooling system

Methanol synthesis

Tank farm

Methanol-togasoline plant

ILLU ST RAT ION BY PET E SUCHESKI ~ OCTOBER 2021 ~ CAR AND DRIV ER

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P E A K E N E R G Y ~ By Austin Irwin

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Charging the Mountain

We set an unusual Pikes Peak record in an electric Porsche. At 14,115 feet above sea level in Colorado, we found

ourselves in a pickle. A $136,190, 562-hp German pickle. Our Porsche Taycan 4S—with only 6 percent of the battery remaining and an indicated 12 miles of range—needed to charge. There’s no practical place to plug in an electric car at the top of Pikes Peak, but there’s plenty of potential energy in a 5128-pound sedan staring down a very long hill. By using its electric motors’ regenerative capability, the Taycan can turn the hill’s 17 miles of descent into electricity to feed its 83.7-kWh lithium-ion pack

with up to 265 kilowatts. Regen peaks at 0.30 g, akin to the braking force you’d feel when stopping from 70 mph on a flat 550-foot exit ramp. Any increased need to slow down is handled by the friction brakes; staying off them maximizes energy returned to the battery. Get it wrong and we’d convert some of the Taycan’s now-kinetic energy into heat. Get it really wrong and we’d fly off the mountain. Between the summit and the entrance gate, we were able to charge the battery to 17 percent and convert our range anxiety into 48 miles of optimism. All of that regeneration meant we’d barely pinched the discs on the way down, so when we arrived at Glen Cove at 11,440 feet for a mandatory braketemperature check, we had a surprise in store for a park ranger and his infrared thermometer. He said he’s seen front-rotor temps exceed 900 degrees. The Taycan’s registered a comfortable 67 degrees—an unofficial Pikes Peak record. INFOGRAPHIC BY NICO LAS RAPP ~ OCtOBeR 2021 ~ CAR AND DRIV eR

AU T O - R E N E WA L ~ By Brett Berk

On-Demand Options

Monthly payments for music and TV have become the norm. Carmakers are paying attention. In 2019, BMW announced that it would begin charging

owners of its vehicles $80 per year for the privilege of using Apple CarPlay, which mirrors an iPhone’s screen and functionality on the infotainment display. It’s not only standard in a $14,595 Chevrolet Spark, the least expensive car available in the U.S., but is also a feature that Apple does not make BMW pay for. Consumers mutinied, and the Bavarians retreated. But not for long. BMW next decided that it would return to a subscription model for features such as a smartphone-based virtual key, remote start, and even heated seats. Porsche offers a range-optimization feature and lane-keeping assist on its Taycan electric models for a monthly charge. Cadillac does the same with its hands-free Super Cruise driver assistance, and Audi with its immersive Wi-Fienabled navigation system. Of course, Tesla now asks customers to plunk down $200 per month for its always-a-day-away misnomered Full Self-Driving. Welcome to the digital automotive buffet, where you can pick and choose what you want—then pay for it every month. “It’s worked great for Adobe, which went from selling copies of Photoshop for $700 to offering only a subscription license,” says Sam Abuelsamid, principal analyst at Guidehouse Insights, where he oversees vehicle tech research. Now graphic designers pay $21 a month, forever. Representatives from BMW, Audi, and Porsche all point to benefits for consumers. “U.S. customers mostly select vehicles from dealer inventory,” says Jay Hanson, a BMW tech spokesperson. “Function on demand has the potential to streamline the process of the customer finding the car they want.” Hmm, so would including the good stuff as standard. In reality, the concept streamlines the process of manufacturing, saving automakers money. Instead of building cars with many different option packages to spec, companies can

produce one fully equipped model and charge consumers to turn on the features they want. “You’re going to have increased complexity in the car but less complexity in manufacturing,” Abuelsamid says. “There may be enough economies of scale in reducing manufacturing cost to save the cost of adding hardware.” Automakers could also see residual value bounce back to them. Consumers who purchase their vehicle but lease their options won’t build equity in desirable features, so when it’s time to unload their car, years of paying for advanced navigation or remote start won’t bring them a higher resale price. Rather, that becomes a component the manufacturer can continue to rent to the next customer. Automakers “talk about flexibility,” Abuelsamid says. “You don’t need heated seats in the summer. So if you can turn those subscriptions on easily, you can pay for them only when you want to use them. Of course, you also have the responsibility to turn off the subscription when you’re not using it. And people in the subscription business count on the idea that if the price is low enough, customers will forget to unsubscribe. Once you’ve got it, you’re getting just enough benefit from it to not unsubscribe. Think about all your streaming services.” We’d rather not.

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Manual Labor

You can’t taste victory without smelling a few burning clutches. To save the manuals, start teaching people how to drive them.

bout seven years ago, I organized a shoot of an Audi TT RS and a Ford Mustang Shelby GT500, both of which had manual gearboxes. When the videographer arrived, I asked him which one he wanted to drive to our location. He grimaced and told me he couldn’t drive a manual. “Hold on, though, one of my friends might be able to,” he said. Moments later, he hung up his phone and said, “He doesn’t know how to drive a manual either.” My indignant disbelief quickly gave way to grim resignation. After all, it’s exceedingly easy to live your life without ever encountering a manual transmission—neither of those cars is available with one anymore. And that’s why I’ve been giving lessons to anyone who expresses the slightest interest. So far I’ve enlightened six drivers. I count my nine-year-old in this group because he’s mastered a manual-transmission Honda ATV, and if you can slip a clutch with your hand and shift with your foot, you can certainly do things the other way around. Once you can see over the dashboard.

Most of my disciples are young family members, such as my 19-year-old nephew, Colby. His dad bought a Wrangler and deliberately didn’t teach him how to drive it so Colby then couldn’t borrow it. Cue my alter ego, Captain Clutch. For Colby’s lesson, we borrowed my father-in-law’s Saturn Sky Red Line, with its rubbery but direct five-speed, and headed to an empty parking lot at a community college. You’d think the toughest part would be mastering the interplay of clutch and throttle to leave the line without stalling or laying down 10-yard stripes of rubber. Most people can figure that out quickly. But when braking to a stop, they inevitably forget about the clutch pedal—I counsel newbies to give it a quick jab and pop the transmission into neutral. Longtime automatic drivers tend to ride the brake, which presents a conundrum as the engine attempts to keep powering ahead. Shuddering ensues, not all of it from the car. Colby had those moments, but within a half-hour, he was running laps around the lot, ready to commandeer his dad’s Wrangler. Next up was my 18-year-old niece, Natalie. She climbed into my 1993 Bronco and said, “Whoa! It has three pedals?” I knew I’d have to explain the clutch’s friction point, the shift pattern, and the approximate speeds for each gear. But when I showed her the five forward speeds on the shift pattern, she said, “There’s only one reverse?” She wondered why you need different gears in the first place. She wanted to understand how an engine and a transmission work so she could understand what she needed to do and why. So I delivered a discourse on clutches, what happens when you push and release that pedal, torque curves, and engine rpm—all to someone who’d just learned that cars can have three pedals. She got it. In fact, she pulled some impressive moves even in her screw-ups. Once, she smoothly shifted from first to second without touching the clutch. Another time, she launched from third gear without stalling. The Bronco, despite its short first gear and heaps of torque, isn’t easy to master. It’s tough to stall, but its shifter throws are long and vague, and depressing the clutch pedal is like doing a one-legged squat while giving Shaq a piggyback ride. But within 20 minutes, Natalie was getting up into third gear and pulling to smooth stops. Eventually, she managed to stall it, abruptly popping the clutch without giving it throttle. “No big deal,” I said. “Put it in neutral and restart.” She pulled the shifter to neutral, stared at the steering column, and furrowed her brow. “So I twist the key?” she asked. “Sorry, I’ve never driven a key car.” And there’s another manual I hadn’t considered—manual control of the starter motor. We should save a few of those too. ILLU ST RAT ION BY DER EK BACO N ~ OCTOBER 2021 ~ CAR AND DRIV ER

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A Seller’s Market

Used-car prices are high, which means now is a good time to sell, but some of us have trouble letting go of old friends.

really should sell some vehicles. Have you seen the prices for used cars these days? And classics? Classic-car prices are up so high that half my conversations about cars end with me just nodding at people while they weep and point at a Bring a Trailer auction for a low-mileage ’92 Viper at $161,161. According to the collector-car insurer Hagerty, values for vehicles in middling condition increased an average of more than 10 percent between May 2020 and May 2021. Better for sellers than buyers. For some reason, my helpful advice of “Have you tried wanting terrible cars that nobody else wants?” has not been greeted with enthusiasm by friends dead set on a trendy retro 4x4 or a sporty ’90s Japanese hatch. It’s good advice, though. Terrible, unwanted cars are still very cheap. For example, and I say this with respect and a desire to own one, you could buy at least 20 Polski Fiat 126p coupes for the price of that Viper. Then you could run an all–Polski Fiat racing series, which would surely make you the fortune you need to buy all the Vipers or turbo Toyotas or vintage International Scouts you want.

People with less vision will say that’s not how automotive investment works. They’ll suggest buying low, selling at a profit, and using the proceeds to buy more desirable vehicles. Only, I have a terrible history on the sales side. The one car I attempted to flip was a 1967 Dodge Coronet 440. Dodge caused me some trouble by naming a trim level 440, which had no relation to my car’s engine displacement, even though one of the brand’s most popular mills at the time was a 440-cubic-inch big-block. This led to some consternation when I tried to sell it. After vacuuming all the mouse droppings from the engine bay, I spent a day at a car show saying “No, it’s 318 cubic inches” to folks who read the 440 fender badge and wouldn’t believe me when I said the small-block was original to the car. I finally sold it cheap to a guy just so he’d stop talking to me and go away. Later, I realized I’d left my ring, a gift from my grandparents, on the inner fender. The Coronet sale was not a financial win. I didn’t lose money when I sold my 1973 Plymouth Duster. I paid $3000 and sold it for $4500. But by the time we’d fixed the heater—the new owners were driving it home to Nova Scotia, and I couldn’t send them back in a car with no heat—and put on a new vinyl top because it just looks better and, y’know, the Duster would be representing the U.S. in Canada, well, maybe I broke even on that one. My last sale was a 1978 Datsun 620. Five-speed, long bed. It would be perfect for the mini-truck revival that’s definitely just around the corner. I bought the Dat for $1000 and was selling it for $1000. Nobody on earth asks more annoying questions than a person shopping for a $1000 pickup. Can you haul a 250-gallon water tank and a pressure washer for your mobile detailing service in this 40-year-old truck that made 110 horsepower when it was new, weighs 2300 pounds, and has an 1100pound payload? Um, sure. Should you? You aren’t paying me enough to explain it to you. My husband is also bad at selling things. He bought a dump truck as a parts donor for a different truck and ended up keeping it because he likes looking at it. To be fair, it is pretty awesome, like a full-size Tonka truck. We’re very popular with visiting kids. He sold a crew-cab dually to someone who then wrecked it. He still talks about buying that one back and fixing it, even though we have a different, better crew-cab dually and (don’t tell him I said this) we probably don’t need two. If we had more land, I’d just keep everything and eventually be the subject of a Netflix show about car hoarding, but we’re running out of parking spaces. Now is the right time to sell—and put the profits into that Polski Fiat racing plan. ILLUST RAT ION BY GIANNA MEOLA ~ O cTOBER 2021 ~ cAR AND D RIVER

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THE CHIP SHORTAGE WILL END, AND NEW CARS WILL FLOOD SHOWROOMS. OUR HOPES, DREAMS, AND ALL THE NEW CARS FOR 2022. CAR A N D DR IV ER ~ O CtO b E R 202 1

Acura Acura’s newly redone MDX three-row SUV will gain a sportier Type S version with a 355-hp turbocharged V-6 shared with the recently introduced TLX Type S. the strong-selling RDX compact crossover receives a mid-cycle update that’s primarily cosmetic, and the ILX moseys on without revision. For its final year of production, the NSX sports car becomes the NSX Type S, with 600 ponies (27 more than before) and a limited run of 300 for the U.S. Lastly, the Integra will return next year (likely as a ’23), but that’s all we know about it.

Alfa Romeo It’s deader inside Alfa’s 140 dealerships than a kissing booth during a pandemic, with the brand selling just 9664 vehicles in the U.S. during the first half of 2021. the 4C exited after the 2020 model year, and the Tonale small crossover,

shown as a concept in 2019, won’t boost sales until late 2022 or 2023. the Giulia sedan and Stelvio crossover soldier on with only minor changes in both standard four-cylinder and piccante Quadrifoglio form.

Aston Martin the barely street-legal Valkyrie [see “riders on the Storm”] and track-only Valkyrie AMR Pro are coming to the U.S. for 2022. A streetfriendlier derivative named Valhalla will follow in 2023. Less significant but still notable is a power bump for the DB11’s AMGsourced twin-turbo 4.0-liter V-8, which brings it to 528 horses and raises top speed to 192 mph. Meanwhile, the V-12 version of the Db11 loses its AMr badge, and the DBS no longer has Superleggera script, changes that are sure to cause a stir among the judges at the 2091 Pebble beach concours. the Vantage, DbS, and DBX SUV get new wheel options.

SMOKE ’EM IF YOU GOT ’EM — Larger turbos and a 0.9-psi bump in boost help the Acura NSX Type S reach 600 horsepower. Priced from $171,495, only 300 will be coming next year.

NEW CARS FOR 2022

RIDERS ON THE STORM

SITTING SHOTGUN IN ASTON MARTIN’S VALKYRIE GIVES US A MAJOR BUZZ.

eviewing a vehicle from the passenger’s seat isn’t ideal, but for the chance to ride in Aston Martin’s Valkyrie, it’s a no-brainer. After all, we’ve been waiting for this car since 2016, when we first saw the AM-RB 001 concept. Aston CEO Tobias Moers is our chauffeur in the 1160-hp, hybrid-boosted, 2300-some-pound twoseater. We’re shoulder to shoulder with him inside the tiny carbon-fiber tub. The naturally aspirated 6.5-liter V-12 buzzes at a 1200-rpm idle, leaving it another 9900 rpm to work with. Instead of launching it hard from rest, Moers nudges the car forward before feeding in the power. The run is brief and brutal. The cockpit shudders with the unmistakable sensation of wheelspin as the powertrain overwhelms the cold Michelin Pilot Sport Cup 2 rear tires. This scramble for grip continues through the first few of the automated manual’s seven gears. The cornering loads are less shocking than the engine’s screams and vibrations. We hit the high 9000s, still more than 1000 rpm short of the 11,100-rpm limiter. In his former role as CEO at Mercedes-AMG, Moers led development of the AMG One, and he’s probably the only person in the world to have driven both it and the Valkyrie. How do they compare? “They couldn’t be more different,” he says. “But which would I rather drive here? You don’t need to ask that, do you?” —Mike Duff

OctOber 2021 ~ cAr AND Dr IVer

Audi The VW-customer-poaching A3 and S3 enter a new generation. The former gets a 201-hp turbocharged 2.0-liter inline-four that splits the difference between the last A3’s 184hp base model and the 228-hp S Line Quattro. This one pairs with a 48-volt hybrid system and the same seven-speed dual-clutch as before. As for the S3, it squeezes 18 more horses from 2.0 liters, for a total of 306, and offers a sport-tuned suspension featuring adaptive dampers. Fresh bodywork with bulging fenders gives even the lowliest model some attitude, but Audi reserves the real badassery for the 401-hp RS3 [see “Take Five”]. The Q4 e-tron crossover, Audi’s take on the VW ID.4, is the brand’s most affordable EV. It comes in a traditional-SUV shape as well as raked-roof Sportback form. Starting around $45,000,

the rear-drive Q4 40 packs an estimated 201 horsepower from a permanent-magnet synchronous AC motor and boasts a targeted range of 250 miles from a 77.0-kWh battery. To make the Q4 50 e-tron Quattro variant, Audi added an induction motor on the front axle, bringing total estimated power to 295 horses. The ute’s optional matrix LED Continued on page 30

TECH EXPLAINED: AUDI TORQUE SPLITTER

— The RS3’s rear differential houses two clutch packs, one for each wheel. This allows it to quickly shift torque to whichever side needs it in order to help the car turn or stabilize it in a corner.

1 — A clutch pack on each drive shaft controls torque going to its wheel.

Take Five THE AUDI RS3 IS A FIVE-CYLINDER SALUTE TO INTERNAL COMBUSTION.

nowing that any new vehicle Audi introduces after 2026 will be electric, the engineers in Ingolstadt really leaned into making the RS3 a parting gift to fans of internal combustion. Like its 10Best-winning predecessor, the new RS3 has a much-loved, brand-appropriate turbocharged 2.5-liter inline-five. A variable exhaust flap can raise the volume on the iconic five-cylinder sound, and this version boasts seven more horsepower than the last, unleashing 401 ponies from 5600 to 7000 rpm. Torque is up 15 pound-feet, to 369. The output increase, along with an aggressive launch-control start offered by the seven-speed dual-clutch, should help the 2022 eclipse the old RS3’s 3.4-second run to 60. Fast driving reveals razor-sharp but progressive steering, with your slightest movements becoming directional changes. Drivers can adjust steeringeffort levels to suit personal preference. Undoubtedly the most significant innovation here is the rear differential with two multiplate clutches, each responsible for apportioning torque to a rear wheel [see below]. While Audi could have enlisted the brakes to help the RS3 pivot, it instead programmed the diff to create a torque imbalance

2 — Select RS Torque Rear and the differential sets up for tail-out drifting antics.

3 — “It’s Audi-duty time” is what tow-truck drivers sing when rescuing Audis.

MEANWHILE IN FRANCE

— Citroën hasn’t had a flagship in a few years. You’ve been too engrossed in Proust to notice? Well, the new C5 X solves a problem you didn’t know existed. There’s no U.S. plan, but as Proust said, “Desire makes everything blossom; possession makes everything wither and fade.”

the numbers Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan Base (C/D est) ............ $60,000 Engine: turbocharged and intercooled DOHc 20-valve inline-5, aluminum block and head, port and direct fuel injection Displacement .... 151 in3, 2480 cm3 Power .............. 401 hp @ 7000 rpm Torque ......... 369 lb-ft @ 2250 rpm Transmission: 7-speed dualclutch automatic Dimensions • Wheelbase ......................... 103.6 in • L/W/H .............. 178.8/72.9/55.6 in • Curb Weight ...................... 3600 lb Performance (C/D est) • 60 mph ................................ 3.4 sec • 100 mph .............................. 8.6 sec • 1/4-Mile ............................... 11.8 sec • Top Speed ................ 155–180 mph EPA Fuel Economy (C/D est) • Comb/City/Hwy ... 23/19/28 mpg

across the rear axle, which achieves the same end. In Comfort and Efficiency modes, the two clutches are almost always disengaged, effectively making the RS3 a front-driver. In Auto, the distribution is balanced in such a way that the car doesn’t tend toward under- or oversteer. Switch to Dynamic mode and up to 50 percent of the drive torque flows to the rear, resulting in an increasingly involved tail end. In RS Performance mode, the differential’s programming keeps handling neutral and maximizes corner-exit speed. The added power and new diff make for a track-ready sports sedan that will happily do daily duty. When the new RS3 arrives next year, expect a base price in the low $60,000s. You could hold out for the rumored 450-hp RS3 Plus version that aims to put the 416-hp MercedesAMG A45 S in its place, but it’ll cost a fair bit more and isn’t definite. We’d recommend acting sooner rather than later. —Juergen Zoellter

headlamps enable the driver to choose from four daytimerunning-light signatures, which Audi claims is a world first. On the less-affordable-eV front, the e-tron S—a 496-hp, three-motor version of the electric SUV—arrives this fall, starting at $85,895. And if the e-tron GT and RS e-tron GT sedans look like Audi-fied Porsche taycans, it’s because they are, down to the two-speed gearbox on the rear axle. the base model makes up to 522 horses; the rS, 637. Audi predicts ePA range will fall between 230 and 240 miles, and both Gts can charge from 5 to 80 percent in under 23 minutes (if your charging station delivers 270 kilowatts). the e-tron Gt opens at $100,945 and qualifies for the $7500 federal eV tax credit. In other news, the black Optic package, which swaps shiny trim for dark, proliferates across multiple model lines. the plug-in

IT’S NOT EASY BEING GREEN — Kyalami Green, named for the South African track and shown here on the new 401-hp RS3, looks great, but what’s with the light tubes?

Q5 55 TFSI e gets an upsized battery with 14.4 kilowatt-hours of usable capacity, and the long-serving R8 gets 30 more horsepower (now 562) for the base coupe and Spyder. Otherwise, changes involve tinkering with options and standard equipment. On that note, big news: Red brake calipers are now a standalone option on the SQ7 and SQ8. We knew you’d be excited.

Bentley First with the Bentayga and now the Flying Spur, electrification of the Bentley lineup is taking root. For 2022, the flagship sedan gains an optional 536-hp hybrid powertrain. On the other end of the efficiency spectrum are the new 650-hp Continental GT Speed coupe and convertible. More power from the familiar 6.0-liter W-12 and chassis changes, including rear-wheel steering and a torque-vectoring diff, indicate that the brand isn’t abandoning gas-guzzling performance just yet. A sporty-looking S variant joins the Bentayga line, while the SUV’s hybrid system sits the year out before returning for 2023.

BMW BMW has an eventful year ahead. The electric i3 is dead, replaced by the i4 sedan and iX SUV. The former debuts with two trims: The 335-hp i4 eDrive40 has rear-wheel drive and an estimated 300-mile range, while the 536-hp M50 has all-wheel drive and should cover about 245 miles on a charge [see “The Sounds of Science,” page 32]. The iX goes upmarket with 516 horsepower, all-wheel drive, and some 300 miles of range [see “Electric Feel”]. Both arrive early next year. CAR A N D DR IV ER ~ O CTO B ER 202 1

Now in its second generation, the 2-series coupe remains the gateway drug to rear-drive BMW performance, with a modest $37,345 base price. Though longer, lower, and wider than the first gen, the 2 somehow looks frumpier than before. Launching in November, the entry 230i fields a 255-hp turbocharged 2.0-liter inlinefour and the M240i xDrive, a 382-hp turbo 3.0-liter inline-six. Now repeat that line but change “November” to “August,” “230i” to “430i,” and “M240i xDrive” to “M440i xDrive” and you’ll know what’s up with the 4-series Gran Coupe. All of these models employ an eight-speed automatic and will eventually come in both rear- and all-wheel-drive flavors. All-wheel drive joins the options list for the 503-hp Competition models of the M3 and M4 as well as the non-M 4-series convertibles. The M4 droptop returns after a short break in Competition xDrive form. Occasionally, BMW likes to drop a one-year-only performance model, and for 2022, that’s the M5 CS. At 627 horsepower, it’s the most powerful production Bimmer so far, and it weighs a claimed 230 pounds less than the M5 Comp, so expect the CS to best its sibling’s 2.8-second time to 60. If those numbers don’t tell you it’s serious, the headrests should; they’re imprinted with a map of the Nürburgring. There’s no CS version of the 8-series, but there is an Alpina model, the 612-hp B8 Gran Coupe. And the M8 coupe and convertible are back after taking 2021 off, joining the M8 Gran Coupe. All three are available solely in 617-hp Competition trim. On the SUV side of the lineup, the X3 and X4 are treated to a refresh, with revised styling front and rear and updated interior amenities. The plug-in Continued on page 32

ELECTRIC FEEL

BMW’S iX IMAGINES THE X5 AS AN EV.

Built on a dedicated EV platform that uses carbon fiber extensively to keep weight low, the new iX SUV will initially be offered only in xDrive50 form. Allwheel drive comes courtesy of two motors that provide a combined output of 516 horsepower. At 106.3 kilowatt-hours, the underfloor battery pack is considerably larger than the i4’s. BMW estimates the X5-sized five-passenger EV will go about 300 miles on a charge and get to 60 mph in less than 4.6 seconds. The $84,195 starting price puts the xDrive50 between the inline-six and V-8 versions of the gas-powered three-row X7 as well as between Tesla’s $60,990 Model Y Performance and $99,990 Model X Long Range. BMW promises that a sportier, more powerful model is on the way. All we know about it are its name—iX M60—and that it will make more than 600 horsepower and feature chassis upgrades. We’d also guess it’ll look a bit different from the xDrive50 and have a price that creeps into sixfigure territory. —Joey Capparella

NEW CARS FOR 2022

ALMOST READY

THE SOUNDS OF SCIENCE

THE i4 IS BMW’S FIRST ATTEMPT AT BUILDING AN EV SPORTS SEDAN.

A clear shot across—and maybe even up—the nose of the Tesla Model 3, the i4 rides on a version of the 3-series’ Cluster Architecture, which BMW adapted to house a battery in the floorpan and an electric motor at each end. The i4 eDrive40 is the entry model at $56,395, about what BMW charges for the 382-hp M340i. The EV has a 335-hp motor in back providing rear-wheel drive and an 81.5-kWh battery that brings a manufacturer-estimated 300-mile range. BMW claims the eDrive40 can hit 60 mph in 5.5 seconds, so don’t expect it to win many drag races against the Model 3. If you want more rapid acceleration, the i4 M50 should make that sprint in 3.7 seconds. The M model starts at $66,895—a few thousand less than the M3—and adds a front motor to the i4 powertrain, netting all-wheel drive and totals of 536 horses and 586 pound-feet of torque. It also nets a fair amount of weight; we’re not surprised by the M50’s preliminary 245-mile range estimate. —Joey Capparella

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Bollinger

Looking like they rolled off the set of the terminator, the B1 SUV and B2 pickup may start production this fall, but the Michigan-based carmaker isn’t willing to confirm. The dual-motor vehicles make 614 horsepower, can tow 7500 pounds, and cost $125,000.

Bugatti bugatti’s lineup consists of various editions of the 16-cylinder Chiron hypercar, none of which have changed for

2022. but the big news is bugatti’s partnership with the croatian startup rimac, which produces electric supercars and tech. this venture sees rimac and Porsche sharing ownership of the French brand and likely portends some high-horsepower bugatti eVs in the near future.

Buick buick’s Enclave three-row SUV has a fresh look thanks to a larger, boxier grille and slim LeD headlights. Inside, the center console and steering wheel are redesigned. the potato-shaped Encore crossover trades its 138-hp turbocharged 1.4-liter for a 155-hp version; torque rises from 148 to 177 pound-feet. the Encore GX and Envision see minor trim changes.

ALMOST READY

Byton

Unsurprisingly, the M-Byte SUV and K-Byte sedan have yet to launch. The brand’s website claims “We’re close to series production,” and Byton tells us assembly of the M-Byte should begin in the first quarter of 2022.

THEATRE OF THE ABSURD —

“We’re excited about the Apple Pie Hot Dog because it helps us celebrate and connect with a community of fans at the MLB at Field of Dreams Game, a uniquely American event.” —Steve Majoros, vice president of Chevrolet marketing, on partnering with Guy Fieri ILLUSTRATION BY PE TE R O UMANSKI

X3 xDrive30e is dead, but the M40i models get a 48-volt hybrid system. the X3 M and X4 M gain torque—as much as 37 pound-feet in competition models, which now crank out 479 pound-feet. the X5 is mostly carryover, except for the new black Vermilion edition, which is the xDrive40i model with red bars on the grille and Frozen black Metallic paint. (We’re oversimplifying but not by much.) Finally, 2021 was the last year for the rear-drive X6. We’re as surprised as you—that it existed.

OctOber 2021 ~ cAr AND Dr IVer

THE FINAL COUNTDOWN

If you want a rear-drive sports sedan with a supercharged V-8 and a manual transmission, go get a Cadillac CT5-V Blackwing before it disappears forever. By K.C. Colwell ———— Photography by Marc Urbano

he Norse myth of Ragnarök tells of a massive battle that takes the lives of several gods and destroys the world in a cataclysmic flood. What follows is a rebirth that brings something better. One era ends and a new one begins. Bad things happen, but be hopeful and pass the lutefisk. You can think of Cadillac’s CT4-V Blackwing [see “Last Dance,” page 39] and CT5-V Blackwing—the final gas-powered sedans to wear a V badge—as the last of the old guard. Like deities in Ragnarök, they head into a hopeless battle, knowing they’ll be the last of their kind. And in short order, the coming flood of electric vehicles will assure their demise and change the automotive landscape forever. Electrics may be quick, and we might even grow to love them, but they don’t give you goose bumps the way the CT5-V Blackwing’s exhaust reverberating against a pit wall does. There is no doubt that enthusiasts will remember the bigger, badder Blackwing as

one of the best sports sedans ever made. Years after it’s gone, its legend will live on. Before you accuse us of getting carried away, consider that the segment is filled with all-wheel-drive sedans with turbocharged engines and automatic transmissions. Cadillac is the exception. It doubled down on rear-wheel drive, the manual gearbox, and sports-car dynamics. The Blackwing offers an automatic, and it’s a performance option, not just one of convenience. We have yet to test the 10-speed slushbox—effectively a $2775 option given that the auto mandates a $900 driverassist package and carries a gas-guzzler tax of $1700 to the manual’s $2100 tariff—but we’re confident it will be quicker than the row-it-yourself six-speed. We don’t care. The manual shifter glides precisely through perfectly weighted detents and not-too-narrow gate spacing. It’s the one we lust for, what speculators will hoard and collectors will want. The enthusiast special starts at $87,090. Skip the heavy sunroof and check all the boxes aimed at saving weight, such as the $9000 carbon-ceramic brakes. Compared with the standard rotors, the optional discs shed a claimed 62 pounds of rotating mass and 53 pounds of unsprung weight, improving the car’s accelerCompared with what Porsche ation, ride, and handling. With a full charges for unique tank of premium, this sedan comes in colors, Cadillac’s at 4092 pounds. Electric Blue feels like a bargain at Another $9330 gets you (and our $625. Carbontest car) the full carbon-fiber aero kit fiber bits totaling that is said to reduce lift by 85 percent, $9330 are, however, priced in a great thing for a car that will likely line with goodies hit 205 mph. (Caddy hasn’t validated from Stuttgart. the top speed yet, and we don’t have access to a facility that will allow us to safely test it ourselves.) Before you scoff at this CT5-V Blackwing’s $114,645 price, consider that adjusted for inflation, a 1987 Allanté would cost about $122,000. This is a much better deal. The engine is as close to Thor’s hammer as the post-Norse world will know. Atop a pushrod 6.2-liter V-8 with titanium intake valves is an Eaton supercharger. Power peaks at 668 horses, and the engine spins to its 6500-rpm redline as if unencumbered by a flywheel. With 659 pound-feet of torque available, passengers won’t notice if you accidentally lug it in a higher-than-ideal gear. They will, however, notice if you rip off three redline shifts in a quarter-mile pass of 11.6 seconds at 125 mph. As one staffer’s spouse put it to him: “I don’t like you driving this car.” There isn’t higher praise from an auto reviewer’s better half.

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Getting to 60 mph takes 3.6 seconds. Keep your foot in it for 17.9 seconds (something you can do thanks to no-lift shift programming) and 150 mph arrives. Those yet to master heel-and-toeing will love the automatic rev matching on downshifts, but we love that you can turn it on or off at any time with a dedicated console button. When it was time to slow down, six-piston calipers grabbed our test car’s optional 15.7-inch front rotors while four-pot binders squeezed the 14.6-inch rears. Based on our laps at Virginia International Raceway, we expected shorter stops from 70 and 100 mph than

the Cadillac’s 154- and 321-foot showings. This is about the only area where the big Blackwing’s performance is merely good instead of great. In every other way, it behaves like a much smaller car. Body motions are kept in check, the front-to-rear balance doesn’t overly stress the nose or tail in cornering, and every component works to hide the car’s heft from the driver. The chassis is daringly neutral, but meter in even a whiff too much power and the rear will step out in a controllable manner. Hold it at the limit and you’re turning at 1.02 g’s. Model-specific Michelin Pilot Sport 4S rubber, fitted on a decent stagger of 275/35ZR-19 in front and 305/30ZR-19 in back, deserves credit too. Compared with off-the-shelf 4S Plus The pinnacle of sports sedans, as fun to tires, these include the polymer magic of Michelin’s track-attack Cup 2s. Both drive as a Porsche 911. Minus The thirst for the steering and brakes are electrically premium will get expensive. Equals After 18 years, assisted, but you’d never know from the natural efforts and I-can’t-believeCadillac V succeeded in its goal of taking on and it’s-not-analog control feel. beating the world’s best sports sedan. General Motors’ latest magnetorheological dampers can read and react to inputs 1000 times a second and will automatically change the ride as the task demands. Leave the suspension alone; it’s clever enough to trick Grandma into thinking this is her DeVille. A four-step variable exhaust system takes the V-8’s operatic voice from pianissimo to fortissimo, though even in the quietest setting the cabin hums with 73 decibels at 70 mph and hits 87 with a wide-open throttle. It’ll even spike to 90 decibels with the exhaust in its most unneighborly mode. Mercedes’s engineers will envy the Blackwing’s ride quality, while Porsche’s will be in awe of how engaging the car is to drive. No one will envy the fuel economy. We averaged 13 mpg. Cycle among the four driverselectable settings and you’ll notice a change in ride quality, steering heft, and engine sound. There are also two configurable modes to store your secret sauce, but Tour works well on all roads, proving that great chassis engineers know a great setup. Giving owners the freedom to tailor settings is one place where Cadillac followed the competition, but it didn’t need to. It’s just as possible that a million monkeys with typewriters will eventually write Shakespeare as it is that an owner will find something better than the settings GM chassis engineers created. Those same engineers dialed in the Performance Traction Management (PTM) software that uses vary-

NEW CARS FOR 2022

ing degrees of stability- and traction-control intervention to provide track drivers with a safety net. Cadillac’s development drivers used the most permissive mode, Race 2, when setting times. At VIR, they chased the 2:49.3 lap the Mercedes-AMG GT63 S laid down at Lightning Lap a couple of years ago but came up 0.2 second short. The engineers made sure to tell us it was a preproduction car lapped in less-than-ideal conditions, their way of letting us know that we might do better. “Nobody sweats the details like GM” used to be an advertising tagline that nobody really believed. But it definitely applies to the CT5-V Blackwing. The grille mesh went through some 40 variations before engineers decided they’d achieved the best possible flow. And they prototyped, cut open, reworked, and resealed the mufflers countless times before finding this car’s intoxicating sound. Driving the CT5-V Blackwing makes clear that it’s the sum of thousands of details, thoughtfully considered and executed. We’ll say it again: It’s one of the best sports sedans not only in recent memory but ever made. Buy one while you still can, before V succumbs to its own Ragnarök. GM used to hide PTM’s stabilityand tractioncontrol modes, but now you can access them easily via a toggle located at 4 o’clock on the steering wheel.

CAR A N D DR IV ER ~ O CtO b E R 202 1

DIALOGUE K.C. Colwell challenged me to find something—anything—wrong with the CT5-V Blackwing. Shouldn’t be a problem; no car is perfect. But the great ones make you forget their shortcomings, and this Caddy is brilliant. In Tour mode, it reminds me of the E39 BMW M5: speed made creamy smooth, effortless, and comfortable. In Track mode, it conjures the wild-animal heart of the Mercedes-AMG GT63 S. Forget its bland interior design and garish seat inserts and armrests. What’s wrong is that the CT5-V Blackwing is the end of the line. Wrong, wrong, wrong! —Rich Ceppos 1

Part of having a great feature is making it known. Until the Blackwings’ steeringwheel toggle switch, GM’s PTM modes for track driving hid behind an overly complicated sequence of mode selection and button presses. Many owners probably never realized it existed. With the new setup, eager drivers can easily take advantage of the five PTM modes, much as GM’s development drivers do when gunning for the quickest lap. —Dave VanderWerp 2

NEW CARS FOR 2022

2022 CADILLAC CT5-V BLACKWING

$114,645

Chassis

As Tested ........................ Base .................................................................. $87,090

unit construction with a rubber-isolated rear subframe Body Material: steel and aluminum stampings

Vehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan Options: carbon-ceramic braking system with red calipers, $9000; tan and black semi-aniline leather seats with carbon-fiber seatbacks, $6090; carbon-fiber package 2, $5230; carbon-fiber package 1, $4100; performance data and video recorder, $1600; Electric Blue paint, $625; parking package, $610; faux-suede-wrapped steering wheel and shifter, $300 Infotainment: 10.0-inch touchscreen; wireless Android Auto and Apple CarPlay; satellite radio (3 months included); 1 USB, 2 USB-C (1 for power only), and Bluetooth inputs; Wi-Fi hotspot (3 months included); AKG audio, 16 speakers

rack-and-pinion with variable ratio and variable electric power assist Ratio .................................................................. 15.5:1 Turns Lock-to-Lock ...................................... 2.3 Turning Circle Curb-to-Curb ............ 42.6 ft F: ind, strut located by 1 lateral link and 1 diagonal link, coil springs, 3-position electronically controlled magnetorheological dampers, anti-roll bar R: ind; 2 diagonal links, 2 lateral links, and a toe-control link per side; coil springs; 3-position electronically controlled magnetorheological dampers; anti-roll bar

Wheels: forged aluminum F: 10.0 x 19 in R: 11.0 x 19 in Tires: Michelin Pilot Sport 4S F: 275/35ZR-19 (100Y) TPC R: 305/30ZR-19 (102Y) TPC

COMPETITORS

G, IN G LD D, HO DPA AD KI RO FT S 01.0 3 0

CURB WEIGHT, LB

AC CE

.0 125

.5 19 11.7

4800

4400

4000

155

3.5

3.9

5200

149

3.1

6.5

3.6

4.4

1.6

2.2

SEC

Results in graph omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph ........................ 4.3 sec Top Gear, 30–50 mph ............................. 7.6 sec Top Gear, 50–70 mph ............................ 6.2 sec Top Speed (C/D est) ........................... 205 mph

Handling

Roadholding, 300-ft Skidpad .................. 1.02 g Understeer: minimal

Weight

115

LE 150 RA -M TIO PH SE N, C

105

18 11.4

9.2

70–0 mph ..................................................... 154 ft 100–0 mph ................................................... 321 ft Fade: none

11.1

2.7

18 20

143 137

TIO PH RA -M LE 60 CCE A EC S N,

*Includes performanceenhancing options.

10.8 1/4-MILE ACCELERATION, SEC

Audi RS7 591-hp 4.0-L V-8, 8-sp auto BMW M5 Competition 617-hp 4.4-L V-8, 8-sp auto Cadillac CT5-V Blackwing 668-hp 6.2-L V-8, 6-sp man Mercedes-AMG E63 S Wagon 603-hp 4.0-L V-8, 9-sp auto

1/4-MILE

Braking

BASE, $ x 1000*

.0 15

It’s a wonderful time to love cars. But there’s only one lovably wonderful gearbox among these.

7.7

100

Wheelbase ................................................... 116.0 in Length ........................................................... 194.9 in Width .................................................................. 74.1 in Height .............................................................. 56.6 in Front Track .................................................. 63.3 in Rear Track .................................................... 62.3 in Ground Clearance ....................................... 4.4 in Passenger Volume, F/R .................... 54/44 ft3 Trunk Volume ................................................. 12 ft3

59 mph (6650) 84 mph (6650) 112 mph (6650) 135 mph (6650) 165 mph (6650) 205 mph (5450)

12.4 10.7

2.8

70–0-MPH BRAKING, FT

E FU PA C EL O EC MB ON INE OM D Y

5 6

11.6

125

Dimensions

MAX SPEED IN GEAR (rpm)

15.2

5.3

0.9 7

3 4

17.9

Wheels and Tires

0.9 4

MPH PER 1000 RPM

2.29 ......... 8.9 ............... 1.61 ........... 12.6 .............. 1.21 ........... 16.8 .............. 1.00 .......... 20.3 ............. 0.82 ......... 24.8 ............. 0.54 ......... 37.6 ..............

21.1

160

MPH

F: 15.7 x 1.5-in vented, cross-drilled carbon-ceramic disc; 6-piston fixed caliper R: 14.6 x 1.3-in vented, cross-drilled carbon-ceramic disc; 4-piston fixed caliper Stability Control: fully defeatable, traction off, 5 competition modes, launch control

Transmission: 6-speed manual Final-Drive Ratio ............................................. 3.73:1, electronically controlled limited-slip differential RATIO

Acceleration

Brakes

Drivetrain

......... ......... ......... ......... ......... .........

TEST RESULTS

Curb ............................................................. 4092 lb Per Horsepower .......................................... 6.1 lb Distribution, F/R ............................. 53.8/46.2%

Fuel

Capacity ..................................................... 17.4 gal Octane .................................................................. 91

C/D Fuel Economy

Observed .................................................... 13 mpg 75-mph Hwy Driving ............................. 24 mpg Range ............................................................ 410 mi

EPA Fuel Economy

Comb/City/Hwy ............................. 15/13/21 mpg

Interior Sound Level

Idle ................................................................ 49 dBA Full Throttle .............................................. 87 dBA 70-mph Cruising ..................................... 73 dBA

T ESTED BY K.C. COLWELL IN CHE LSEA, MI

SHIFTER MEDALLION PHOTO GRAPH BY MICHAEL SI MARI

supercharged and intercooled V-8, aluminum block and heads Bore x Stroke .... 4.06 x 3.62 in, 103.3 x 92.0 mm Displacement .............................. 376 in3, 6162 cm3 Compression Ratio .......................................... 10.0:1 Fuel Delivery: direct injection Supercharger: Eaton TVS R1740 Maximum Boost Pressure ....................... 10.2 psi Valve Gear: pushrods, 2 valves per cylinder, variable intake- and exhaust-valve timing Redline/Fuel Cutoff .................. 6500/6650 rpm Power .......................................... 668 hp @ 6500 rpm Torque ..................................... 659 lb-ft @ 3600 rpm

— Cadillac’s 3-D-printed stainless-steel shifter medallion looks as if it might get hot in the sun or during a long track session, but hollow construction and a heat sink on its backside ensure it won’t scald you. This one that GM sent us will make the coolest ball marker the golf course has ever seen.

Suspension

Engine

GEAR

HIDDEN GEM

Steering

1.0

Price

Cadillac the Blackwing versions of the CT4-V and CT5-V are here [see “Last Dance” and “the Final Countdown”]. they’re slated to be Cadillac’s last gas-powered V sedans before the brand transitions to EVs, starting with the 2023 Lyriq. Our advice: Get a manual one while you can. Other CT4s and CT5s remain largely unchanged, as do the XT4, XT5, and XT6 SUVs. Spy photos of a quad-exhaust Escalade have us hopeful that a high-performance version with a V badge and the big blackwing’s 668-hp supercharged V-8 will debut soon.

Chevrolet Just when you thought the mid-engine C8 Corvette was getting stale, a high-powered Z06 variant appears this fall. We expect it to have a high-revving flat-planecrank V-8 with four camshafts, 32 valves, and over 600 horsepower; it should make the car sound more like something with a prancing horse than a bow tie. Elsewhere in the lineup, the Bolt EV looks fresher and has more features than before. It also has a new sibling: the Bolt EUV, which is bigger in nearly every dimension and offers GM’s hands-free Super Cruise tech. the crossover has the same battery and electric motor as the standard hatchback bolt, yet its size takes a toll on EPA range. the EUV manages to go 247 miles on a charge; its brother, 259. the Trax’s turbocharged four sees a 12 percent increase in horsepower and 20 percent more torque. Chevy’s mainstream Equinox and Traverse crossovers benefit from a visual refresh and equipment reshuffling, while the Trailblazer, Blazer, Tahoe, and Continued on page 40 CAR A N D DR IV ER ~ O CtO b E R 202 1

Last Dance

THE CT4-V BLACKWING IS MORE THAN AN OPENING ACT.

ometimes farewell concerts aren’t actually the final curtain. Many stars have returned to the stage after a so-called last tour. That’s our hope for the Blackwing models, which Cadillac says will be the final internal-combustion V sedans. But even if our wish comes true and somehow the gas-powered show goes on, you don’t want to miss this performance. Next to the CT5-V Blackwing, the smaller CT4-V sedan might seem like it belongs further down on the bill. After all, its twin-turbo 3.6-liter V-6 makes 472 ponies instead of its sibling’s 668. That’s still a lot of firepower, and for a turbocharged engine, the six enjoys a linear and snappy power delivery. It also has an alluring voice—nothing like the uninspiring 464-hp six in the old ATS-V. When the variable exhaust bypasses the muffler, it sounds angry and intimidating. To enhance the V-6 notes inside the cabin, the AKG audio system plays engine noises through the speakers. Don’t worry, it’s merely an auto-tuned version of the V-6’s song, not another Milli Vanilli situation. Equipped with the $3175 10-speed automatic, the CT4-V should be able to bolt to 60 mph in 3.8 seconds. The standard manual might add a few tenths, but it comes with the bonus of titanium the numbers connecting rods in the engine. Six times Vehicle Type: front-engine, rear-wheelpricier than the forged-steel ones in autodrive, 5-passenger, 4-door sedan equipped cars, the lighter rods reduce Base �� $59,990 Engine: twin-turbocharged and reciprocating mass, improving response. intercooled DOHC 24-valve V-6, aluminum BMW offers a manual in its M3, but block and heads, direct fuel injection what BMW lost, Cadillac has kept: Steering Displacement ................... 218 in3, 3564 cm3 feel, an ATS-V strength, is alive and well. Power .............................. 472 hp @ 5750 rpm Torque ............................. 445 lb-ft @ 3500 rpm And GM’s fourth-gen magnetorheological Transmission: 6-speed manual, 10-speed dampers keep the Michelin Pilot Sport 4S automatic Dimensions tires in constant contact with the tarmac • Wheelbase ......................................... 109.3 in and provide a smooth ride. • L/W/H ............................... 187.6/71.5/56.0 in Cadillac isn’t gouging its fans. The • Curb Weight ...................................... 3900 lb Performance (C/D est) CT4-V Blackwing starts at $59,990, split• 60 mph ......................................... 3.8–4.1 sec ting the difference between BMW’s M340i • 100 mph ...................................... 8.3–9.5 sec and M3. We’d love another farewell tour; • 1/4-Mile ..................................... 12.0–12.4 sec • Top Speed ......................................... 189 mph we’ll keep yelling “encore” for the next few EPA Fuel Economy years in the hope that Cadillac returns to • Comb/City/Hwy ... 18–19/15–16/23–24 mpg the stage. —K.C. Colwell

NEW CARS FOR 2022

It’s a 2021, but the 986-hp Ferrari SF90 Stradale accelerated so quickly that it may have altered time. Did we mention it’s a plug-in hybrid and qualifies for a $3501 tax credit?

Base �� Bugatti Chiron Sport Porsche 918 Spyder

$511,250

Ferrari SF90 Stradale

Acceleration 60 mph

2.4 sec 2.0 sec 2.1 sec

100 mph

4.4 sec 4.4 sec 4.8 sec

150 mph

1/4-Mile

8.6 sec 9.8 sec 10.3 sec 9.4 sec @ 158 mph 9.5 sec @ 148 mph 9.7 sec @ 145 mph

MEANWHILE IN FRANCE

— Renault launches a new generation of the Kangoo, a small van that competes elsewhere in the world with things like the Ford Transit Connect. An EV version is available. Ennui is standard.

Chrysler the Pacifica minivan and 300 sedan continue on virtually unchanged, and the now-fleet-only Voyager will come only in LX trim, with desirable standard features such as Stow ’n Go second-row seats, a 7.0-inch touchscreen, powered doors and liftgate, and heating for the front seats and steering wheel. So that you’ll breathe easy, all chrysler vehicles receive a high-efficiency cabin air filter.

Dodge Dodge has an electric car in the works, but that’s still a few years away. For 2022, the Charger and Challenger receive minor changes, and the Durango SUV shuffles some features among trim levels.

Ferrari Ferrari fits its latest supercar, the 296GTB, with a turbocharged 2.9-liter V-6. Not since the Dino-branded products has Ferrari messed with a six-pot in a road car. It makes up for the low cylinder count with a battery underfloor and an electric charging port. We can dig it. the 296’s wavy rear fenders read Ferrari as much as enzo’s violet signature, and its 819-hp hybrid powertrain matches the output of the V-12 in the new 812 Competizione coupe and targa. Gone from the roster are the Monza models, which sold out before they hit the market. Late last year, the Portofino gained 21 horses (now up to 612), an eightspeed dual-clutch, some aero enhancements, and an M at the end of its name. everything else— F8s, other 812s, SF90s, Roma— stays the same, though we have news to share about the SF90 Stradale [see “testing Department”].

Fiat After quietly killing the cute and tiny 500, the oddball 500L wagon-thing, and the Miata-based 124 Spider sports car in the past few years, Fiat has just one model left in its U.S. lineup: the 500X subcompact SUV, which carries over with no meaningful updates.

Ford Ford’s 2022 can be summarized by two themes: trucks and electrification. there’s the all-new Maverick, a small unibody pickup with a hybrid [see “Somethin’ ’bout a truck,” page 42], and the F-150 Raptor R, which returns V-8 Continued on page 43

NEW CARS FOR 2022

OctOber 2021 ~ cAr AND Dr IVer

FERRARI PHOTOGRAPH BY ANDI HED RICK

TESTING DEPARTMENT

Suburban SUVs continue on largely unchanged. A major update for the Silverado 1500 is coming, but as we go to press, chevy is staying tight lipped. the Colorado pickup adds a trail boss off-road package. And yes, chevy still sells cars; the Malibu, Spark, and Camaro cruise on as they were for now.

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SOMETHIN’ ’BOUT A TRUCK The Blue Oval is betting big that buyers will prefer the Ford Maverick pickup truck to small cars.

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PHOTOGRAPH BY JOHN ROE ~ OcTOBER 2021 ~ cAR AND D RIVE R

eet the Maverick pickup. Starting at $21,490, it’s the lowest-priced model in the Blue Oval arsenal, undercutting the EcoSport SUV by a few hundred dollars. It rides on the Escape’s architecture and, sizewise, falls between its unibody competition, the Hyundai Santa Cruz and Honda Ridgeline. With this entry in the compact-pickup space, Ford hopes to bring back the buyers it lost when it dropped passenger cars from its lineup. Suddenly shoppers looking for a $20K vehicle don’t have to go small. They can get a crew-cab pickup with a 4.5-foot bed capable of carrying 1500 pounds for about the same coin as a Honda Civic. Of course, the aforementioned bargain price is for the stripped-down front-drive model. Ford predicts the truck’s 191-hp hybrid powertrain, which comes from the Escape Hybrid, will push it to 40 mpg in the city. All-wheel drive costs $2220, but first you have to factor in $1085 for the 250-hp turbo 2.0-liter four that it requires. People with toys to tug should note that the hybridized Maverick can pull 2000 pounds while the 2.0-liter truck is rated for twice that. The interior is full of storage alcoves, including an awkwardly sized cubby next to the 8.0-inch infotainment touchscreen as well as two recesses under the rear seats. Ford carved out space in the door panel (and bisected the armrest) to give occupants a sizable pocket that’ll fit large water bottles. Wi-Fi, Apple CarPlay, and Android Auto capabilities are standard. On all-wheel-drive models of the top two trims, Ford offers a tempting FX4 off-road package that bundles all-terrain tires, skid plates, and a few other rugged add-ons for $800. Sales start this fall, and whether Ford made the right call in killing off its small cars should quickly become apparent. —Connor Hoffman

THE $22,000 QUESTION 2022 Ford Maverick XL

2022 Honda Civic LX

BASE

$21,490 $22,715

HORSEPOWER 158 EPA COMBINED FUEL ECONOMY

191 37 mpg* 35 mpg

WHAT’S IT LIKE? Presumably drives like an Escape with a pickup bed. Drives like a car, a really nice car, like Accord nice. *Targeted.

power to the high-performance truck. Just how much power Ford won’t yet say, but the existence of the 702-hp Ram TRX leads us to believe it might be 700 ponies. Among the regular F-150 lineup, the diesel 3.0-liter engine is no longer an option. The first full-size electric pickup to hit the market will likely be the two-motor F-150 Lightning, which promises either 230 or 300 miles of range, depending on battery size. While it costs more than comparable gas-powered versions, its low-$40,000s starting price may make it a popular choice for EV seekers. Rounding out the electrification updates are the 480-hp Mustang Mach-E GT variants, which are late-2021 models. Ford claims the GTs will sprint to 60 mph in the mid- to high-threesecond range. A cargo-only electric Transit van called E-Transit arrives. It promises 126 miles of range and requires $49,000. Ford is building Broncos as fast as it can to fill its 125,000order backlog [see “Back in the Saddle Again,” page 44]. A more powerful off-road-oriented variant, likely called Warthog, is coming, probably for 2023. Also a year away is a Raptor-fied Ranger mid-size pickup. We suspect Ford will give the aging Expedition some love too. Lastly, the Blue Oval is deploying what it’s calling BlueCruise, which, like GM’s Super Cruise, allows for extended hands-free driving on limited-access highways and uses a camera to monitor the driver’s attentiveness. It’s also available as a $600 update on 2021 F-150s and Mustang Mach-Es equipped with the Active Drive Assist prep package. The Bronco Sport, Escape, EcoSport, Edge, Explorer, Mustang, Super Duty, Transit, and Transit Connect all move into the new year with minor changes.

Back in the Saddle Again A FORD BRONCO WITH A MANUAL AND THE TURBO FOUR IS A RIDE WE WANT TO TAKE.

f your perfect Bronco comes with a seven-speed manual, you’re going to have to make a few sacrifices. Three-pedal Broncos can’t be had with Ford’s 330-hp 2.7-liter V-6, and the Sasquatch package with the big 35-inch tires is off the table, too, at least for now. That leaves a turbocharged 2.3-liter inline-four and your pick of several trim levels. We drove the Black Diamond, which starts at $37,545 and marks a sweet spot in the lineup. The Bronco is blocky like the original yet isn’t cosplaying as an old car. The Black Diamond comes with a heavy-duty front bumper and 17-inch steelies wrapped in 32-inch-tall General Grabber A/TX all-terrain rubber. The tires are more than adequate for most off-pavement trips and fairly quiet at freeway speeds. The Black Diamond’s interior is less of a slam-dunk. We’re not so keen on the instrument cluster’s hard-to-read digital tach that pumps up and down like a music equalizer. The cabin is at least spacious—maybe to a fault. This fivefoot-three writer needed to stretch to push in the clutch and hit her knee on the dash constantly. We expect most The Bronco’s height-challenged enthusiasts will design blends consider the bruising worth it for a 1966 charm with 2022 requireclutch this light and forgiving. ments� Our only Our test truck’s four-cylinder suggestion: The churns out 300 horsepower and Black Diamond’s steel wheels 325 pound-feet of torque—plenty would look better for casual driving. We’d describe it painted silver� as frisky and, when it finally comes on boost, prone to surge rather than quick. The Bronco calls up 60 in 7.0 seconds and the quarter-mile in 15.5, but that requires a high-rpm launch. In the rolling 5-to-60 test, the Bronco needs 8.2 seconds, an indicator that there’s a delay before the boost hits. Though not a sporty SUV, the Black Diamond is more planted and willing than its 0.71-g skidpad score suggests. It’s squishy but not sloppy. The steering is slow, at 3.5 turns lock to lock, but feels tighter and better than expected and, unlike its competitors’, doesn’t wander off. Hard braking results in a long 217-foot stop from 70 mph. As an off-roader, the Bronco is ideal for beginners. Even someone who thinks 2-Hi is what happens when you overindulge at a dispensary will be able to select an appropriate combination of drive mode and locking rear differential. Just rotate the G.O.A.T. (Goes Over Any Type of Terrain) dial until the description matches what you see out the windshield and you’re good to go. Unfortunately, a little off-roading left scratches on the mirror housings and fender flares. The solution is to keep the truck dirty, because even covered in mud, the Black Diamond sparkles. —Elana Scherr

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the numbers Vehicle Type: front-engine, rear/4-wheeldrive, 4-passenger, 2-door wagon Base ��$29,995 As Tested �� $38,935 Engine: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection Displacement �� 138 in3, 2264 cm3 Power �� 300 hp @ 5700 rpm Torque �� 325 lb-ft @ 3400 rpm Transmission: 7-speed manual Dimensions • Wheelbase �� 100�4 in • L/W/H �� 173�7/75�9/71�9 in • Curb Weight �� 4629 lb

test RESULTS 60 mph �� 7�0 sec 1/4-Mile �� 15�5 sec @ 88 mph 100 mph �� 22�1 sec Results above omit 1-ft rollout of 0.3 sec� Rolling Start, 5–60 mph �� 8�2 sec Top Speed (gov ltd) �� 106 mph Braking, 70–0 mph �� 217 ft Roadholding, 300-ft Skidpad �� 0�71 g EPA Fuel Economy • Comb/City/Hwy �� 18/17/19 mpg

PHOTOG RAPHY BY JESSICA LY NN WALKER ~ OCTOBER 2021 ~ CAR AND DRIV ER

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TIME OF THE SEASON

THE GENESIS GV70 TWO-ROW SUV MIGHT BE A LITTLE LATE BUT APPEARS READY TO STEAL A SCENE OR TWO.

A memorable entrance can make up for lateness. Consider the GV70, Genesis’s mid-size-SUV answer to everything from the BMW X3 to the Lexus RX350. Sure, it’s a little tardy, but its compelling mix of luxury and performance with a competitive price appears to have been worth the wait. Mechanically, the GV70 borrows liberally from the G70 sports sedan. As such, the same suspension mix of struts in the front and a multilink setup out back is found here, albeit with different tuning, and the wheelbase grows to increase interior volume. Two engines, a turbocharged 2.5-liter four and a twin-turbo 3.5-liter V-6, are offered; both connect to an eight-speed automatic. Rear-wheel drive isn’t an option, but

NEW CARS FOR 2022

the all-wheel-drive system has a rear-axle bias and can send 100 percent of the torque to the back. Our test drive was limited to the top-shelf 3.5T Sport Prestige trim, and we hammered it through the tight, twisting canyon roads just east of Malibu. The 375-hp six-cylinder proved quite willing, but the chassis and all-season tires are happier coddling passengers than cornering at the limit. Granted, not many GV70 owners will use their OctOber 2021 ~ cAr AND Dr IVer

the numbers Vehicle Type: front-engine, all-wheeldrive, 5-passenger, 4-door wagon Base �� $42,045–$53,645 Engines: turbocharged and intercooled DOHC 16-valve 2.5-liter inline-4, 300 hp, 311 lb-ft; twin-turbocharged and intercooled DOHC 24-valve 3.5-liter V-6, 375 hp, 391 lb-ft Transmission: 8-speed automatic Dimensions • Wheelbase ...................................... 113.2 in • L/W/H ......................... 185.6/75.2/64.2 in • Curb Weight ..................... 4200–4600 lb Performance (C/D est) • 60 mph .................................... 4.9–5.6 sec • 100 mph ............................... 13.4–15.5 sec • 1/4-Mile ................................ 13.6–15.5 sec • Top Speed .................................... 150 mph EPA Fuel Economy • Comb .......................................... 21–24 mpg • City .............................................. 19–22 mpg • Hwy ............................................ 25–28 mpg

two-row SUV to carve canyons. Perhaps even fewer will try the GV70’s launch-control feature. With it, the four-cylinder should hit 60 mph in 5.6 seconds, by our estimate, and the six in just under 5.0. Towing capacity is 3500 pounds, and ground clearance measures 7.3 inches—both of which should be enough for most casual adventures. We found the GV70’s sweet spot as we traced the gentle curves of the Pacific Coast Highway. With the car set in Comfort mode and freed of high-g shenanigans, the cabin is hushed and the V-6 purrs. The slow pace allowed us to take in the interior’s tapered forms, the pleasing integration of technology, and the bold use of brightwork. And while most competitors offer only a few interior color choices, the GV70 has seven, including a rather alluring blue and green two-tone scheme. Genesis also offers 13 exterior paints. Legroom is a little tight in the back seat, though the cargo area is slightly larger than some competitors’. The GV70’s value is measured not in inches but in dollars. In typical upstart style, Genesis undercuts key competitors such as the Audi Q5, BMW X3, and Lexus RX350, listing the posh base model for $42,045. The 3.5T starts at $53,645 and is equipped to do battle with the similarly powerful but more expensive and sportier Mercedes-AMG GLC43 and Audi SQ5. For while the upmarket design and luxurious accommodations are sure to get the GV70 noticed, Genesis knows it needs to sweeten the deal to lure customers away from tried-and-true legacy brands. —Derek Powell P H OTOG RA PH BY A N DI HE D RI CK ~ P ORTRA IT BY DI LEK BAYK A RA

Genesis Genesis welcomed the two-row GV70 SUV to the family earlier this year [see “Time of the Season”]. By spring, showrooms will have their first EV: the Electrified G80 (yes, that’s really its name). All-wheel drive comes from two electric motors that put out 365 ponies and 516 pound-feet of torque. We predict this sedan will offer 265 miles of range. The regular G80 gains a Sport trim with rear-wheel steering and possibly an uprated version of the model’s twin-turbo 3.5-liter V-6. The G70 sports sedan features a bigger grille, two-bar horizontal headlights, and a reworked interior. Genesis just revealed an electric hatch called the GV60, which rides on the same platform as Hyundai’s Ioniq 5 and Kia’s EV6. There are no tweaks to the GV80 three-row crossover or the big G90 sedan.

GMC Since the quasi–Quonset huts that Hummer dealers once called home have likely been repurposed into head shops, the crab-walking, fourwheel-steering Hummer EV

pickup will instead be sold in GMC stores starting this fall. The up-to-1000-hp truck will have an estimated 350 miles of range and a claimed 3.0-second time to 60 mph. An SUV version will follow. The Terrain SUV gets a restyled exterior and a newly available AT4 trim. In Yukon territory, the 6.2-liter V-8 is now more widely available in the lineup, and the Sierra pickup—like the Chevy Silverado—is slated for a midmodel-year redo that will bring Super Cruise and a few stillsecret changes. There’s nothing new of note for the Acadia SUV or the Canyon pickup.

Honda The big H has big plans for the Civic [see “Up on the Roof,” page 48]: A hatchback comes soon, a sporty Si next year, and a Type R will follow. The Ridgeline pickup looks tougher, previewing a similar makeover for the Passport that should come next year. The Pilot adds standard equipment, while the Odyssey, Accord, Insight, HR-V, and CR-V stay the same. The fuel-cell and plug-in-hybrid Clarity models are dead, but enough were built to last through 2022.

UNSOLVED MYSTERY —

“I don’t want to be CEO of anything.” —Elon Musk on Twitter in July, responding to a tweet suggesting he’d be a better CEO for Apple than Tim Cook

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OctOber 2021 ~ cAr AND Dr IVer

T 50

UP ON THE ROOF

Six small sedans with luxury-car features fight for the top spot. By Joe Lorio

————

Photography by Marc Urbano and Michael Simari

he arrival of the 11th-generation Honda Civic for 2022 spurred us to take a fresh look at the world of compact sedans. The market’s mania for crossovers, pickups, and off-roaders of all stripes largely overshadows this segment, but practical and efficient four-doors continue to serve a great swath of buyers, many of them first-time new-car owners. Opting for a well-equipped version like the sedans in this test will give you a level of style, polish, and content that was unimaginable in starter cars of the past. The democratization of luxury equipment has accelerated, and these small cars are the beneficiaries, offering things like adaptive cruise control, digital instrument clusters, leather seats, and wireless smartphone mirroring. To get the feel for automotive opulence, size small, we gathered six high-spec models with a rough target price of $28,000. Redone for ’22, the Civic sedan line culminates in the Touring, which brings a 180-hp turbocharged 1.5-liter inline-four instead of the 158-hp 2.0-liter in lower trims. The Touring gets leather, a 9.0-inch touchscreen with navigation, and a digital instrument cluster. With a $395 upcharge for Morning Mist Metallic paint, our test car stickered at $29,710. New for 2021, the Elantra sedan comes in numerous configurations, including the Hybrid, the sporty N Line, and soon the even sportier N model. For this test, we grabbed an Elantra Limited, a loaded version with a 147-hp engine. Hyundai packs the Limited with a digital instrument cluster, a 10.3-inch infotainment display with navigation, smartphone as key, and the brand’s Highway Drive Assist. Add a set of carpeted floor mats and

NEW CARS FOR 2022

OctOber 2021 ~ cAr AND Dr IVer

2022 Honda Civic Touring

2021 Mazda 3 Premium AWD

2021 Nissan Sentra SR

$26,455/$26,610

$29,395/$30,140

$22,775/$26,010 $29,335/$30,183

$29,040/$29,040

107.7 in 184.0/70.9/55.7 in 60.5/61.6 in

107.1 in 184.1/71.9/55.7 in 62.2/62.7 in

107.3 in 183.5/70.7/56.9 in 61.7/62.2 in

106.6 in 182.7/71.5/57.0 in 62.3/62.2 in

106.3 in 182.3/70.1/55.9 in 60.3/61.0 in

105.7 in 185.1/70.8/57.6 in 60.7/60.4 in

52 ft/44 ft 3 14 ft3

54/46 ft3 14 ft3

51/40ft 3 13 ft 3

54/40 ft 3 14 ft3

50/39 ft 3 13 ft 3

51/43 ft 3 14 ft3

DOHC 16-valve inline-4 122 in3 (1999 cm3) 147 @ 6200 132 @ 4500 6500 rpm 19.7

DOHC 16-valve inline-4 152 in3 (2488 cm3) 186 @ 6000 186 @ 4000 6500 rpm 17.5

DOHC 16-valve inline-4 122 in3 (1997 cm3) 149 @ 6400 146 @ 4400 6400 rpm 21.0

DOHC 16-valve inline-4 121 in3 (1987 cm3) 169 @ 6600 151 @ 4400 6800 rpm 18.7

turbocharged DOHC 16-valve inline-4 85 in3 (1395 cm3) 147 @ 5000 184 @ 1600 6500 rpm 21.3

CVT front 4.89

6-speed automatic all 3.63

CVT front 5.25

CVT front 3.79

8-speed automatic front 3.23

F: struts, coil springs, anti-roll bar R: torsion beam, coil springs F: 11.6-in vented disc R: 10.4-in disc fully defeatable

F: struts, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar F: 11.0-in vented disc R: 10.2-in disc partially defeatable

Base/As Tested $29,315/$29,710 Dimensions Wheelbase L/W/H Track, F/R Passenger Volume, F/R Trunk Volume

Powertrain Engine turbocharged DOHC 16-valve inline-4 91 in3 (1498 cm3) Power, hp @ rpm 180 @ 6000 Torque, lb-ft @ rpm 177 @ 1700 Redline 6600 rpm lb per hp 17.0 Driveline Transmission CVT Driven Wheels front Final-Drive Ratio:1 3.24 Chassis Suspension F: struts, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar Brakes F: 11.1-in vented disc R: 10.2-in disc Stability Control partially defeatable

F: struts, coil springs, anti-roll bar R: torsion beam, coil springs F: 11.0-in vented disc R: 10.3-in disc partially defeatable, traction off Tires Goodyear Eagle Kumho Majesty Sport All-Season Solus 235/40R-18 91W M+S 225/45R-17 91W M+S

TEST RESULTS Acceleration 30 mph 60 mph 100 mph 120 mph 1/4-Mile @ mph

Rolling Start, 5–60 mph Top Gear, 30–50 mph Top Gear, 50–70 mph Top Speed

2021 Toyota Corolla XSE Apex

2021 Volkswagen Jetta SEL Premium

2021 Hyundai Elantra Limited

F: struts, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar F: 10.8-in vented disc R: 10.2-in disc partially defeatable, traction off Bridgestone Hankook Kinergy GT Michelin Turanza EL440 215/45R-18 89V M+S Primacy A/S 215/45R-18 89V M+S 225/40R-18 88V M+S

F: struts, coil springs, anti-roll bar R: torsion beam, coil springs F: 11.3-in vented disc R: 10.7-in disc traction off Falken Sincera SN250A A/S 205/55R-17 91H M+S

2.8 sec 7.2 sec 18.6 sec 30.6 sec 15.6 sec @ 92 Results above omit 1-ft rollout of 0.3 sec.

3.1 sec 8.1 sec 22.1 sec 37.5 sec 16.3 sec @ 88 Results above omit 1-ft rollout of 0.3 sec.

2.6 sec 7.5 sec 20.2 sec 32.6 sec 15.8 sec @ 90 Results above omit 1-ft rollout of 0.3 sec.

3.4 sec 8.9 sec 25.2 sec — 17.0 sec @ 84 Results above omit 1-ft rollout of 0.4 sec.

2.9 sec 8.2 sec 22.8 sec — 16.4 sec @ 87 Results above omit 1-ft rollout of 0.3 sec.

2.6 sec 7.7 sec 22.7 sec 40.2 sec 16.0 sec @ 86 Results above omit 1-ft rollout of 0.3 sec.

8.0 sec

8.5 sec

7.9 sec

9.7 sec

8.8 sec

8.7 sec

4.0 sec

4.1 sec

3.8 sec

5.1 sec

4.3 sec

4.5 sec

5.0 sec 126 mph (gov ltd)

5.5 sec 5.0 sec 6.7 sec 124 mph (mfr’s claim) 130 mph (mfr’s claim) 125 mph (C/D est)

5.4 sec 118 mph (gov ltd)

6.0 sec 125 mph (C/D est)

175 ft

176 ft

174 ft

179 ft

187 ft

0.88 g

0.83 g

0.88 g

0.86 g

0.82 g

2895 lb 61.2/38.8%

3247 lb 60.2/39.8%

3127 lb 60.9/39.1%

3156 lb 60.9/39.1%

3136 lb 58.6/41.4%

Chassis Braking, 70–0 mph 176 ft Roadholding, 300-ft Skidpad 0.86 g Weight Curb 3058 lb Distribution, F/R 60.9/39.1% Fuel Capacity/Octane 12.4 gal/87 EPA Comb/ City/Hwy 34/31/38 mpg C/D 375-mi Trip 31 mpg

12.4 gal/87

12.7 gal/87

12.4 gal/87

13.2 gal/87

13.5 gal/87

35/31/41 mpg 35 mpg

28/25/33 mpg 28 mpg

32/28/37 mpg 31 mpg

34/31/38 mpg 30 mpg

33/29/39 mpg 32 mpg

Sound Level Idle/Full Throttle 36/78 dBA 70-mph Cruise 70 dBA

35/79 dBA 68 dBA

39/75 dBA 69 dBA

38/76 dBA 70 dBA

42/77 dBA 71 dBA

35/77 dBA 68 dBA

T EST E D BY DAVI D B E A RD AN D K.C. COLWE LL I N C H ELSEA , MI

The Corolla’s Apex package makes it a looker, but the suspension and exhaust mods erode its otherwise refined demeanor. Comfortable seats fit big and small staffers alike.

it rang in at $26,610. Save your letter: We considered upgrading to the 201-hp N Line powertrain, but that trim lacks the premium goodies of the Limited. Mazda similarly offers multiple powertrains, including a price-leader 2.0-liter with 155 horsepower and a 250hp turbocharged 2.5-liter, but we went with the mainstay of the lineup: a naturally aspirated 2.5-liter four with 186 horsepower. The 3 also offers all-wheel drive—unusual for this segment—and while that feature will surely sell in the Snowbelt, it’s not what we would have preferred here. (We will remind all readers, snowbound or not, that a set of winter tires is a better adverse-weather insurance policy.) But it’s what showed up, raising the as-tested price of our PreToyota Corolla XSE Apex Plus The Apex Edition’s head-turnmium trim by $1400, to $30,140. ing styling, the underlying car’s presumed reliability. Minus The Apex Edition’s unpolished chassis tuning, the underThe Nissan Sentra lineup is simple lying car’s uninspired powertrain. Equals Usually it takes an by comparison, with a single poweraftermarket tuner to screw up a suspension this badly. train—a 149-hp four paired with a CVT—and just three trim levels. The top-spec Sentra SR that we invited has a base price that undercuts the others’ Jetta SEL Premium carried a sticker price of $29,040. by thousands of dollars, and even after adding the SR To find the king of small cars, we set off on the first Premium package (a sunroof, heated front seats, a heated big C/D comparison test of sedans in years. steering wheel, eight-speaker Bose audio, a surround-view monitoring system, and more), a Lighting package, two-tone paint, and carpeted floor mats, the feature-filled Sentra was 6th Place: The Toyota still the least expensive, at $26,010. Despite its name, the Apex paradoxically repThe Toyota Corolla can be had in sedan or hatchback form resents the nadir of the lineup, at least to us. with a gas or hybrid powertrain. Among gas-powered ’Rollas, Available on the SE and XSE, it consists of a blackoutthe 169-hp XSE Apex Edition tops the range and starts at trim package, a sport-tuned exhaust, and a stiffer sus$29,335. We would have preferred to field a regular XSE to pension with a lower ride height intended to improve save that wheel and suspension package’s $2385 premium, handling. The Apex makeover had the Corolla turning but Toyota had only Apex models on hand. heads at several of our driver swaps—yes, really. Assistant technical editor Maxwell B. Mortimer, who In keeping with our top-of-the-line theme, we promay be the staffer most likely to enjoy an unmuffled car, cured the 147-hp Volkswagen Jetta in SEL Premium trim. wrote, “The sport-tuned exhaust only accentuates the It comes one way: loaded. Standard kit includes navigation and leather-wrapped, heated, and ventilated front seats. The gritty drone that the engine emits.” That engine is a

NEW CARS FOR 2022

OctOber 2021 ~ cAr AND Dr IVer

naturally aspirated 2.0-liter that makes 169 horsepower and 151 pound-feet of torque. Standard in the SE, XSE, and Nightshade Edition, the 2.0-liter is a step up from the base 139-hp 1.8-liter. Even so, it’s buzzy and a bit underpowered. The Toyota’s 8.2-second trot to 60 mph was the second slowest of the group, as was its quarter-mile time of 16.4 seconds. At highway speeds, the slightest throttle provocation causes the CVT to lower the drive ratio, which in turn causes the revs to jump and the engine to moan. “You’re never far away from the drone zone,” noted testing director Dave VanderWerp. The Apex’s suspension tuning, though, is what tripped up the Corolla. Nissan Sentra SR Plus SR trim looks sporty but not cheesy, The car’s 0.86-g skidpad grip falls in active-safety features come standard, great value—and not the middle of the pack, and the Corolla resists body roll better than some of the just because it’s inexpensive. Minus Poky acceleration, ride other cars here. But stiff springs and and handling don’t rise above midpack. Equals The Sentra is damping left it unsettled, crashing over not bad, but rivals are better. bumps on two-lane roads, and gave it a busy, almost frenetic highway ride. There were some positives. The drivincludes a number of active-safety items as standard. For all er’s seat garnered praise from staffers of multiple body types, and the infotainment system is easy to use, earnthat, the Sentra is still highly affordable, with our SR boasting ing extra points for its ability to display multiple functhe lowest base and as-tested prices in this test. tions at once. The interior isn’t very roomy, though, and Slip into the Sentra and the interior feels airy. The key suffers from a dearth of in-cabin stowage. The steeply touch points are nicely padded, the controls are well laid out, and the infotainment system is easy to operate. But the raked windshield puts the A-pillars annoyingly close to execution isn’t at the level of the best here, and some found the driver’s head too. Our recommendation to Toyota the driver’s seat relatively flat and unsupportive, though the fans looking for an econosedan: Skip the Apex. rear seats were deemed comfortable. 5th Place: The Nissan Compared with the last gen, the latest Sentra has wider As of the current generation, the Sentra is no front and rear tracks, and an independent rear suspension longer exclusively a rental proposition. It boasts replaces the old car’s torsion-beam setup. The car tied with an eye-catching look that apes the Maxima’s, a signifithe Elantra for highest skidpad grip and managed the shortest stopping distance, a hat tip to its Hankook Kinergy GT cantly upgraded cabin, and an extensive feature set that

A rich-looking interior packed full of desirable features is yours for a low price, but the Sentra’s CVT automatic and dull engine have it eating the other small sedans’ dust.

well. Four of the other sedans, however, do the job better. 4th Place: The Hyundai Several drivers confessed to having high expectations for the Elantra. It looks dramatic in pictures, sporting the brand’s exuberant exterior design with an intricate front fascia and creased door panels that somehow bring the Lamborghini Urus to mind. The interior is similarly statement-making, owing to its sweeping forms and oh-so-modern tri-screen dash—just like a Cadillac Escalade’s. Yes, the infotainment and gauge screens are large and the system highly configurable; add in the impressive graphics and the Hyundai stands above Hyundai Elantra Limited Plus Best-in-test infotainment the others. But the display to the left of system, sips fuel like an economy car should. Minus Artful the instrument cluster is actually not a interior doesn’t stand up to close scrutiny, some structural screen at all, just a dummy panel with a pointless circle graphic. Some hard plasshake in hard driving. Equals The Elantra has style, but the tic spoils the futuristic luxury vibe, and top finishers have a little more depth beneath the surface. the armrests are elbow-bruising. While the rear seat is the group’s largest, there are no USB ports back there. A pleasant partner in a daily role, the Elantra’s steertires. But its steering feel, handling, and ride fell behind the leaders. Mortimer acknowledged that on the handling loop, ing offers decent feedback, but its ride score landed it “the Sentra tucks into turns accurately and with surprising toward the bottom of the pack. Mortimer noted: “The willingness,” but the car really is happier in day-to-day comchassis becomes unsettled by modest bumps.” Hard muting than on fun roads. driving on the handling loop revealed a lot of body roll Overall, the Sentra’s fifth-place finish can be blamed on and a few structural quivers, and the Hyundai’s brake its powertrain: a naturally aspirated 2.0-liter engine paired pedal exhibited some sponginess. with a CVT. Although its 149 ponies make it all but tied for Although the Elantra is reasonably well isolated from least powerful with the Volkswagen and Hyundai, the Nisroad noise, the 2.0-liter is the loudest engine in the test san came in last in all our acceleration tests, sauntering to under full-throttle acceleration. It’s also often reaching 60 mph in 8.9 seconds, 0.7 second behind the next-slowest into the upper rev ranges since the naturally aspirated car, the Corolla. At the same time, the Sentra’s fuel economy four-cylinder lacks low-end torque. The 8.1-second charge was only middling. to 60 mph and the 16.3-second quarter-mile sprint betPlenty to love for the money, Nissan’s Sentra does its job tered the Toyota’s and Nissan’s but trailed the others’.

If the creases on the Elantra’s flanks make you think of the Lambo Urus, you’re not alone. We also can’t help but see a Klingon’s forehead whenever we look at these seats.

NEW CARS FOR 2022

While we’d rather have the Jetta GLI, for about the same money, the SEL Premium offers a cushier ride and many features that the mainstream buyer may prefer.

We didn’t expect that the Limited would inspire much passion—that’s what the N Line and upcoming 286-hp N are for— but it is efficient. The Elantra returned the best fuel economy in the test, at 35 mpg, 3 mpg better than the next-best contender, the Jetta.

3rd Place: The Volkswagen You sit tall in the saddle in the Jetta, which may appeal to buyers who are unsure about forsaking an SUV. The interior is well organized but dour—all hard edges and black plastic. It seems VW funnels its resources into screens: a digital instrument cluster and an 8.0inch infotainment display. FeatureVolkswagen Jetta SEL Premium Plus Cushy ride, unstressed loving buyers will appreciate amenities engine, an automatic with eight real gears. Minus Looseysuch as heated rear seats, but there’s no goosey steering, determinedly unstylish, evident interior escaping the cost-cut look of the moldcost cutting. Equals An ideal car for someone who doesn’t ed-plastic rear door panels. appreciate the performance of the GLI. The Jetta’s eight-speed automatic transmission proved endearing in a field rife with CVTs. It’s paired with a turbocharged 1.4-liter inline-four that produces a substantial VW’s 187-foot stop from 70 mph was the longest in the test. 184 pound-feet of torque at a low 1600 rpm. The comThere may not be much here for enthusiasts, but those in the know can always opt for the 10Best-winning GLI. For bination makes for an unstressed powertrain in most everyone else, the SEL Premium is an inoffensive and welldriving. With its ready urge, the Volkswagen tied for equipped choice. quickest off the line with the Mazda, at 2.6 seconds to 30 mph, and its not-bad 7.7-second 60-mph time was just 0.2 second behind the 3’s and 0.5 second behind the 2nd Place: The Mazda Civic’s. The Jetta also tied for quietest at 70 mph, this The 3’s flowing lines and cab-rearward proportime with the Elantra. tions make a strong first impression. And the car The suspension absorbs impacts in a way that takes makes a great second impression when you slide inside, the the sting out of bad pavement and creates a blissful cabin boasting richly upholstered surfaces and an upscale highway ride. The Jetta was out of its comfort zone design. “The 3 really has the look and feel of something in on the handling loop, floating and rolling, although the luxury segment,” wrote staff editor Austin Irwin. VanderWerp allowed, “I don’t hate it for that.” We were With 186 horsepower and 186 pound-feet of torque, the 2.5-liter’s output is the best here, and the Mazda battled the less forgiving of the overly light, disconnected steering. Honda for the top spot in all acceleration tests. Its 7.5-secA commendably firm brake pedal was a pleasant surprise given the softness elsewhere in the chassis, but the ond time to 60 mph is 0.3 second behind the Civic’s, but

the Mazda was the quickest in the 30-to-50-mph passing test and tied the Civic in the 50-to-70 jump. Six speeds don’t seem like many these days, but the automatic doesn’t hesitate to downshift, and its crisp shifts were much preferred to the faux shifts of the competition’s CVTs. The Mazda’s 2.5-liter is the least raucous under full-throttle acceleration and actually does not sound bad when it’s wrung out. The 3’s chassis delivers a “great blend of athleticism and comfort despite what the skidpad performance shows,” said VanderWerp, who added, “This and the Honda are head and shoulders above everything else here in terms of ride and handling and are more fun to drive.” Although comfortable from the driver’s seat, this car fits tighter than most of the others, with a high beltline and A-pillars that draw in close. In the rear seat, a six-foot passenger can slide in behind a similar-sized driver but only

just. And while Mazda’s infotainment display is set high to meet the driver’s line of sight, some would prefer a touchscreen to the 3’s rotary controller. No one will love its lowest-in-test (28 mpg) fuel economy, but it’s not surprising, given the 3 is the only vehicle here with all-wheel drive. It is convincing as a small luxury car, but it’s not quite the best compact sedan.

1st Place: The Honda It’s telling that on the first morning of our group drive, we kept mistakenly calling the Civic an Accord. That’s not just because it now looks like an Accord, this new generation having ditched the preceding model’s overwrought styling. It’s more because the Civic now enjoys the poise of its beloved sibling. Although the interior is thoroughly modern-looking, the spacious cabin’s ergonomic logic and quality execution took us back to Hondas of the past. A low cowl and narMazda 3 Premium Plus Luxe cabin to shame an Audi A3, row A-pillars give an expansive view out that the others can’t match. The digital the best-sounding engine of the sextet, swanky looks. Minus Cramped interior, subpar fuel economy. Equals Has enough gauge cluster lacks the configurability of some but shows a lot of info in an easystyle and luxury to play in another league, but there’s not to-digest format. The Touring’s infoquite enough practicality to win the day here. tainment display is better than recent Honda efforts, with sharp graphics and an actual volume knob, although it still lacks a tuning dial. Even something as simple as the climate-control knobs are beautifully executed with knurled edges and snick-snick movement. As staff editor Connor Hoffman summed up, “This is the nicest Civic interior ever.” As before, the top Civic trims are powered by a turbocharged 1.5-liter four. Yes, it’s hooked to a CVT (a manual is available in the hatchback), but it’s one of the better-programmed units out there, and the car also benefits from having a relatively robust 180 horses and 177 pound-feet of torque to dispatch.

A relatively tight cabin hurt its chances, but the excellent driving experience, superb interior design, and high-quality fit and finish helped loft the Mazda 3 into second place.

NEW CARS FOR 2022

The Civic earned top marks across the ballot, and it looks, acts, and feels like a 7/8th-scale Accord, which we love. The honeycomb dash trim reminds us of the Lamborghini Huracán’s.

Maximum points available

1. Honda Civic 2. Mazda 3 3. Volkswagen Jetta 4. Hyundai Elantra 5. Nissan Sentra 6. Toyota Corolla

9 9 8 7 8 8

9 9 8 7 8 6

5 3 4 5 5 3

4 3 4 5 3 3

5 5 5 5 5 5

8 8 10 7 6 5

9 9 7 7 7 7

9 9 6 7 7 6

9 9 7 7 7 8

0 0 1 0 0 1

20 100

17 84 16 80 17 77 19 76 20 76 16 68

20 19 18 17 13 16

3 4 3 4 3 4

6 3 7 10 6 5

8 8 8 6 6 5

8 9 8 7 6 6

45 43 44 44 34 36

19 19 17 20 20 19

*These objective scores are calculated from the vehicles’ dimensions, capacities, rebates and extras, and/or test results.

9 8 6 7 7 6

9 8 8 7 7 7

10 8 7 6 7 6

9 9 8 6 7 4

56 52 46 46 48 42

23 20 17 15 17 13

GRAND TOTAL

FUN TO DRIVE

Experience

SUBTOTAL

RIDE

HANDLING

BRAKE FEEL

STEERING FEEL

PERFORMANCE*

Chassis

SUBTOTAL

ENGINE NVH

FUEL ECONOMY*

FLEXIBILITY*

1/4-MILE ACCELERATION*

Powertrain

SUBTOTAL

AS-TESTED PRICE*

REBATES/EXTRAS*

EXTERIOR STYLING

INTERIOR STYLING

FIT AND FINISH

FEATURES/AMENITIES*

CARGO SPACE*

REAR-SEAT SPACE*

REAR-SEAT COMFORT

ERGONOMICS

DRIVER COMFORT

FINAL RESULTS

Vehicle

Honda Civic Touring Plus Chassis tuning sets the benchmark, acceleration leads the field, interior execution is top notch. Minus Priced at the higher end of the spectrum, no manual for the sedan. Equals With the regular Civic this good, we can’t wait to see what the Si is like.

TRANSMISSION

The Honda is the quickest in the group, with a 7.2-second time to 60 mph and a 15.6-second time in the quarter. As with its larger sibling, the Civic delivers a master class in chassis tuning. “Stiff, stable, and refined,” Hoffman said. Over one particularly bombed-out section of freeway, the Civic’s tires and suspension thwacked loudly over potholes, but the cabin was largely undisturbed. Out on the handling loop, the Honda really established its dominance, its sharp reflexes and expertly damped suspension edging out the also-good Mazda. The steering marries ideal effort levels with a strong sense of straight ahead, and the brake modulation came in for praise as well. “What a fantastically easy car to hustle,” said Irwin. It turns out we weren’t too far off when we likened this car to an Accord. The Civic is the Accord of the compactsedan class.

240

208 195 184 181 175 159

Hyundai

LIKE A SURGEON HYUNDAI ENGINEERS GRAFT A BED ONTO A TUCSON AND THE SANTA CRUZ PICKUP IS BORN.

yundai claims the Santa Cruz isn’t a truck competitor, but one look at the package and you’ll have a hard time classifying it as anything else. Built on a stretched Tucson platform, the unibody pickup is agile, with carlike maneuverability. The ride is calm and composed, suffering none of the rear-end skittishness of live-axle pickups due to the multilink suspension in back. The base engine is a 191-hp 2.5-liter four that will likely hobble the Santa Cruz, but the top trims’ 281-hp turbo 2.5-liter four has plenty of punch. Off the line, the engine waits a beat before the turbo starts charging, eventually delivering a stout 311 pound-feet of torque from 1700 rpm. The Santa Cruz’s defining feature is its 4.3-foot molded-composite bed. Highly versatile, it’s packed with cubbies and hidden compartments, including a Honda Ridgeline–style lockable underfloor trunk with drain plugs that make it perfect for keeping drinks on ice. There are tie-downs, adjustable cleats, an AC-power outlet, and an easy-to-use retractable tonneau cover. The bed can carry fourfoot-wide building materials (above the wheel the numbers wells). Lower the tailgate and the Santa Cruz Vehicle Type: front-engine, frontcan haul six-foot motorbikes or kayaks. or all-wheel-drive, 5-passenger, 4-door pickup The cabin, largely shared with the Tucson, Base �� $25,175–$36,865 fits tall passengers in both rows. It features Engines: DOHc 16-valve 2.5-liter Hyundai’s latest infotainment system, which inline-4, 191 hp, 181 lb-ft; turbocharged and intercooled has Apple CarPlay and Android Auto capability. DOHc 16-valve 2.5-liter inline-4, The Santa Cruz’s silhouette says truck, but 281 hp, 311 lb-ft the exterior lacks the upright, squared-off Transmissions: 8-speed dual-clutch automatic, 8-speed automatic look that characterizes traditional pickups. Dimensions This Hyundai looks like the crossover turned • Wheelbase ............................. 118.3 in pickup that it is. It can tow up to 5000 pounds • L/W/H .................. 195.7/75.0/66.7 in • Curb Weight .............. 3750–4100 lb with the boosted 2.5-liter or 3500 with the Performance (C/D est) base engine. • 60 mph ............................ 7.5–8.9 sec The well-equipped entry model is $25,175. • 1/4-Mile ........................ 15.5–16.9 sec • Top Speed ............................ 120 mph It’s another 12 grand for the turbo. The Santa EPA Fuel Economy Cruz’s biggest problem might be that it enters a • Comb ................................ 22–23 mpg world occupied by the similarly sized but more • City ...................................... 19–21 mpg • Hwy ................................... 26–27 mpg basic $21,490 Ford Maverick. —Derek Powell

NEW CARS FOR 2022

the most noteworthy addition to Hyundai’s 2022 lineup is the Tucson-based Santa Cruz unibody pickup [see “Like a Surgeon”]. Larger than before, the ‘22 tucson compact SUV arrived earlier this year and now offers hybrid, plug-in-hybrid, and sporty-looking N Line models. Later, Hyundai will add a ruggedlooking Xrt trim that will also appear on the mid-size Santa Fe. though the hybridized Ioniqs remain on the menu, the Electric dies in advance of Hyundai spinning the Ioniq name into a subbrand of eVs. First to join is a fetching-looking hatchback called the Ioniq 5, with awesome ’80s-esque headlights and taillights and an attractive, spacious interior. It has competitive specs too: up to 320 horsepower, optional all-wheel drive, and a targeted range around 300 miles. Hyundai is bolstering its performance N division with highpower versions of the Elantra sedan and Kona tiny crossover. they look similar to and share a turbo 2.0-liter inline-four with the Veloster N hot hatch, now the only Veloster you can buy after Hyundai dropped the lesser versions. Non-N Kona models also benefit from a visual refresh inside and out. the Palisade, Sonata, Accent, Venue, and fuelcell Nexo are unchanged.

Infiniti the QX60 three-row SUV rings in 2022 with a striking redesign, a more luxurious cabin, and a higher price. the QX80 gets a new infotainment system, and earlier this year, the QX50 spawned a mechanically identical fastback ute called the QX55. All models receive wireless Apple carPlay, but the Q50 and Q60 are otherwise unchanged. OctOber 2021 ~ cAr AND Dr IVer

2022

2021

ROAD TO

September 22, 2021 | Pontiac, MI

March 23-25, 2022 | NORTHERN CA

October 13-16, 2021 | NY, MA, CT ApriL 2022 | Austin, TX

November 18, 2021 | Malibu - Los Angeles, CA

APRIL 2022 | Provence - Monte Carlo, FR

TRACK DAYS WITH EDITORS AS THEY CONDUCT ANNUAL TESTINGS: September 2022 | Northern Italy

September 23, 2021 | PINCKNEY, MI september 2022 | Portland - Bend, OR

All dates and details subject to change

September 27, 2021 | MONTICELLO, NY October 2022 | NY, MA, CT

To learn more and become a Track CLUB member for early registration visit October 20, 2021 | ALTON, VA

EXPERIENCES.ROADANDTRACK.COM

Jaguar The Jaguar F-type sports car drops its four- and six-cylinder engines for 2022, leaving a choice between two supercharged V-8s. A new 444-hp version comes in the P450 with rear- or all-wheel drive and costs at least $71,050. Jag wisely pairs the F-type’s carryover 575-hp V-8 with all-wheel drive. After sitting out the 2021 model year, the I-Pace crossover EV returns with the brand’s latest Pivi Pro infotainment system, an 11.0-kW charger, and a few trim updates. changes to the F-Pace mid-size SUV, E-Pace compact crossover, and XF sedan are minor, as they were refreshed for 2021. Jag killed the XE for the U.S. market late last year and recently scrapped its plan to revive the XJ name with a big electric sedan.

Jeep Jeep is resurrecting the Wagoneer name for a family of two large SUVs [see “Big Poppa”]. The Wagoneer competes with the chevy Tahoe, while the Grand Wagoneer targets luxury SUVs such as the cadillac Escalade and BMW X7. Following in the tracks of the three-row Grand Cherokee L introduced earlier this year, the shorter two-row Grand Cherokee comes with your choice of a 3.6-liter V-6, a 5.7-liter V-8, or a 4xe plug-in-hybrid powertrain with an EV range of about 25 miles. Hardcore off-roaders will likely be interested in the Rubicon-ready Trailhawk. The Compass compact SUV has a new front end and interior displays, plus a new Latitude Lux trim level. A hybrid 4xe model should follow. As for the rest, the Renegade, Cherokee, Gladiator, and Wrangler lines continue into the new year unchanged.

NEW CARS FOR 2022

Big Poppa WE JUST LOVE THE FLASHY WAYS OF THE NEW JEEP WAGONEER AND GRAND WAGONEER.

he new Wagoneer sticks to the original SUV recipe: Take a tried-and-true full-size ladder frame (preferably from an existing pickup), bolt in a V-8, drop an attractive box on top, and watch the money flow in. It’s hardly that simple, of course, but it is that lucrative. Compared with the 10Best-winning Ram 1500 from which the frame is derived, the Wagoneer benefits from a number of chassis enhancements to improve rigidity and on-road manners plus an independent rear suspension. To reduce mass, Jeep employed a composite liftgate and made the hood and doors out of aluminum, but both the Wagoneer and its upmarket sibling, the Grand Wagoneer, will weigh more than three tons. The strategy is to pit the Wagoneer (which starts at $59,995) against the Chevy Tahoes and Ford Expeditions of the world, while the Grand Wagoneer (which starts at $88,995 and rises to six figures) will do battle with Cadillac Escalades, Lincoln Navigators, the numbers and big German SUVs. The WagVehicle Type: front-engine; oneer draws motivation from rear-, all-, or 4-wheel-drive; 7- or a 392-hp version of Chrysler’s 8-passenger; 4-door wagon Base �� $59,995–$88,995 5.7-liter Hemi, with an electric Engines: pushrod 16-valve 5.7-liter assist that adds 130 pound-feet V-8, 392 hp, 404 lb-ft; pushrod 16of torque on initial throttle applivalve 6.4-liter V-8, 471 hp, 455 lb-ft Transmission: 8-speed automatic cation and makes for one of the Dimensions more seamless start-stop systems • Wheelbase ......................... 123.0 in we’ve experienced. The Grand • L/W/H .............. 214.7/83.6/75.6 in • Curb Weight ......... 6000–6450 lb Wagoneer swaps the 5.7-liter for Performance (C/D est) a beefy 471-hp 6.4-liter V-8 with • 60 mph .......................... 5.9–7.1 sec 455 pound-feet of torque and • 1/4-Mile .................... 14.8–15.4 sec • Top Speed ......................... 105 mph should be good for a 60-mph time EPA Fuel Economy of 5.9 seconds. Its less powerful • Comb .............................. 15–18 mpg sibling should hit the same mark • City ................................... 13–16 mpg • Hwy ................................. 18–22 mpg in 7.1 seconds but feel livelier than

STU DI O PH OTOGRAPH BY JOHN ROE ~ OcTOBER 2021 ~ cAR AND D RIVER

that number suggests thanks to the low-end electric assist. A rear-drive Wagoneer will come early in 2022, but this fall, buyers will be able to choose from three all- or four-wheel-drive systems. The most basic setup lacks the low range that the others have, while the top one—standard on the Grand Wagoneer—gets an electronically controlled limited-slip rear differential. Hit a sharp bump and the characteristic body-on-frame jiggle that pickup owners know churns through the structure. Out on twisty roads, the air springs—standard on the Grand Wagoneer—allow for gentle leans through corners. On the straight and boring, the soft suspension yields a plush ride appropriate for something with Grand in its name. Grand also describes the interior. There’s a lot of American walnut trim flowing through the dash and center console of the swankier Wagoneer. There are three screens in the dashboard and an optional fourth for the front passenger. The seats are large and com-

MEANWHILE IN FRANCE

— The DS premium brand, which spun off from Citroën years ago, will launch an Audi Q3–sized crossover called the DS 4, not to be confused with the DSM-IV. This pretty ute, like all DS models, won’t reach our shores.

fortable, and as you might guess from the vehicle’s size and boxy shape, all rows boast a significant amount of space. Wagoneers aren’t quite as lavish inside, but the basic design is the same. If you think a six-figure Jeep is an overreach, you’re not alone. Sensitive to its rough and tumble and affordable history, the brand won’t be sticking any Jeep badges on the Wagoneers, which it calls “a premium extension of the Jeep brand.” Judging from the look and feel of the Grand Wagoneer, we don’t think shoppers will care about what badges it has. —James Tate

Koenigsegg

A WHITER SHADE OF PALE — The new Countach is a modern take on the original built atop an Aventador. The Sián’s 808-hp V-12 hybrid powertrain will power all 112.

Karma the company that formed from the ashes of Fisker keeps the dream alive with the GS-6 plug-in hybrid. Unchanged for ’22, the GS-6 can go up to 61 miles on battery power and over 300 on gas, and its powertrain makes 536 horsepower and 550 pound-feet of torque. In the spring, the company will introduce the GSe-6 electric version with an advertised range of up to 300 miles.

Kia the highlight of the Korean brand’s ongoing new-product push is the muchanticipated EV6 electric two-row crossover. boldly styled, the eV6 lineup spans from a 167-hp singlemotor variant to a 576-hp dual-motor Gt model. We estimate usable battery capacity at 50.0 kilowatt-hours for the base version and 70.0 for all others. Kia anticipates the longest-range eV6 will approach 300 miles on a charge and the quickest one will hit 60 in under four seconds. Plus, all models support an impressive Dc fast-charging rate of up to 350 kilowatts. On the internal-combustion

front, the handsome Carnival minivan arrived earlier this year as a ‘22 and replaced the Sedona. A redesigned Sorento three-row mid-size SUV arrived as a 2021 model and succeeds in capturing some of the larger Telluride’s overall goodness. A 261-hp plug-in-hybrid setup will join the Sorento’s 227-hp hybrid and 191and 281-hp four-cylinder powertrains. the Sportage crossover carries over, as a major redesign will come for 2023. the Stinger sedan has a tweaked exterior and gains a brawnier 300-hp turbo four as the base engine. the new Kia logo continues to spread through the lineup too. We won’t be surprised if the compact Forte receives a light refresh and is renamed K3. Such a rebadging would bring the car’s moniker in line with the larger K5 sedan, which sees only minor changes, as do the telluride, Seltos small SUV, and Rio subcompact car. Fans of the boxy Soul will appreciate a few minor updates but may lament both the death of the base model’s manual transmission and the continued absence of the latest electric version that Kia sells in other markets. the brand’s small-eV focus in the U.S. continues to rest on the electric variant of the mostly carryover Niro hatchback van-like thing.

NEW CARS FOR 2022

Nothing’s new for ’22, but in ’23, the 1280-hp Jesko will make its way to the U.S. Don’t get too excited—all 125 were spoken for days after the 2019 Geneva auto show. the $1.7 million Gemera 2+2-seater may go into production next fall. raise your hand now; only 300 will be made. Skål!

Lamborghini the Aventador LP780-4 Ultimae marks the end of production of the decade-old supercar line and also marks the end of nonhybrid V-12s for Lamborghini. this final edition musters 769 horses—10 more than the now-dead Aventador SVJ—from its naturally aspirated 6.5-liter V-12. the Countach returns [see above], and the 63-unit run of the Sián is complete. the Urus SUV has new cabin electronics, and the Huracán line gains its most track-ready variant to date: the 631-hp STO.

Land Rover What better way for Land rover to maintain the Defender’s momentum than by stuffing it with a 518-hp supercharged V-8? the 5.0-liter will be available in both the two-door 90 and four-door 110. Starting prices will fall a grand or two outside $100K. A refreshed ’21 Range Rover Velar is already on sale with the brand’s latest Pivi Pro infotainment system, plus optional 335- and 395-hp versions of a hybridized 3.0-liter inline-six that replaces a supercharged V-6. changes to the Discovery, Discovery Sport, and big Range Rover are minor, but the subcompact Evoque

gains a new high-end trim level dubbed HSt, which boosts the existing turbo 2.0-liter four’s output from 246 horses to 296. the range rover Sport’s diesel and plug-in-hybrid powertrain options are dead.

Lexus A redesigned NX compact crossover headlines Lexus’s changes for 2022. Its styling has evolved, and it has a bit more interior space than before. Non-electrified powertrains include a 203-hp inline-four and a new 275-hp turbocharged 2.4liter four, both of which mate to an eight-speed automatic. Hybrid models come in 239-hp and plug-in 302-hp flavors; the latter offers an estimated 36 miles of electric range. teammate, Lexus’s driverassistance software with handsfree capability, will debut on the LS500h this fall. the IS500 F Sport Performance is a new V-8 model that adds to the largely carryover IS sedan lineup [see “Old time rock and roll”]. Lexus says it has more performanceoriented products in the works yet remains tight-lipped about a rumored 600-plus-hp twin-turbo V-8 coming to the LC coupe. A redesigned LX is on the way, and we expect it to have a 409-hp twin-turbo V-6 paired with a 10-speed automatic. Serious off-road capability, loads of technology, and a sumptuous interior befitting a flagship luxury SUV will all be standard. A base price around $100K is probable, as is an eventual hybrid version. Lexus revised the ES sedan’s grille and repositioned the infotainment screen—now with touch control—closer to the driver. the GX SUV’s infotainment display grows in size. the rest of the Lexus range continues with minor trim and tuning changes. OctOber 2021 ~ cAr AND Dr IVer

OLD TIME ROCK AND ROLL

LEXUS PULLS OUT ITS 5.0-LITER V-8 FOR ANOTHER GO IN THE IS500.

the numbers We often pine for bygone vehicles, wishing automakers would continue building the great ones forever. Some say you can never go back, but apparently Lexus isn’t among them. With the 2022 IS500 F Sport Performance, the brand has reached into its catalog of hits and pulled out the more-thandecade-old, still-amazing 5.0-liter V-8 that debuted in the IS F (and continues on in the LC500) and created a V-8 sports sedan that rekindles a love we thought we’d lost. F Sport Performance is a mouthful and the brand’s new name for notquite-F models. In this first example of the line, we get a compelling proposition of a naturally aspirated V-8 for a similar price as the turbo six-cylinders found in cars such as the Audi S4, BMW M340i, and Cadillac CT5-V. Although it can’t keep up with the quickest of today’s boosted sixes, the IS is plenty competitive, taking 4.3 seconds to reach 60 mph. And the oldschool auditory experience from the 472-hp V-8—up 56 horsepower from the original IS F—is well worth a few fractions of a second. Instead of playing an engine soundtrack created in a recording studio through the speakers like other modern cars might, the IS500 has an intake bypass that opens around 2800 rpm when the throttle is pinned, creating a boisterous and authentic roar as it rips up into the 7300-rpm redline. We applaud this car’s entirely unnecessary ability to rev freely to redline in neutral, bucking the trend toward a lame lower limiter while parked. Those stacked quad pipes want to holler. The Aisin eight-speed automatic bangs home shifts enthusiastically during acceleration runs, but it’s neither as quick nor as smooth in everyday driving as the ZF eight-speed P H OTOG RA PH BY M ICH A E L S IMA RI

Vehicle Type: front-engine, rear-wheeldrive, 5-passenger, 4-door sedan Base (C/D est) �� $55,000 Engine: DOHC 32-valve V-8, aluminum block and heads, port and direct fuel injection Displacement �� 303 in3, 4969 cm3 Power �� 472 hp @ 7100 rpm Torque �� 395 lb-ft @ 4800 rpm Transmission: 8-speed automatic Dimensions • Wheelbase �� 110�2 in • L/W/H �� 187�3/72�4/56�5 in • Curb Weight �� 3969 lb

test RESULTS 60 mph �� 4�3 sec 100 mph �� 10�4 sec 1/4-Mile �� 12�8 sec @ 112 mph 130 mph �� 17�5 sec Results above omit 1-ft rollout of 0.3 sec� Rolling Start, 5–60 mph �� 4�7 sec Top Speed (gov ltd) �� 149 mph Braking, 70–0 mph �� 159 ft Braking, 100–0 mph �� 320 ft Roadholding, 300-ft Skidpad �� 0�89 g C/D Fuel Economy • Observed �� 15 mpg EPA Fuel Economy (C/D est) • Comb/City/Hwy �� 19/16/24 mpg

found in the BMW and Audi. The chassis doesn’t quite live up to the Performance label, delivering just 0.89 g of lateral stick and a suspension tune that’s more in line with Lexus’s cushier offerings. The relative softness means that, under hard acceleration, the car rears up dramatically. There’s also the squishy brake pedal that only got more so during testing, although braking distances didn’t suffer. There’s still sports-sedan competence here, as the IS500 responds well to midcorner throttle adjustments, its tail-out control is confidence inspiring, and road feel vibrates through the perforated-leather steering wheel. Trust us, the IS500 will make you want to roast the tires from a launch and fling the rear through corners, which it’ll do thanks to the Torsen limited-slip differential. Should you find the limits too low, we’d suggest fitting more aggressive summer rubber than the IS’s Bridgestone Potenza S001Ls. Quiet at speed, the IS500’s relaxed demeanor makes it an ultra-comfortable daily driver. As do the great seats, which offer supple comfort and bolstering support. And while it could use a bit more authority in its suspension, it has more than what it takes to handle memory lane. —Dave VanderWerp

Lexus is dealing with looming electrification the right way, by stuffing a V-8 into the IS sedan�

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OF ANGELS AND ANGLES — McLaren’s Artura gets an all-new 120-degree V-6 that packages two turbos in the wide valley of the V. The engine boasts an 8500-rpm redline and weighs 110 pounds less than the brand’s V-8.

Lincoln After killing off the Continental and MKZ last year, Lincoln finds itself selling a quartet of gas-powered and plug-inhybrid SUVs before transitioning to an electric lineup by the end of the decade. The shift begins in earnest with the debut of an EV SUV to be named later. It’ll ride on a new platform and purportedly establish the brand’s new design language. changes to the existing Corsair, Aviator, and Nautilus involve paint choices and option packages. The Navigator receives new head- and taillights and a reshaped grille, while its interior gets a 13.2-inch touchscreen. ActiveGlide—the Lincoln version of Ford’s Bluecruise hands-free highway driver-assistance system—will debut on this big SUV. The twinturbo 3.5-liter V-6 drops 10 horsepower, leaving 440 ponies.

or a Toyota-sourced 416-hp supercharged 3.5-liter V-6, which carries over from the Evora GT. Styling is inspired by the brand’s exotic Evija hypercar, but the Emira will have a much more affordable opening price, which we expect to land in the mid-$70,000s. Speaking of the Evija, Lotus says the wait for that deliciously deviant electric rocket is nearly over, with the first deliveries happening this winter.

Lotus Lotus is entering its modern era with the all-new Emira mid-engine sports car, which replaces the Evora GT. The Emira comes with a choice of two engines: a 360-hp (or more) turbocharged 2.0-liter inline-four from the Mercedes-AMG parts bin

NEW CARS FOR 2022

Lucid

The California-based EV brand hopes to launch the $169,000 Air Dream Edition, which Lucid claims will have 1080 horses and a 503-mile range, before the end of ’22. Two other Airs, the 480-hp Pure and 620-hp Touring, start at $77,400 and $95,000, respectively, and boast 406-mile range targets. Finally, the 800-hp Air Grand Touring promises 517 miles on a charge and costs $139,000.

Maserati Maserati is in the process of shedding its engineering dependence on Ferrari. Making that point in a dramatic manner is the all-new MC20, the first mid-engine Maserati developed and produced in-house since the 1970s. The range topper features the brand’s new Nettuno twin-turbo 3.0-liter V-6, which uses prechamber ignition to help it achieve 621 horsepower—a captivating 207.6 horses per liter.

THEATRE OF THE ABSURD

— According to a release announcing Lincoln’s partnership with mental-fitness app Calm, the carmaker’s core tenets include “beauty, human, gliding, and sanctuary.”

Slotting in below the Levante SUV is the Grecale, a crossover aimed at the Porsche Macan. Also in the works is a GranTurismo developed from the Alfieri concept. That coupe is expected to debut in 2022, with an electric version to follow. The Ghibli, Levante, and Quattroporte all have minor trim changes.

Mazda Mazda is culling the herd to make way for new products. Alas, the CX-3 subcompact SUV and the 6 mid-size sedan are dead. We will pour out some 0W-20 for the 6. The new MX-30 is the brand’s first EV. This 144-hp front-drive ute has RX-8-inspired rear-hinged half doors and arrives this fall, exclusively to california. We expect it’ll go 100 miles on a full battery. A plug-inhybrid version will follow with a range-extending Wankel rotary engine-generator. Mazda is likely to introduce a hybrid crossover (possibly a new CX-7) with a Toyota powertrain too. The MX-5 Miata, 3, CX-30, and CX-9 go on without significant changes.

McLaren The Artura is a new-fromthe-ground-up mid-engine hybrid two-seater with a twinturbo V-6 and electric motor that boosts power to 671 horses [see above]. There’s enough battery to go about 15 miles as an EV. It effectively replaces the 570S, which drops off the lineup this year along with the 600LT and 620R. McLaren leaves the 720S, GT, and Elva alone and chops the roof off the 765LT coupe to make a Spider variant. All examples of the Speedtail and Senna are spoken for, as are all 15 Sabres, an 824-hp supercar developed by McLaren Special Operations.

ILLU ST RAT ION BY DANIE L ZALKUS ~ O cTOBER 2021 ~ cAR AND D RIVER

All-new with military know-how

Meet ValentineOne Meet Valentine Generation 2

about range superiority. I told my “It’s engineers, ‘We want the best radar-

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”

V1 Gen2 brings new detection tools New LNA technology: The only way to extend range is to detect ever weaker signals. Think of LNA as a signal magniﬁer. LNA has another beneﬁt—it acts as a one-way valve, trapping LO output before it escapes V1 Gen2’s magnesium case. That’s the key to stealth. V1 Gen2 is practically undetectable.

V1 Gen2 is totally reengineered N

Much longer range, yet fewer false alarms. N All-new and patented circuitry, powered. N LNA technology on all bands. N Laser detection on all V1 Gen2s. N Built-in Bluetooth® smartphone connection. N All-new high-contrast display. N V1’s legendary Radar Locator and Bogey Counter, back by popular demand.

We call it V1 Gen2. You’ll love it.

New, and patented, : Detecting more radars adds jumps the processing exponentially to data ﬂow. rate more than a hundred times, enabling V1 Gen2 to quickly sort speed-trap radar signals from today’s glut of lane-change and crash-prevention radars. Range superiority LNA’s faint-signal acquisition feeding the high-rate analysis of adds up to a breakthrough in radar early warning. The range increase on Ka band is especially dramatic. Our new K-Veriﬁer weeds out unwanted K alerts. Future upgrades via smartphone V1 Gen2 has a built-in Bluetooth connection for iPhone® and AndroidTM devices. Our app is free, and future upgrades are easy via smartphone.

www.valentine1.com 1-800-331-3030 Valentine One Generation 2 is a trademark of Valentine Research, Inc. | SAVVY is a registered trademark of Valentine Research, Inc. iPhone is a registered trademark of Apple, Inc. | Android is a trademark of Google, Inc. | Bluetooth is a registered trademark of Bluetooth SIG, Inc.

MR. ROBOTO BUILT ON A NEW ELECTRIC-VEHICLE PLATFORM, THE MERCEDES-BENZ EQS BOASTS A BIG BATTERY AND A WIND-CHEATING SHAPE THAT SHOWS HOW THE BRAND SEES THE FUTURE.

ntil now, every electric Mercedes has borrowed architecture from an internal-combustion model. For 2022, the EQS shows us what a Benz EV can do on its own platform. And much like the S-class, this big four-door flaunts the automaker’s latest innovations—Level 3 autonomy once legislators figure out the rules, headlights that project warnings onto pavement—that will someday trickle down into the lineup. Aesthetically, the EQS strays from Benz’s combustion-engine cars with a cab-forward profile, angular headlamps, and a light bar across the leading edge of the hood. A low roofline that arcs from cowl to tail and frameless side windows with flush handles help the EQS achieve a claimed record-breaking production-car drag coefficient of 0.20 in rear-drive form. Though slightly shorter and narrower than the S-class, the EQS rides on a near-identical wheelbase, giving it relatively short overhangs and a roomy interior. The predominately aluminum platform supports two drivetrains: a single-motor rear-drive layout in the EQS450+ and a dual-motor all-wheel-drive setup in the

NEW CARS FOR 2022

the numbers Vehicle Type: rear- or front- and rear-motor, rear- or all-wheel-drive, 5-passenger, 4-door hatchback Base (C/D est) �� $110,000–$185,000 Motor(s): 1 or 2 permanent-magnet synchronous Ac Combined Power �� 329 or 516 hp Combined Torque �� 419 or 631 lb-ft Battery Pack: liquid-cooled lithium-ion, 107�8 kWh Transmission(s): direct-drive Dimensions • Wheelbase �� 126�4 in • L/W/H �� 207�3/75�8/59�6 in • Curb Weight �� 5600–5900 lb Performance (C/D est) • 60 mph �� 4�0–5�9 sec • 100 mph �� 9�3–11�2 sec • 1/4-Mile �� 12�5–14�5 sec • Top Speed �� 130 mph EPA Fuel Economy (C/D est) • Comb �� 88–100 MPGe • Range �� 315–360 mi OctOber 2021 ~ cAr AND Dr IVer

EQS580 4Matic. The former makes 329 horsepower and 419 pound-feet of torque, whereas the latter puts out 516 ponies and 631 poundfeet. We expect the 450+ to accelerate to 60 mph in about six seconds and go roughly 360 miles on a charge; cut that to four seconds and 315 miles for the 580. At launch, all models will use a 107.8-kWh battery capable of 200kW DC fast-charging. We drove the 580 and marveled at its body control. Thank the placement of the motors and lithium-ion battery, which gives this car a low center of gravity and nearly 50/50 weight distribution. The EQS launches from a standstill with tremendous energy and tracks straight well beyond highway speeds. A progressive brake pedal instills confidence, and the driver can select the amount of regenerative braking via steering-wheel-mounted paddles or set the car to DAuto for max deceleration and one-pedal driving. We’re used to quiet EVs, but the EQS takes silence seriously. The car will play various synthetic sounds on demand, but why disrupt the inherent calm? On the 580’s standard 21-inch wheels (the 450+ wears 20s), the EQS felt a bit floaty on undulating roads, but the suspension does a fantastic job of isolating the cabin from broken pavement thwaps. The steering is light yet tactile enough to keep the driver engaged. Benz offers two all-wheel-steerThe 580 changes direction ing systems. The eagerly, feeling much more more advanced agile than its curb weight one can countersteer the rear suggests. You can generate a up to 10 degrees good deal of cornering speed to radically before the tires relinquish reduce the turning circle. their grip and the fast-acting stability control steps in. When you need more traction, the rear motor kicks in to bail you out. As expected, Benz put a lot of effort into the interior. The standard setup has a 12.3-inch digital gauge cluster and a 12.8-inch infotainment screen. There is an optional three-display system under a dashboard-spanning piece of curved glass. While suitably impressive and quick to respond, this so-called Hyperscreen can be difficult to read in direct sunlight. The front seats are broad and comfortable, if a little short on lateral support. In the back, a cushy bench provides ample room for people with broad shoulders and long legs. And while the EQS is frunkless, it has 22 cubes of cargo space beneath the hatch. The S-class’s trunk has 14. We await pricing details but assume it’ll take S-class money to make an EQS your daily driver. Think $110,000 for the 450+ and close to $185,000 for the 580. —Greg Kable

Mercedes-Benz The EQS four-door debuts as the brand’s EV flagship and the first product sold in the U.S. under Mercedes’s EQ electric subbrand [see “Mr. Roboto”]. The EQB compact crossover, derived from the carryover GLB, arrives late next year as a ’23 model. Details are scant, but dual-motor versions sold elsewhere offer up to 288 horses. Mercedes has shared very little about the eighth-gen SL. We know it will revive 300SL badging, a mostly useless back seat, and a cloth top, plus debut new-to-SL all-wheel drive. Look for Benz’s roadster to go on sale in 2022 and demand six figures. A redesigned, slightly larger C-class sedan will launch in the spring with a hybridized 255-hp turbo four and a fresh interior. The C-class coupe and convertible carry over with minor changes. The GLC SUV should follow the C’s redo in a year or two, but for now, it receives only small revisions. AMG’s 503-hp V-8 can now be had in the squaredoff AMG GLC63 S; previously it came only in the Coupe. Of course, this assumes Benz keeps its V-8s on offer in the U.S., which we hear isn’t a sure thing.

Mercedes gives the CLS midsize four-door a modest refresh inside and out but drops the 429hp AMG CLS53, leaving just the 362-hp CLS450. The four-door AMG GTs see design tweaks, a retuned suspension, and an optional rear bench that takes seat count from four to five. Mercedes has confirmed that a hybrid variant, possibly badged GT73 and bringing as much as 800 horses, will eventually join the lineup. AMG GT coupe and convertible info is yet to break, but given the release of the wild 720-hp Black Series coupe for ’21, we think big changes are unlikely. Changes to the rest of Mercedes’s lineup are minimal, but the Maybach family gains the S680 with a twin-turbo V-12 churning out 612 ponies.

Mini The refreshed Cooper Hardtop, Convertible, electric SE, and John Cooper Works models now feature a grille that looks a bit like a droopy mustache. The limited run of the 301-hp John Cooper Works GP has ended. The Countryman and the Clubman have only minor changes.

HOODWINKED

— Unlike the Ford Mustang Mach-E, the Jaguar I-Pace, and all of Tesla’s models, the new EVs from Germany—the BMW i4, the Mercedes EQS, and the Volkswagen ID.4—don’t have frunks, making it impossible to do whatever these shrimpcocktail-loving folks are doing to a Mach-E.

Mitsubishi the Eclipse Cross and Outlander SUVs are redone—the former with a blunter nose and posher interior, the latter with a face that says “startled robot” and a platform and engine from the Nissan rogue� the Outlander plug-in hybrid, Mirage twins, and Outlander Sport crossover are unchanged�

Nikola

IN FLUX

We were expecting the all-electric and hydrogen fuel-cell Badger pickup, produced in partnership with General Motors, to launch in 2022. But then a short seller came out with a report accusing Nikola’s CEO of fraud. Long story short, GM pulled out of the deal, which led to the death of the work truck and may put the fortunes of the U.S.-bound Two and Europe-bound Tre semi trucks in jeopardy.

Nissan Nissan’s big news concerns the Frontier, which is fully redesigned for the first time since The Office debuted on Nbc [see “Still the Same”]� the Pathfinder is also overhauled, with more upright styling and a nine-speed automatic in place of the unloved cVt� that big-SUV look is backed up by eightpassenger seating and a 6000pound tow rating� On the other side of the showroom, the GT-R gets its usual minor finessing, including a Nismo special edition with an exposed-carbon-fiber hood� Nissan’s more accessible sports car, the 370Z, lingered into 2021 but technically went out as a 2020 model, making way for the Z car [see “Love Letter,” page 70]� the Ariya eV crossover goes on

NEW CARS FOR 2022

STILL THE SAME

A NEW FRONTIER CHANGES THINGS BUT DOESN’T FORGET ITS CORE VALUES.

id-size pickups have the luxury of not needing to be too, well, luxurious. A prime example is the previous-generation Nissan Frontier, a basic vehicle that has traded on the fundamentals of truck use since 2005. Through the years, it has received modest updates, but the truck needed a redo. A major redesign has arrived, but from the part-time four-wheel-drive system to the hydraulic power steering, the Frontier follows an old-school formula. Squint and you might mistake it for its main competitor, the Toyota Tacoma— we did at first glance. The outgoing truck’s ladder-type frame carries over with several revisions to increase strength and refinement. Coil springs remain up front and leafs out back. Along with revised chassis tuning and the addition of a rear anti-roll bar to go with a stiffer front unit, the result is a more composed ride. Power comes from the 3.8-liter V-6 introduced in the 2020 Frontier. It makes 281 pound-feet of torque and a class-leading 310 horses and pairs with a ninespeed automatic. Acceleration feels adequate, and the engine revs smoothly, albeit without the low-end kick of a turbo engine. Fuel economy is basically unchanged. Payload and towing capacities max out at 1610 and 6720 pounds, respectively— not tops in the segment but sufficient for tugging and hauling moderate loads. The Frontier’s interior is both its greatest enhancement and most necessary update. The steering column still doesn’t the numbers telescope, and the back seat is snug, but Vehicle Type: front-engine, rear- or rear/4the front seats are a comfort revelation, wheel-drive, 5-passenger, 4-door pickup Base �� $29,015–$33,515 storage cubbies are plentiful, and the Engine: DOHc 24-valve V-6, aluminum block soft-touch finishes effectively draw your and heads, direct fuel injection attention away from the chintzier plastics. Displacement �� 232 in3, 3799 cm3 Nods to 2022 include an intuitive touchPower �� 310 hp @ 6400 rpm Torque �� 281 lb-ft @ 4400 rpm screen, spanning either 8.0 or 9.0 inches, Transmission: 9-speed automatic plus available amenities such as wireless Dimensions • Wheelbase �� 126�0–139�8 in phone charging, Wi-Fi connectivity, and • L/W/H �� 210�2–224�1/73�0–74�7/71�4–72�9 in a 10-speaker Fender audio system. • Curb Weight �� 4350–4800 lb The Frontier starts at $29,015. Keep Performance (C/D est) • 60 mph �� 7�0–7�4 sec the price in check and you’ll have an • 1/4-Mile �� 15�2–15�7 sec affordable, charming, and honest pickup • Top Speed �� 115 mph that, like those of the past, won’t compliEPA Fuel Economy • Comb/City/Hwy �� 19–20/17–18/22–24 mpg cate your life. —Mike Sutton

OctOber 2021 ~ cAr AND Dr IVer

sale soon, offering two battery options as well as either front- or all-wheel drive [see below]. Elsewhere in the lineup, blacked-out Midnight Editions arrive for the Murano, Sentra, and Altima. The Leaf gets upgraded standard equipment and a sizable price cut, while the Maxima embraces its near-luxury role with heated rear seats on the Platinum trim. The Kicks? It has new badges.

MEANWHILE IN FRANCE

void with the company’s first SUV, the 3, an EV. The 3 will be assembled alongside Volvo’s S60 and next-gen XC90 in South Carolina. A 231-hp front-drive version of the 2 will go on sale by year’s end. It boasts a targeted range of 260-plus miles and starts at $47,200. The all-wheel-drive, dual-motor model sees a bump in EPA range (from 233 to 249 miles) and a $10,000 decrease in price.

— Peugeot is teaming up with luggage-maker Samsonite to produce a carry-on suitcase. It features Peugeot’s new logo to appeal to “fans and representatives of the Lion brand.” Before the wanderlust takes over, we’ll leave you with this Camus quote: “What gives value to travel is fear.”

Porsche

Pagani The finale of Huayra’s decade-long run is the track-only Huayra R, with a oneoff 6.0-liter V-12. The $3.1 million price is less than that of Pagani’s street-legal 791-hp Huayra BC Roadster. BC owners can up power to 816 by retrofitting a new Pacchetto Tempesta aero kit.

Polestar Wearing matte gold to its goodbye party, the 619-hp 1 plug-in-hybrid coupe receives a Special Edition send-off for 2022. Polestar will fill that showroom

Porsche’s top-selling Macan gets a refresh, with the base turbo four gaining 13 horsepower for a total of 261. Above that, the lineup is reshuffled. The Turbo model is gone, making the GTS the top trim. The Macan S gets the old GTS’s 375hp twin-turbo 2.9-liter V-6, while the GTS gets the 2021 Turbo’s 434-hp iteration of that engine. Follow us so far? Lest the Macan steal the SUV spotlight, Porsche is also releasing a track-slaying Cayenne Turbo GT. Available only in the slinky Coupe body style, the Turbo GT boasts a 631-hp twin-turbocharged 4.0-liter V-8

THEATRE OF THE ABSURD

— Nissan PR waxed poetic about the Ariya: “A unique exterior Copper and Black two-tone color package, called Akatsuki, expresses the moment just before dawn, as the sun marks the beginning of a new day.”

and hits 60 mph in a claimed 3.1 seconds. The Turbo GT set a new Nordschleife lap record for SUVs, with a time of 7:38.9. The fresh 911 GT3, which also notched a blistering ’Ring time (just under seven minutes), is available in both fixed-wing and demure Touring configurations. The GT3 retains a ripsaw 9000rpm 4.0-liter flat-six that makes 502 horsepower, driving the rear wheels through either a six-speed manual or seven-speed dualclutch automatic transmission. The unequal-length control-arm front suspension (the first in a 911 road car) and a 1.9-inch-wider front track further sharpen handling, which was never exactly a GT3 weak point. On the slightly saner side, the GTS trim joins the 911 lineup for the first time since the debut of the latest (992) generation. Its 473 horsepower exceeds the Carrera S’s output by 30 ponies, and it borrows the 911 Turbo’s brakes. Coupes are available with a Lightweight package that sheds 55 pounds, according to Porsche. All 911, Cayenne, and Panamera cars get upgraded to the PCM 6.0 infotainment system that debuted on the Taycan. Porsche is developing an app called Soundtrack My Life that plays music to match your driving style. Cue the speed metal.

Ram The new year brings a 10th Anniversary Edition for the 1500 that comes with an exclusive shade of blue paint, 22-inch wheels, and a dressed-up interior that includes a jeweled shifter. The rest of the Ram line sees some trim changes, a few new color options, and a cabin filter that catches 95 percent of particulates from the air.

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Rivian

Pandemic-related delays are keeping California-based Rivian from putting its R1T pickup and R1S SUV, both allegedly able to hit 60 in 3.0 seconds and go more than 300 miles on a charge, into customers’ hands. The roughly $70,000 models are now promised for September.

Rolls-Royce In North America, RollsRoyce will no longer offer the Dawn or the Wraith, which were loosely based on the BMW 7-series. Models built on the Architecture of Luxury platform—the Phantom, Ghost, and Cullinan—carry on with no changes.

LOVE LETTE

WATCH OUT, SUPRA, THE Z IS BACK.

NEW CARS FOR 2022

When we first tested the 2003 Nissan 350Z, we heralded its unrivaled combination of price and performance. Bringing 287 horsepower for less than $27,000, the reborn Z was an instant hit, reestablishing Nissan as a maker of serious sports cars. Now, almost 20 years later, we’re feeling that same excitement for the next Z car, the 2023 Z. Factoring for inflation, its base price—about $40,000—is the same as the 2003 350Z’s. So is the basic layout, with two seats, rear-wheel drive, and a six-speed manual transmission. But now you get 400 horsepower from a twin-turbo 3.0-liter V-6. That’s the kind of inflation we can get behind. Built on a much-modified version of the current FM platform and riding on the same 100.4-inch wheelbase as the outgoing 370Z, the new Z—yeah, it’s just Z now— uses the VR30DDTT V-6 from the Infiniti Red Sport 400 models. The sweet 3.0-liter features direct injection and variable valve timing, with turbos running up to 14.7 psi of boost. It makes all those ponies at 6400 rpm and 350 pound-feet of torque from 1600 to 5200 rpm. Manual models get a carbon-fiber driveshaft and an Exedy performance clutch. Zs with the nine-speed automatic have aluminum paddle shifters. Upgrade to the Performance model and the stick gets automated rev matching on downshifts while the slushbox gets launch control. When we tested the Z’s four-seat Infiniti cousin, the Q60 Red Sport 400, it ran to 60 mph in 4.4 seconds, and that car

PHOTOGRAPH BY JOHN ROE ~ OcTOBER 2021 ~ cAR AND D RIVE R

had a seven-speed automatic and all-wheel drive. Even wearing the yellow paint, black roof, and bronze-colored in its base Sport trim, the Z—a full foot shorter than the (but not forged) wheels of the Z Proto concept car. The Q60 and presumably hundreds of pounds lighter—should Wiz Khalifa–approved color scheme continues inside, hound the Toyota Supra 3.0 (which hits 60 in 3.8 seconds). with black seats and yellow stitching and accents. ManualKeeping the decisions simple, Nissan doesn’t really transmission cars also get a special shift knob. Nissan will offer standalone options among the three trims. The Sport build only 240 Proto Specs. is your entry-level model, but it’s not a stripped-out husk In another reference to the 240Z, the interior’s center built strictly to tout that $40K price point. It gets the same stack features a three-gauge pod angled toward the driver. powertrain as the other Zs, along with a customizable One dial is for boost, another is a voltmeter, and the third 12.3-inch digital gauge cluster, cloth seats with faux-suede is a sort of tachometer for the turbochargers. Displayinserts, and a full cadre of safety nannies and driver-assist ing measured turbine speed, the turbo tach will let the tech that any self-respecting Z driver won’t need. driver know whether the snails are just loafing at a steady Performance models add some interior upgrades, such 220,000 rpm or approaching their 240,000-rpm maxias heated leather seats and a Bose stereo system with eight mum. Other callouts to Zs past include the Z32 300ZX– speakers (two more than the Sport’s audio setup), but most esque taillights and the basic long-hood, short-deck of the package contains actual performance gear: a sportproportions. And when the Z goes on sale this spring, the ier suspension tune, a limited-slip diff, and beefier brakes. Supra will be its primary rival, just as it was in the 1990s. Up front, four-piston calipers grip 14.0-inch rotors, while But the Z isn’t a shameless retro rehash or a refresh two-piston calipers squeeze the 13.8-inch rear discs. disguised as a new model. It’s a deft melding of the conThe Performance trades the Sport’s 18-inchers for temporary 370Z’s affordability with a dash of the GT-R’s forged 19-inch Rays wheels wearing staggered ferocious turbocharged performance. At this Bridgestone Potenza S007 tires (255s in front point, before we’ve had a chance to put our The top edge of and 275s in back). Besides the wheels and red butts in the seats, the only thing we’re not the Z’s taillights brake calipers, the Performance is visually discrazy about is the overly minimalist name. We sits lower than the tinguished by front and rear spoilers. know that Nissan is trying to look forward, not top of the headlights. Senior VP back, but “300ZX Turbo” has an awfully nice Above that, we have the Proto Spec. It’s for global design ring to it. —Ezra Dyer essentially a launch edition, a Z Performance Alfonso Albaisa points out that the last Z to have this trait was the original 240Z.

BIG SHOT — The first new Tundra since 2007 is on its way. Since Toyota won’t tell us, we’re speculating that it’ll have a 409-hp twin-turbo V-6.

Subaru As is the case with its close relative, the toyota GR 86 [see “One More time”], the BRZ gets a refresh that alters its appearance and adds some much-needed firepower underhood. It starts below $30,000 and has a naturally aspirated 2.4-liter flat-four (up from 2.0) and a standard six-speed manual. Still the only non-all-wheel-drive Subie, the brZ remains committed to a purist sports-car ethos. the new-gen WRX has a wide-body design, updated infotainment, and a 271-hp turbo flatfour. the high-performance STI model will follow. the Outback wagon now has a Wilderness edition, with a lifted suspension, 17-inch matte-black wheels, all-terrain tires, and other visual tweaks. Subaru will offer a similar trim for the Forester, which also gets a refresh. Lastly, the Ascent’s new and aptly named Onyx package will dress your three-row SUV in all black.

Tesla this company does everything differently, including largely ignoring model years. We expect tesla will have a pretty quiet 2022, at least from a

new-product perspective. the aging Model S four-door and slightly younger X SUV are fresh off facelifts for 2021, which brought the addition of the bonkers 1020-hp Plaid variants and a controversial yoke-style steering rectangle—yet another example of the company’s ceO insisting a square peg fits in a round hole. the brand’s Full Self-Driving software, which is neither self-driving nor widely enabled, now operates without radar in the Model 3 and Y, using only camera inputs. tesla offers the tech as a $199 monthly subscription as an alternative to the $10,000 option. the Cybertruck pickup was supposed to hit at the end of 2021 but you should know by now not to trust tesla’s launch-timing promises. A new Roadster is in the works, but humans could walk on Mars before we see one on the road.

called iForce Max, which might be a version of the twin-turbo 3.4liter V-6 that makes 409 horsepower and 479 pound-feet of torque in the new forbidden-fruit Land Cruiser. elsewhere in the truck lineup, the Tacoma gains trD Pro 3.0 and trail edition models. the former’s suspension lift—1.5 inches up front and a half-inch at the rear—gives it improved approach, departure, and break-over angles compared with the outgoing model. the trail edition is like an Sr5 model that shoplifted from the trD store, with a similar suspension lift plus a locking rear differential, skid plates, and Goodyear all-terrain tires. toyota is also confirming its commitment to fun cars with the new GR 86 and Supra A91-CF Edition. the former, which wears the Gazoo racing (Gr) badges of its Supra sibling, is thoroughly redone [see “One More time”]. As for the latter, the cF in its moniker refers to its carbon-fiber aero kit. Only 600 examples will be built, all with the 382-hp six.

the Corolla lineup expands with the introduction of the Corolla Cross small crossover, which squeezes into the imperceptible space between the carryover C-HR and RAV4. It’s available in front- or all-wheel drive and is powered by a 169-hp 2.0-liter four running through a cVt. Which isn’t a total bummer, since that cVt uses a fixed launch gear to goose performance off the line. the 4Runner adds a trD Sport trim that optimizes toyota’s popular (and ancient) SUV for the street, inasmuch as that’s possible. the trD Sport borrows the Limited grade’s cross-linked damper system, which aids the ride by deftly controlling body motions. It also wears 20-inch wheels and is available in rear- or four-wheel drive—though driving a two-wheel-drive 4runner is like wearing a hiking boot on one foot and a flip-flop on the other. toyota’s friendly hybrid takes a dark turn with the Prius Nightshade Edition, which gets Continued on page 74

THEATRE OF THE ABSURD

— We love this gem from the 2022 VW Passat press release: “The Passat Limited Edition will be available in four unique color combinations, with the number of each paying homage to an aspect of the vehicle’s past. Racing Green Metallic models with Mauro Brown interior will be number 423, for the Chattanooga, TN area code.”

Toyota toyota will make over the Tundra, but we know only a little about it. A modernized cabin brings a big dash screen and a panoramic roof, while the trD Pro model’s bombastic front end features old-school toyota lettering and an LeD light bar. At least one powertrain will be

NEW CARS FOR 2022

OctOber 2021 ~ cAr AND Dr IVer

ONE MORE TIME

A NEW ENGINE, A NEW NAME, AND A HOST OF FIXES ELEVATE THE GR 86 TO GREATNESS.

A car like the GR 86 isn’t supposed to happen. Affordable sporty coupes like the rear-drive GR 86 are pretty much dead. And yet Toyota has just redone its almost-one-of-a-kind sports car— and it isn’t just good, it’s great. We’re calling this a refresh, a major one, but much of the structure is shared with the old 86. Toyota strengthened the car with front and rear reinforcements, and to help offset the weight of those structural components, the 2022 expands aluminum use beyond the hood to the fenders and roof. A very important change is under that hood. The old 2.0-liter flat-four that thrummed and groaned has been bored to 2.4 liters and now makes 228 horsepower—up from the old manual car’s 205 and the auto’s 200. You had to rev the 2.0-liter to 5400 to yield its meager 156 pound-feet of torque. The larger flat-four makes 184 pound-feet at a much more usable 3700 rpm, and the revised valvetrain loves to zing to the 7500-rpm redline.

The added 23 (or 28) horsepower may not sound like much, but it’s a meaningful bump in a 2800-pound car. We expect the manual-equipped GR 86 to hit 60 in 5.8 seconds, an improvement over the 86 GT’s 6.2-second sprint. More critical than numbers is that the engine is livelier and more linear as it builds power. It sounds better too. Toyota plays some engine noises through the speakers, a soundtrack good enough to make you believe it’s the real thing. A beefed-up six-speed automatic is optional, but you’ll want the six-speed manual. The shifter slices through the gates with smooth, positive movement. The GR 86 lacks active rev matching, so you’re on your own for throttle blips when downshifting. Both the automatic and manual retain the Torsen limited-slip differential, now with taller gearing. Base models roll on slide-happy 215/45R-17 Michelin Primacy HP rubber. Moving up to the Premium nets a duckbill spoiler on the decklid, aluminum pedals, heated leather seats with microfiber inserts, and sticky Michelin Pilot Sport 4 tires, size 215/40R-18. The coupe shines on public roads, with dampers well tuned for daily driving, but it also delights on the 4.1-

mile track at New York’s Monticello Motor Club. The brakes gave up sooner than expected, but it’s the on-throttle rotation and the ability to steer with the front and back tires that makes the GR 86 so rewarding to drive at the limit. The little Toyota’s base price will come in under $30,000 and include one performance driving class—proof that the budget coupe isn’t extinct. Yet. —David Beard

the numbers Vehicle Type: front-engine, rear-wheeldrive, 4-passenger, 2-door coupe Base (C/D est) �� $29,000 Engine: DOHC 16-valve flat-4, aluminum block and heads, port and direct fuel injection Displacement �� 146 in3, 2387 cm3 Power �� 228 hp @ 7000 rpm Torque �� 184 lb-ft @ 3700 rpm Transmissions: 6-speed manual, 6-speed automatic Dimensions • Wheelbase �� 101�4 in • L/W/H �� 167�9/69�9/51�6 in • Curb Weight �� 2850–2900 lb Performance (C/D est) • 60 mph �� 5�8–7�0 sec • 1/4-Mile �� 14�3–15�3 sec • Top Speed �� 140 mph EPA Fuel Economy (C/D est) • Comb �� 21–24 mpg • City �� 19–20 mpg • Hwy �� 26–30 mpg

black wheels, door handles, mirror caps, and headlight accents. Midnight Black paint completes this most goth package, though it’s available in white and silver. The Sienna Woodland Special Edition is intended for lightduty off-roading, with all-wheel drive and added ground clearance. For every one sold, Toyota will donate $250 to the National Environmental Education Foundation. This nature-loving model also gets an exclusive paint color that evokes the beauty of unspoiled open spaces. It’s called Cement. The Highlander Bronze Edition, available only in hybrid form, is annoying because we have to say “bronze-colored” whenever we talk about its wheels and trim or else you’ll write us letters saying, “So the wheels are made out of bronze?” The Bronze Edition also gets Cement paint. Sorry—cementcolored paint. In other non-news, nothing’s going on with the Camry.

Volkswagen The eighth-generation Golf debuts this year, but we’ll get only the 241-hp GTI and 315-hp Golf R forms because non–hot hatches don’t sell here. The Jetta gets a facelift and the 158-hp turbocharged 1.5-liter four from the new Taos compact crossover. VW applies those same cosmetic changes to the Jetta GLI, which retains its 228-horse 2.0-liter and now comes in only one trim level. The Taos slots in

under the refreshed Tiguan, but some models are close in price to the larger SUV. VW is ending production of the Passat midsize sedan after the 2022 model year and sending it off with a limited-edition model that will commemorate its Tennessee plant, which will shift to building the ID.4 electric ute. And a 295hp all-wheel-drive ID.4 joins the 201-hp rear-drive version [see “Your Smiling Face”].

Volvo

YOUR SMILING FACE

ADDING A MOTOR TO VW’S ID.4 CHANGES THINGS, INCLUDING OUR MOOD.

Just as bacon sizzling in a skillet sets the salivary glands into overdrive, the instant smack of an electric powertrain’s acceleration paints a stupid grin on our face. While the 201hp, 4698-pound, single-motor version of the Volkswagen ID.4 didn’t leave us grin-

As gas-powered models die off, we’ll be seeing more Volvos like the new 402-hp C40 Recharge EV. A raked-back version of the electric XC40, the C40 opens just under $60,000 and has a targeted range of 210 miles. Volvo killed the wagon body styles of the V60 and V90 in favor of the lifted Cross Country editions, though the plug-in V60 T8 Recharge remains a regular wagon presumably because the world needs 415-hp unicorns. To boost efficiency of its gas-burning lineup, the Swedish brand pairs its 2.0-liter fours with a hybrid system. Dubbed B5 and B6, the new powertrains replace the T5 and T6 engines in the S60, S90, XC60, and V90 CC. B5 versions of the S60 and XC60 make 247 horses. The B6 forgoes the T6’s turbo- and supercharger setup for a single turbo in the XC60, S90, and V90 CC—a change that drops power from 316 ponies to 295. The XC90 three-row SUV carries over; a new one might debut next year as a 2023 model.

CUSTOMER SERVICE Call 800-289-9464, email cdbCustServ@CDSFulfillment.com, visit Service.CarandDriver.com, or write to Customer Service Dept., Car and Driver, P.O. Box 37870, Boone, IA 50037 for inquiries/requests, changes of mailing or email addresses, subscription orders, payments, etc. CAR AND DRIVER® (ISSN 0008-6002), VOL. 67, NO. 3, October 2021, is published monthly, 10 times per year, with combined issues in February/March and July/August, by Hearst, 300 West 57th Street, New York, NY 10019, U.S.A. Steven R. Swartz, President & Chief Executive Officer; William R. Hearst III, Chairman; Frank A. Bennack, Jr., Executive Vice Chairman; Debi Chirichella, President, Hearst Magazines Group. Hearst Autos, Inc.: Matt Sanchez, Chief Executive Officer; Nick Matarazzo, President & Chief Revenue Officer; Debi Chirichella, Treasurer; Catherine A. Bostron, Secretary. © 2021 by Hearst Autos, Inc. All rights reserved. Trademarks: Car and Driver is a registered trademark of Hearst Autos, Inc. Periodicals postage paid at New York, NY, and additional mailing offices. Canada Post International Publications mail product (Canadian distribution) sales agreement no. 40012499. Editorial and Advertising Offices: 1585 Eisenhower Place, Ann Arbor, MI 48108. SUBSCRIPTION PRICES United States and possessions: $13.00 for one year; Canada, add $10.00; all other countries, add $24.00. SUBSCRIPTION SERVICES Car and Driver will, upon receipt of a complete subscription order, undertake fulfillment of that order so as to provide the first copy for delivery by the U.S. Postal Service or alternate carrier within 4–6 weeks. MAILING LISTS From time to time, we make our subscriber list available to companies who sell goods and services by mail that we believe would interest our readers. If you would rather not receive such offers by postal mail, please send your current mailing label or an exact copy to Mail Preference Service, P.O. Box 37870, Boone, IA 50037. You can also visit preferences.hearstmags.com to manage your preferences and opt out of receiving marketing offers by email. Car and Driver assumes no responsibility for unsolicited material. None will be returned unless accompanied by a self-addressed stamped envelope. Permissions: Material in this publication may not be reproduced in any form without permission. Back Issues: Back issues are available for purchase in digital format only from your app store of choice. POSTMASTER Send all UAA to CFS. (See DMM 507.1.5.2); NON-POSTAL AND MILITARY FACILITIES Send address corrections to Car and Driver, P.O. Box 37870, Boone, IA 50037. Printed in the U.S.A.

ning like fools, the new all-wheeldrive model has the power to alter our mood. It does this by adding a 107-hp front motor to the mix. The new setup produces a combined 295 horsepower and 339 pound-feet of torque and propels the 4884-pound ID.4 to 60 mph in 5.4 seconds, a whopping 2.2 seconds quicker than the rear-driver. The VW crosses the quarter-mile line in 14.1 seconds at 99 mph, besting the single-motor ute by 1.9 seconds and 13 mph. EPA numbers aren’t in, but Volkswagen estimates the allwheel-drive ID.4 will extract up to 249 miles from its 77.0-kWh battery pack. Given that the reardrive ID.4 can, per the EPA, go up to 260 miles on a full charge, we

interpret VW’s prediction to mean the two-motor ute’s added power and weight won’t exact a major range penalty. Starting at $44,870 ($3680 more than the rear-drive model) and eligible for the federal tax credit, this ID.4 keeps the slower model’s quiet demeanor, sublime ride quality, luxury-grade isolation, and spacious cabin. All-wheel-drive models are also blessed with a Sport mode for the stability control that loosens the system’s oversight. Rear-drive ID.4s lack that setting, and when the road coils, stability control quashes the fun. So there you have it. When it comes to electric VWs, it seems two motors are better than one. Smiles, everyone, smiles. —David Beard

CAR A N D DR IV ER ~ O CtO b E R 202 1 ~ P HOtOG RA P H bY MI CH A EL S IM AR I

the numbers Vehicle Type: front- and mid-motor, allwheel-drive, 5-passenger, 4-door wagon Base/As Tested $44,870/$49,370 Motors: 2 permanent-magnet synchronous AC, 107 and 201 hp, 119 and 228 lb-ft Combined Power �� 295 hp Combined Torque �� 339 lb-ft Battery Pack: liquid-cooled lithium-ion, 77�0 kWh Transmissions: direct-drive Dimensions • Wheelbase �� 108�7 in • L/W/H �� 180�5/72�9/65�1 in • Curb Weight �� 4884 lb

test RESULTS 60 mph �� 5�4 sec 1/4-Mile �� 14�1 sec @ 99 mph 100 mph �� 14�5 sec Results above omit 1-ft rollout of 0.3 sec� Top Speed (gov ltd) �� 112 mph EPA Fuel Economy (C/D est) • Comb/City/Hwy �� 96/103/88 MPGe • Range �� 240 mi

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WE DIDN’T START THE FIRE For those who are nostalgic for the new cars of the past, we looked back over 50 years to see what was new, what caught our eye, and what we were thinking—or more accurately not thinking—at the time. By Elana Scherr

New Cars of 1972

New Cars of 1982

New Cars of 1992

New Cars of 2002

New Cars of 2012

NOTABLE:

DODGE MONACO,

CHEVY S-10,

CADILLAC

BUICK RENDEZ-

BMW M5, MAZDA

FORD THUNDER-

DATSUN STANZA,

SEVILLE, GMC

VOUS, LEXUS

CX-5, NISSAN

BIRD, MERCURY

DODGE RAMPAGE,

TYPHOON, OLDS

SC430, SATURN

VERSA, SCION

MONTEGO

PONTIAC 6000

ACHIEVA,

VUE, SUBARU WRX

FR-S, SUBARU BRZ

• While the ungainly fourth-gen BMW 7-series brings designer Chris Bangle infamy, its iDrive controller seems quaint next to the obtuse technology we battle today. • A/C becomes standard on Chevy’s S-10, a sign of trucks moving upmarket. • Jeep kills the muchloved XJ Cherokee, which dates back to 1984, to make way for the unloved Liberty. • We resist making a de Sade joke in the Grand Marquis entry, which may be the only time we did that.

• After decades of hearing us grumble, Chevrolet fits betterbolstered seats in the Corvette. The brand won’t address the general seat floppiness and cheapness until the 2014 C7. • Two hot hatches, the Fiat 500 Abarth and the Ferrari FF, arrive from Italy. One has a V-12 and the other doesn’t. • We point out that the battery-powered Smart ED can’t go fast enough to reach the 70 mph required for our braking test. That’s the nicest thing we say about it.

• Chrysler’s 426 Hemi, Ford’s Cobra Jet 429, and Chevrolet’s highest-output 454 all die. • Those losses may be why the ’71 C/D staff fears and loathes the Clean Air Act of 1970. • SAE standard J245 calls for net horsepower ratings to be measured with all systems (exhaust, intake, ancillaries) installed as they would be on the car. Along with compression ratios, output plummets. Chevy’s 365-hp V-8 drops to a less impressive 270 horsepower.

• Would the new-for’82 Pontiac Trans Am have a hood chicken? No, and we survive. • Next to the Ferrari Mondial 8’s 9.3-second stroll to 60, the 161-hp Mustang GT’s 7.5second run and limited-slip diff seem very exciting. • The Chrysler LeBaron has its top chopped off by Cars & Concepts, heralding the return of the great American convertible. • We say a tearful goodbye to the Datsun 510 and an enthusiastic hello to a new Honda Accord, a love affair that still burns.

PORSCHE 968

• The Dodge Viper makes us go nuts, but we still manage to complain about its UPS-truck sound and kit-car build quality. • Ford stops selling whitewalls for the Taurus, Mustang, and T-Bird, a move that sends shock waves through the sales staff at Men’s Wearhouse. • The Jeep (Grand) Wagoneer ends a 29-year run. • The annual sadistic joke about the Mercury Grand Marquis’s still-unavailable de Sade package is alive and well.

ILLU ST RAT ION BY MORO N EE L ~ OcTOBER 2021 ~ cAR AND D RIVER

WHEN WE’RE INSPIRED TO MOVE, WE’RE INSPIRED TO MAKE.

Movement is a power ful force. It shifts perspectives, and sets imagination free. It inspires thoughts, insights, and bold visions. And those ver y ideas become the future. Which is why Kia is building a new generation of electrified vehicles. Because what we create today creates tomorrow.

Pre-production vehicle shown. Production model may vary.

kia.com

LIGHTNING IN A THROTTLE

THE FIRST-EVER LEXUS IS 500. WITH A 472-HORSEPOWER* V8. Fitting a naturally aspirated V8 engine inside the agile chassis of an IS 500 F SPORT Performance vehicle was not easy. In fact, it wasn’t practical, or even logical. It was for the love of performance. The unmistakable howl of eight ferocious cylinders powering the charge of 472 thundering horses. The visceral force produced by 395 lb-ft of rip-roaring torque.* No, this wasn’t easy—but nothing great ever is. lexus.com/IS500 | #LexusIS 500

2022 IS 500 model shown. *Ratings achieved using the required premium unleaded gasoline with an octane rating of 91 or higher. If premium fuel is not used, performance will decrease. ©2021 Lexus, a Division of Toyota Motor Sales, U.S.A., Inc.