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ALL BRAINS. ALL BRAWN. ALL DAY. The 2021 Maverick X3 with Smart-Shox technology is a master of maneuvers. It automatically adjusts to any terrain, supercharging an industry-leading 195 hp with remarkable traction, control, stability and comfort. Talk about breaking new ground. Where will you race off to first?

© 2021 Bombardier Recreational Products Inc. (BRP). All rights reserved. ®, TM and the BRP logo are trademarks of BRP or its affiliates. In the U.S.A., products are distributed by BRP US Inc. BRP reserves the right, at any time, to discontinue or change specifications, prices, designs, features, models or equipment without incurring obligation. CAN-AM OFF-ROAD VEHICLE: Some models depicted may include optional equipment. For side-by-side vehicles (SxS): Read the BRP side-by-side operator’s guide and watch the safety DVD before driving. Fasten lateral net and seat belt at all times. Operator must be at least 16 years old. Passenger must be at least 12 years old and able to hold handgrips and plant feet while seated against the backrest. SxSs are for off-road use only; never ride on paved surfaces or public roads. For your safety, the operator and passenger must wear a helmet, eye protection and other protective clothing. Always remember that riding, alcohol and drugs don’t mix. Never engage in stunt driving. Avoid excessive speed and be particularly careful on difficult terrain. Always ride responsibly and safely.

ON THE COVER Our 2022 Buyer’s Guide features every new car, truck, and SUV, plus all the info, data, and analysis you need.

OCTOBER 2021

2022 CAR, SUV & TRUCK BUYER’S GUIDE COVER STORY Go ahead and dive into 2022’s fresh crop of vehicular goodness.

Departments & Features 8 10 18 19 22

Editor’s Letter Why our Buyer’s Guide is your go-to source for all the goods on 2022’s new vehicles. Intake This month’s hot metal. Technologue Li-Fi is poised to deliver last-meters internet. Your Say Readers respond to our August issue. 2021 Tesla Model S Plaid We put Tesla’s sub-2.0-second 0–60 claim to the test. Christian Seabaugh

36 2022 New Car Buyer’s Guide All the data necessary to make your best new car buying decision. MotorTrend Staff 90 The Big Picture Self-monitoring cars take the headache out of vehicle maintenance.

MTGARAGE Arrival Toyota Mirai Updates Chevrolet Corvette Honda Odyssey • Hyundai Sonata • Kia Seltos Subaru Outback • Toyota Venza

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MotorTrend (ISSN 0027-2094) October 2021, Vol. 73, No. 10. Published monthly by Motor Trend Group, LLC, 831 South Douglas Street, El Segundo, CA 90245. Copyright© 2021 by Motor Trend Group, LLC; All rights reserved. Periodicals Postage Paid at Los Angeles, CA and at additional mailing offices. Subscriptions: U.S. and U.S. Possessions $18 for 12 issues. Canada $30 per year and international orders $42 per year (including surface mail postage). Payment in advance, U.S. funds only. Postmaster: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to: MotorTrend, P.O. Box 37200, Boone, IA 50037.

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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.

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NEWS I OPINION I GOSSIP I STUFF

Zach Gale

Editor’s Note

Surprise! Why you should trust our Buyer’s Guide more than anyone’s. ey, can you keep a secret? No? Great! Tell everyone you know: MotorTrend’s Buyer’s Guide is excellent. Once you’ve consumed the best automotive videos, features, news, first drives, and tests around, stick around for a top-class Buyer’s Guide experience. After you’ve perused the new car info in this issue, explore your buying options further at MotorTrend.com/cars—the only online Buyer’s Guide created by MotorTrend’s expert editors. Passion is everything. We care deeply about cars and where this industry is headed. Passion informs everything we do, from the unparalleled way we conduct our annual Car/Truck/SUV of the Year competitions, to the way we write, to the design of our online Buyer’s Guide. It’s why we can help better than anyone with your new car search, whether you know what a Dodge Charger R/T Scat Pack Widebody is or if it all just seems like a bunch of random words strung together. With our 70-plus years of entertaining and educating car enthusiasts and everyday consumers alike, we know better than to center our approach on boring data alone. Even the layout of our online Buyer’s Guide pages reflects that we understand and respect that everyone researches their purchases in different ways. We craft our pages to be as user-friendly as possible, with content designed for reading in nonlinear ways. Crucially, we know more is not always better; sometimes others offer you an endless feast of info when all you want is a good dinner salad. We aren’t resting on our bumpstops, either. We continue developing new features to make your new car research process easier and more fun (yes, we used the F word to describe the car buying process), but we haven’t forgotten the basics. We update our online Buyer’s Guide pages year-round so you can use them as a starting point to determine your next steps. After all, buying a car is a decision many will pay for over the course of three or more years. For example, a new Car Compare tool is in the works. Think of it more like the MotorTrend Car of the Year–winning Mercedes-Benz E-Class: It’s not an industry-changing new idea, but the point is to offer an especially good alternative to what’s out there already. Once it arrives, this tool will be packed with insight, color, and the facts you need—instead of a regurgitation of specs. Stay tuned. We’re also celebrating more than a full year of our Ultimate Car Rankings. Sure, a few others have car ranking systems, but how many can you really trust? Our proprietary algorithm incorporates a unique mix of objective and subjective

8 MOTORTREND.COM OCTOBER 2021

data points, evaluating vehicles using the same criteria you’d use, specific to the relevant vehicle segment. Does that subcompact SUV even offer AWD? Is the engine noisy? Will the tech that impressed you in the showroom truly function properly on the road? How much value will this car provide you, in terms of five-year ownership costs? After driving and testing hundreds of vehicles per year, our coverage spans the market. And since we last caught up with you in last year’s Buyer’s Guide magazine issue, we’ve thoughtfully expanded our rankings to 36 segments. We also have you covered if you’re more of a visual learner: Look for our new Buyer’s Guide videos; we’re adding more all the time. Keeping with the bite-sized yet informative approach, our videos are concise and to the point. We recognize you may have dogs to walk, little ones to supervise, and other interests and commitments in general, so our videos explore new vehicles in immediately helpful five- to 10-minute bursts. Oh, and did I mention MotorTrend’s Jonny Lieberman hosts many of them? Our hosted videos tell a story about each car, analyzing its design inside and out so you know what to look for when you visit a dealership. We prep you by discussing performance, price, and top competitors. And if you’re an enthusiast simply keeping tabs on what’s hot and what’s not, you’ll want to check our videos just to keep yourself at the forefront of what’s going on in the industry. In the spirit of constantly looking for ways to improve, we’ve reimagined this print magazine Buyer’s Guide. Flip through the listings—now organized alphabetically by brand—to find reviews of the hottest new models. If your favorite marque is introducing a significantly updated new model, we’ll tell you about it. We’ll also tell you if the 2022 version of your pride and joy will see no changes this year. And if you want more info on some brands, use your phone’s built-in QR code reader to hop to our content online; just point your camera at images like the one to the right. Before you put down this issue, though, check out some of the rankings. Will age catch up to the Honda Accord in the midsize sedan game? Can you name our favorite three-row luxury SUV? Read on to find out. Q

NEWS I OPINION I GOSSIP I STUFF

Trend 10.21

ASTON MARTIN VICTOR NOT JUST A FIRST DRIVE. THE ONLY DRIVE.

humb the start button. Whirrrr … whomp! The ground shakes as 7.3 liters of naturally aspirated Aston Martin V-12 explode to life before settling down to a busy idle, baritone menace rumbling from the bazookacaliber side pipes. Cinch the four-point seat belt and clench the steering yoke with your right hand. Depress the clutch and shove the chunky wood-topped shifter into first.

PHOTOGRAPHY MAX EAREY

The Victor lacks the planted feel of a Dodge Viper ACR, which benefited from a much more aggressive aerodynamic package. 10 MOTORTREND.COM OCTOBER 2021

Yep, the Aston Martin Victor is a modern supercar like no other. That’s not simply because there is but one Victor on the planet, or that there will only ever be one Victor on the planet. It’s not because its wealthy Belgian owner paid Aston Martin about $5 million to build it just for him. Rather, it’s that six-speed manual. Lamborghini’s Aventador SVJ and Ferrari’s 812 Superfast may be defiant middle fingers thrust at looming emissions regulations that will soon consign their

naturally aspirated V-12s to history. But neither rages as passionately against the dying of the V-12 light as the Victor. And it’s the only one with a clutch pedal. Underneath the bespoke carbon-fiber panels, which recall the DBS-based Aston Martin RHAM/1 racer from the late 1970s, is the refurbished carbon-fiber chassis of the prototype One-77, the limited-edition,

The Aston Martin Victor’s steering wheel comes from the Vulcan hypercar.

road-legal, front-engine super coupe Aston revealed at the 2009 Geneva auto show. The V-12 is also from the same prototype, but Cosworth rebuilt it and massaged it to produce 836 hp and 614 lb-ft of torque, up from the 750 hp and 500 lb-ft it made in the One-77. The rosejointed pushrod suspension and carbonceramic brakes are from the Vulcan hypercar Aston showed at Geneva in 2015.

Photos don’t convey the Victor’s extraordinary presence. Up close and personal, it seems impossibly long and low and wide, a brooding brute of a thing that stops just the right side of caricature. It looks vaguely retro, but the surfacing and detailing are state of the moment. Its taillights are from the forthcoming Valkyrie. The cockpit mixes traditional Aston Martin materials like leather and metal and wood—that shifter knob is solid walnut—with today’s race car forms, such as lashings of carbon fiber. Like the latest crop of GT3 race cars, the Victor has traction control and antilock brakes, both adjustable via knobs on the steering wheel, but it does not feature stability control. Aston Martin’s test track, on the infield of Britain’s famous Silverstone circuit, is little more

The Aston Martin Victor’s barely controlled violence is visceral, the driver always intimately engaged.

than a mile long. Testing the Victor here is a bit like trying to run Le Mans in your living room. We’re advised to leave ABS at the max setting of 11 but ease the traction control back to six. The solidly mounted suspension clonks and bangs over the bumps, and the giant brakes shriek like banshees every time you punch the middle pedal: There’s still plenty of race car underneath the glamour. The six-speed manual’s shift feel is meaty and deliberate: There’s a lot of metal to move around inside a gearbox built to handle all that power and torque, but it’s easy to find the right ratio. The clutch pedal is nicely weighted, and the brake and gas pedals are spaced perfectly for heel-and-toe downshifts. After a few laps to warm up everything, it’s time to let the Victor off the leash. The shock-and-awe wall of sound you soon encounter takes on an even keener, higher-pitched edge as the mighty V-12 nears 8,000 rpm. The power delivery is slightly more measured than that of Ferrari’s V-12, and muscling the old-school manual through the ratios slows the acceleration process down a little, but the rush of speed at the rev range’s top end is epic. What really surprises you, however, is how benign the Victor feels when you start to really push it hard. The big Aston happily accepts a touch of trail braking into corners to get it rotated, and the traction control allows you to use the car’s huge power to tease out the back end via the throttle. The Victor doesn’t feel quite as planted as, say, a Dodge Viper ACR. But it doesn’t feel threatening, either. Underneath all the wild sound and fury is a well-sorted, even playful chassis. Lamborghini’s Aventador and Ferrari’s 812 can be almost as fuss-free to drive as a Honda Accord when you want them to be, thanks to their automated transmissions. Not this Aston. Its six-speed manual makes the connection with the big engine’s barely controlled violence much more visceral. The driver is always intimately involved and engaged, an integral part of the theater of it all, even at cruising speeds. That’s why the Aston Martin Victor is more than just a car. It’s a celebration, a glorious tribute to the end of an automotive era. In this sense, it’s fitting that only one exists. Angus MacKenzie OCTOBER 2021 MOTORTREND.COM 11

TREND I 10.21

Intake

Lexus J201 Does the hardcore J201 concept signal something to come from Lexus? FIRST DRIVE

t’s a golden age for off-roaders, and even Lexus is happy to play in the dirt. Meet the one-off J201, an LX 570 massively customized by renowned adventurers and vehicle builders Expedition Overland. The idea was to create an OEM+ overlander— think subtle as opposed to SEMA. That OEM+ thinking is evident in the slim roof rack with lockable bins and in the custom front upper control arms and rear lower track arms for increased articulation. It’s there, too, in the Magnuson TVS1900 supercharger, which bumps ye olde 5.7-liter V-8 from 383 horsepower and 403 lb-ft of torque to a beefy 550 hp and 550 lb-ft. The integration is so seamless—it looks factory under the hood—you

12 MOTORTREND.COM OCTOBER 2021

wonder why this exact setup isn’t standard on all LX 570s. The factory rear bumper and aggressive spindle grille compromise the LX’s departure and approach angles, but the J201 solves this problem with totally redesigned fascias. The rig also rides 2.0 inches taller up front and 1.0 inch higher out back. Switch the 4WD system to 4-Lo, and each end rises another inch; setting the ride height to Hi adds another inch

up front and 1.4 inches to the rear. There’s even an Extra Hi setting that beats the stock LX’s ride height by 4.8 inches (front) and 4.1 inches (rear) in super-low-speed situations. OEM+, indeed. Instead of 21-inch dubs on slick rubber bands, the J201 sports 17-inch wheels wrapped in soft 33-inch tires. Underbody protection includes rock sliders and skidplates. Front and rear air lockers were added (the LX’s standard Torsen center

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TREND I 10.21

REAR VIEW

Intake

From the MT Archive ...

The J201 has a sense of toughness that makes it seem more trophy truck than luxury cruiser. locker is retained), and the onboard compressor that powers them can air up the tires. Both differentials are replaced by units with 4.30:1 gears. The J201 also adopts heavier-duty brakes. Lexus claims the J201 only weighs 300 pounds more than the base LX 570, which by our scales would put it at 6,309 pounds. We didn’t weigh it, but it feels heavier than that. There is decidedly more grunt—that supercharger is a beauty—but the J201 didn’t seem much quicker than stock. This feeling is magnified by the higher center of gravity, and the longtravel dampers and softer tires make the The Lexus J201 makes use of subtle revisions to the base SUV, such as custom suspension modifications for increased articulation.

14 MOTORTREND.COM OCTOBER 2021

J201 feel floatier. At the same time, there’s a sense of toughness that makes it seem more trophy truck than luxury cruiser. On a Lexus-selected off-road course, we wanted to see how far we could push the J201 before any aids were needed, including the low gears. We covered the whole thing in 4-Hi, helped by the increased torque, which allowed the J201 to just bully its way over obstacles. This means two things. First, Lexus should have found a more difficult course. Second, the J201 is an off-road monster. We tried various combinations of gearing and drive modes on subsequent runs to see if they made the course any easier. They did, further emphasizing the capabilities of this beast. No, you can’t buy a J201. This is, after all, a custom build that probably cost north of $250,000. However, the 200-series LX is nearing replacement, and smart money says the new one will offer an off-road-focused version. A body kit, extra clearance, smaller wheels, and fatter tires would impart a decent level of prowess while keeping the price in check. And should Lexus go a little further with, say, lockers, a snorkel, and rock sliders, it would have a vehicle that could hang with the best from the competition. Here’s hoping. Jonny Lieberman

If you held this issue 50 years ago, it was our New Car Buyer’s Guide just like the issue you’re holding today. Our cover car was the

wonderfully French 1972 Citroën SM. This car would go on to be our first ever foreign-made Car of the Year, winning in 1972. More recently, we featured it as our best Car of the Year from the ’70s in our 2019 70th Anniversary Edition issue.

OCTOBER 1991 PRICE: $2.95

OCTOBER 2011 PRICE: $4.99

Just like this October 2021 issue you’re reading right now, it was New Car Buyer’s Guide time in October 1991. Inside this packed edition, we looked at all the upcoming cars for the 1992 model year and road-tested a handful of ’90s legends, including the GMC Typhoon performance SUV, the SUV sibling of the Syclone pickup. It ended up accelerating to 60 mph in an impressive-for-thetime 6.5 seconds.

“Icons” were the name of the game 10 years ago: Our cover car was our prediction for the 50th anniversary 2015 Mustang. Our styling was off, but our guesses about its independent rear suspension, 3.7-liter V-6, 5.0-liter V-8, and 2.3-liter turbocharged I-4 powertrains were dead on. Elsewhere, we also tested the new Pentastar-equipped Jeep Wrangler and the second-gen new Volkswagen Beetle.

OCTOBER 1971 PRICE: $0.75

There’s a big life inside every Ascent. ®

The 3-row 2022 Subaru Ascent.

Families grow and so does the list of things you want to see together. That’s why we’ve built our biggest SUV, with room for up to 8. Standard Symmetrical All-Wheel Drive + up to 27 MPG.* Plus, Subaru is Kelley Blue Book’s Most Trusted Brand seven years running.†

Ascent. Well-equipped at $32,295.** Subaru is a registered trademark. *EPA-estimated highway fuel economy for 2022 Subaru Ascent and Ascent Premium models. 2022 Subaru Ascent Onyx Edition shown is rated at 26 MPG highway. Actual mileage may vary. †2015-2021 Kelley Blue Book Brand Image Awards are based on the Brand Watch™ study from Kelley Blue Book. Award calculated among non-luxury shoppers. For more information, visit www.kbb.com. Kelley Blue Book is a registered trademark of Kelley Blue Book Co., Inc. **MSRP excludes destination and delivery charges, tax, title, and registration fees. Retailer sets actual price. Certain equipment may be required in specific states, which can modify your MSRP. See your retailer for details. 2022 Subaru Ascent Onyx Edition shown has an MSRP of $37,995.

NEWS I OPINION I GOSSIP I STUFF

Frank Markus

Technologue France readies a Li-Fi line for last-meters internet connectivity ver heard of Li-Fi? I hadn’t, nor had several futurelooking car-nerd pals I mentioned it to. But the tech is coming soon to phones, tablets, and infrastructure, so savvy auto companies are integrating it into their next-generation products now. Li-Fi stands for Light Fidelity and is to Wi-Fi (Wireless Fidelity) as lidar is to radar. That is, Li-Fi uses light to do what Wi-Fi uses radio waves to do: provide “last meters” over-the-air delivery of internet service from a router to a user’s computer, handheld device, or other internet-connected gizmo. There are many benefits and a few drawbacks. Data transmission is speed-of-light speedy, so the time it takes for messages to go back and forth (latency) is vastly lower than with Wi-Fi (0.5 millisecond versus perhaps 20.0 ms). Huge amounts of data can be exchanged quickly (theoretically up to 14 times faster than Wi-Fi), making the technology ideal for virtual- and augmented-reality applications. Li-Fi can be used where radio waves can’t reach or where their presence is problematic—some hospital equipment and medical patients can’t tolerate radio interference, for example. Li-Fi employs the visible or infrared light spectrum, freeing valuable radio frequencies for other uses. And it’s inherently secure—the signal cannot be hacked or jammed, and it can be contained easily, because light doesn’t penetrate walls and bend around corners as radio waves do (which means Li-Fi will never fully replace Wi-Fi). This makes it an attractive alternative to Bluetooth Low Energy and contactless RFID for secure payments, and the military is keenly interested in deploying Li-Fi for secure battlefield communications. Li-Fi is similar to fiber-optic data transmission but differs in crucial ways. The latter uses laser light, which can be switched on and off 1 billion times per second (1 GHz), enabling ultrafast transmission rates for pure binary code (1s and 0s). This works great with light confined to a glass filament, but a laser’s “cone” of light is way too narrow to supply a room or vehicle with data over the air. Li-Fi communicates using more diffuse LED light, but this semiconductor light source can only switch on and off 30 million times per second (30 MHz), so one of several light modulation schemes must be used to transmit the data. French company Oledcomm, spun off from the ParisSaclay University research laboratory where Visible

18 MOTORTREND.COM OCTOBER 2021

The LED Li-Fisending unit is in the gold circle on the left; the receivers (which are similar to photovoltaic cells) are the black rectangles.

Light Communication was co-invented in 2005, employs near-red (usually 940 nm) light waves with OFDM modulation to achieve a 30-degree cone of light capable of transmitting 1 gigabyte of data per second at a distance of 1–3 meters (3–9 feet). Longer ranges are possible with narrower beams. Several LiFiMAX modems on a room’s ceiling ensures full coverage, with algorithms managing the handoff from one to another if the device is moving. Oledcomm president Benjamin Azoulay says integrating Li-Fi “luminaire” transceivers into a car’s dome lamps to connect passenger devices would be as easy as integrating modems in buildings, with power (5 watts max) and data provided via Ethernet cabling. But that’s not the automotive application he’s currently chasing. At CES in 2019, Oledcomm teamed with automotive supplier Magneti Marelli to demonstrate Smart Corners—headlamps and taillamps that incorporate LiFiMAX transceivers capable of communicating with corresponding modems mounted to traffic lights or signs, parking garages, and other structures. This enables an autonomous vehicle to upload all the data and video they will be expected to share with the cloud during brief stops. Oledcomm is working with a Detroit automaker on developing this integration for 2026. An interesting aerospace application will be demonstrated next year when Li-Fi technology is used aboard a rocket to replace a lot of copper without introducing any radio interference. But perhaps the best demonstration to date happened in October 2019, when the final heats of the Air France TrackMania virtual open-wheel-car racing video game competition were conducted on an Airbus A321 flight from Paris to Toulouse with the gamers connected via onboard Li-Fi. Early adopters should look for Li-Fi-equipped phones circa 2023, with a Li-Fi-equipped car following in 2026. Q

TREND I 10.21

Your Say... We Aim to Cover It All “Lions and tigers and … bunny rabbits? Oh my! Mid-engines and Bugatti Chirons and … minivans? Oh my! After reading the August issue, I just want to say I hope you don’t ever let anyone accuse you of not covering all the automotive bases. Bill Craft Hollister, Missouri

Eye of the Beholder You folks make me laugh sometimes. You’ve said the 2021 Corvette Stingray’s design looks dated—the same car that, in my experience, causes everyone to say, “Wow, what the hell is that?” every time it drives past. I also crack up when you dump on the front of the new BMW M3 or the looks of a Honda Civic Type R. What’s the point of even commenting? Some people love it, some people hate it. I love the Civic and Corvette but dislike the BMW’s front. Others feel different, but that’s no problem. Describing your design feelings while supplying pictures is like being on a tour of Death Valley and announcing to the group, “I think it’s awfully hot here!” Ron Cameron Winooski, Vermont

Vantastic With our 2012 Toyota Sienna becoming long in the tooth, Miguel Cortina’s Minivan Big Test (August) couldn’t have come at a better time. We use our van to haul more than just people, often taking the seats out to transport larger items. Cortina’s article explained Chrysler’s seats that fold into the floor, but there was no comparison made for the others. Can the second-row seats be removed from the Honda, Toyota, and Kia? Jeff Szmerda Hershey, Pennsylvania

Depending on which seats are installed, the second row is removable from each of the vans we tested. The standard threeacross bench in the Sienna and Carnival is removable. However, the optional captain’s chairs depicted in our comparison are not. In the Odyssey, the second-row seats are removable. The available Magic Slide seats can be removed individually.—Ed. I loved the piece from Alex Leanse (August) about his 1994 Dodge Caravan. I own an all-original 1991 Ford Mustang GT with 57,000 miles. I love the car for

WRITE US AT: 831 S. Douglas St. El Segundo, CA 90245 Email us at MotorTrend@MotorTrend.com

many of the same reasons Leanse loves his van. My car is simple and fun to drive in a nostalgic way. When I drive it, it reminds me of how the chassis was designed in the mid 1970s. It just feels good to drive something so “unmodern.” My Mustang spends most of its time in my garage, but on sunny days I go cruising around in my 5.0! So yeah, I totally get it. Eric Prince Lee’s Summit, Missouri

Keep It Real Angus MacKenzie’s August “The Big Picture” column makes the case for why the Porsche 911 GT3 is a better car than the Bugatti Chiron—and his point is totally ridiculous. For most enthusiasts, either car is only a dream. MacKenzie needs to realize that a $162,000 Porsche is out of reach for 99 percent of us readers. It’s not much different than a $3 million Bugatti being out of reach for 99.99 percent of us. The Mazda MX-5 Miata is all you need. It provides an enjoyable, fun, and practical sports car experience for only a tiny

Reader on Location This month, Graham Lambert recalls switching from sports cars to a different type of performance vehicle: “Leaving the U.K. for California in 2013, I thought a muscle car was in the cards, having left behind a Dodge Viper GTS and Audi RS 4. I initially picked up a Volvo V50 and kept it for two years. After a brief time with a Mazda MX-5, I bought a Jeep Wrangler after driving one on holiday in Hawaii. Life in the U.S. is different, and I love the Jeep’s go-anywhere capability. This picture is of me on a recent trip to the Sierra Buttes in California. I now have my eye on the new Ford Bronco!”

fraction of the cost of the Porsche and the Bugatti. Try to remember who your readers are and be a little more sympathetic to their budget constraints. Wayne Zimmerman Clarksville, Maryland Recall the Miata has earned a podium finish in our 2009 and 2015 Best Driver’s Car competitions, in each case beating vehicles costing thrice as much, at least. And yes, MacKenzie was a judge each year.—Ed.

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2021 Tesla Model S Plaid I FIRST TEST

“No production car has ever done 0–60 mph in under 2.0 seconds.”—Elon Musk fter an exclusive MotorTrend first test of the new 1,020-hp Tesla Model S Plaid, a car with a promised 1.99-second 0–60-mph time, we can confirm the 2.0-second 0–60 barrier remains unbroken. Unless, that is, you write your own rules. Tesla granted us access to be the first independent source to test the Model S Plaid. It’s the latest and greatest version of an EV we chose as our 2013 Car of the Year and declared our Ultimate Car of the Year in 2019. We usually test at Auto Club Speedway in Fontana, California. Our figure-eight and skidpad testing happens in Lot 1. (You can see our tire marks on Google Maps.) Our acceleration and braking tests occur on Auto Club’s dragstrip. But we run the strip backward to better simulate the type of asphalt and corresponding grip level found on countless streets around the world. Running the track in the “correct” direction means launching on a prepped surface coated with super-sticky VHT, a thick, black, grippy resin that allows cars to accelerate quicker than is possible on normal roads. Because testing on VHT isn’t representative of the conditions real-world drivers typically encounter,

we’ve done so only twice in MotorTrend’s 72-year history: in 1969 and 2002, both times in heavily modified, drag-raceprepped Corvettes. Tesla requested we not use our normal facility. After much back and forth, we offered to secure use of an automotive proving ground where we conduct our Of The Year testing. Tesla told us we could accept its offer of hosting us at Famoso Raceway, or we could forget the whole thing. We accepted. Then, at the track on test day, Tesla informed us it required our driver to launch the car only on the VHT-prepped surface. But after further on-site negotiations and a backward pre-run by Tesla’s own test driver, we came to an agreement: We could conduct runs in each direction, on both the Tesla-requested VHT and, per our normal procedure, on regular asphalt. But then the Plaid’s handlers received a phone call, and suddenly our options were once again to launch only on the VHT-prepped surface—or leave. We determined a third option: We agreed to Tesla’s conditions at Famoso and made plans to head to our Fontana test track the next day to see how quick the Model S Plaid is when tested under the same conditions we’ve used to evaluate everything from economy cars to the world’s fastest hypercars. Before we delve into the numbers, let’s recap the Model S Plaid’s truly impressive specs. It arrives with the Model S’ first significant update in nine years, with the new car being slightly lower, longer, and lighter than before, and it’s unrecognizable

inside. The Plaid is, of course, significantly more powerful, too. The reworked sheetmetal features subtly flared fenders designed to accommodate wider wheels and tires. The Plaid’s wheels now measure 9.5 inches wide in front and 10.5 inches wide in the rear, increases of 1.0 and 1.5 inches. The car also features revised front and rear fascias, plus a reworked hood. The highest-performance Plaid also gets a new rear diffuser and a carbon-fiber spoiler. Inside, Tesla drastically reworked the interior to make it more luxurious, spacious, and entertaining—in fact, the company says the front seat rails are the only retained parts. The new dash is the biggest change. It features a landscape oriented infotainment system similar to that of the Model 3 and the Model Y, a new digital instrument cluster, a new screen for rear passengers, hidden HVAC vents, and, of course, the controversial “yoke” steering wheel. Even more significant changes are hidden beneath the skin. The Model S Plaid features Tesla’s first-ever triplemotor system, producing a staggering 1,020 horsepower and 1,050 lb-ft of torque.

OCTOBER 2021 MOTORTREND.COM 23

Reinventing the wheel might be fun. However, it was unnecessary in this case and doesn’t improve the driving experience. Indeed, routine low-speed maneuvers become a chore, with things like parallel parking made needlessly difficult.

YOKE ON THIS: New Wheel Isn’t Tesla’s Brightest Idea esla’s new steering “wheel” looks cool, but it only works well when it, er, works well. It’s shaped like a rectangle with rounded edges and two pistol grips, and it replaces traditional control stalks with touch-sensitive buttons and two scroll wheels. The buttons replace all your typical steering column–mounted stalks. On the left side are individual left and right turn signal buttons; tapping one of them flashes the signal once, while pressing harder turns the signal on completely. Pressing again turns it off. We’d prefer if the signal flashed three times for a lane change when tapped, versus flashing on and off once, but you easily get used to the buttons. Other controls include those

for headlights, wipers, horn, sound system, Autopilot, and push-to-talk. The latter feature was disappointing: The Model S is capable of adjusting the cabin temperature when you say something juvenile like, “My balls are hot,” (no, really) but it can’t select a radio station when you say something akin to, “Tune to 95.5 FM.” As far as its primary function of steering goes, the yoke is hit and miss. At higher speeds or on a good back road, there’s no issue with it. Its design keeps your hands at 9 and 3, and it feels nice. It has a sort of solid pistol-grip quality to it, with little nubs in the top where your thumbs rest naturally. The steering ratio of 14.0:1, with 2.3 turns lock to lock, is quick enough at speed to make it unnecessary to

turn the wheel any greater than 90 degrees on the tightest of switchbacks. Unfortunately, around town the steering ratio just isn’t quick enough, and it reminds you why no other car on the market offers a yoke. Indeed, routine low-speed maneuvers become a chore. Parallel parking, for instance, is made needlessly difficult as you’re forced to keep a hand on the yoke’s grip while pivoting unnaturally to look out the rear glass. Three-point turns are even worse as you fumble with the rectangular device. Tesla can get away with the whimsy of a yoke in a sports car like its long-delayed Roadster—the type of car whose owners perhaps drive only occasionally as a weekend toy—but in a daily driver like the Model S, it’s pointlessly annoying. CS

The Plaid’s single front and twin rear motors are essentially modified versions of those found in the Model 3/Model Y. However, in the Plaid they feature novel carbon-fiber sleeves that allow the motor rotors to spin at 20,000 rpm to achieve the car’s claimed 200-mph top speed without punching through the stator. These carbon sleeves, Tesla says, also make a more complex two-speed

transmission like the one seen on the Porsche Taycan unnecessary. They also give the Model S Plaid a shockingly linear powerband: Tesla says peak horsepower happens at 80 mph and holds steady all the way to 200 mph—provided you’ve dropped $4,500 on the optional 21-inch wheels and your car has a yet-to-be-released software update; in its current state the Plaid is limited to 163 mph.

The battery pack was always the Achilles’ heel of earlier Model S performance variants, so Tesla updated it significantly to take full advantage of the tri-motor system. It’s slightly smaller than before (100 kWh on the Plaid versus about 104 kWh on the Model S Performance this car replaces), but Tesla focused its efforts on improving coolant and electrical current paths. The end goal

24 MOTORTREND.COM OCTOBER 2021

FIRST TEST Nothing to see here: Drag racers love getting a look from below at a car’s hardware, but the Plaid’s underbody coverings maintain a sense of mystery about how the Model S makes its magic.

is better thermal capacity, ensuring the Plaid can deliver sustained performance without overheating or power reduction. As an added bonus, Tesla engineers say the changes help the battery pack charge quicker, too. The EPA rates the Model S Plaid on 21-inch wheels (like our test car) at 348 miles of range. We found that figure to be generally accurate in our own independent range and charge tests. Rounding out the Model S Plaid is a revised air suspension with adaptive dampers and custom Michelin Pilot Sport 4S tires. The front brakes are slightly larger than before, as well.

26 MOTORTREND.COM OCTOBER 2021

No matter the surface, to get the quickest launch from a Model S Plaid, you must dive into the car’s infotainment system and select Drag Strip mode. Over the next 8 to 15 minutes (the time needed varies), the car preconditions the powertrain for hard acceleration, heating or cooling the battery as required and chilling the motors. Once you’ve enabled Drag Strip mode, chirp the tires quickly on the VHT—at Famoso, it was caked on so thick it nearly pulled our shoes off—by stabbing the accelerator to clear any debris from the tires. To engage launch control, push hard on the brake, press the accelerator to the floor, and wait. Over the next 9 or so seconds, the nose drops into the Plaid’s “cheetah stance.” When the final “launch control ready” message displays, firmly press your noggin against the headrest (trust us), release the brake, and hang on. The Model S Plaid zips down the quarter mile in a staggeringly quick 9.25 seconds at 152.6 mph. The run to 60 mph happens just 1.98 seconds after the brutally hard launch. The Plaid covers distance so quickly, it’s difficult to even

register what’s happening. The yoke gets light in your hands, your neck muscles strain as your helmeted head digs into the headrest, and your surroundings blur into mere shapes and colors as a quarter mile of pavement vanishes behind you. Cheater surface or not, the time is staggeringly impressive. Even more impressive and true to Tesla’s word, the Plaid can post those times consistently, never varying by more than a fraction of a second or so each time we rocketed down the strip. We’ve never tested a car so robotic in its consistency. The biggest differentiators between runs were mostly environmental, like rolling over a tar snake at the wrong time or, as the day dragged on, the hot afternoon sun making it slightly more challenging for the Plaid to keep its batteries and motors at their ideal temperatures. The brakes were the car’s sole wart, overheating after our last run of the day. Tesla’s stated rationale for its stance with us regarding VHT launches is that “most customers” will run the Model S Plaid at dragstrips. But despite its speed, we’d be shocked if this were true. For starters, the NHRA—drag racing’s

FIRST TEST

MILESTONES, RECORDS, AND OTHER GEEKY FACTOIDS

H TESLA MODEL S PLAID ACCELERATION MPH PREPPED VS. UNPREPPED SURFACE 160 150 140 130 120 110 100 90 80 70 60 50 40 30 20 10 0

TIME (seconds) with 1-foot rollout subtracted

sanctioning body—will ban any vehicle quicker than 9.99 seconds or faster than 135 mph in the quarter from running at any of its tracks if said vehicle does not have the necessary safety equipment. This includes a full rollcage, window net, driver restraint system, driveshaft loop (not applicable in this situation), and master cutoff switch, not to mention a full race suit and helmet for the driver. Tesla is aware of this; its personnel joked with track staff about being thrown off the strip for being too quick after our runs. We asked Tesla if it plans to offer any of the necessary safety gear, but it hadn’t responded as of press time. Even with the necessary safety gear, the Plaid isn’t suited for bracket racing when using launch control. Without a friendly dragstrip Christmas tree operator, you’re likely to still be standing at the staging line when the lights turn green: Remember, the car needs nearly 10 seconds just to get into its cheetah stance. 28 MOTORTREND.COM OCTOBER 2021

ey, have you heard? The Tesla Model S Plaid can run a sub-2.0-second 0–60 time on a prepped surface. Well, sort of. The way we gather acceleration data uses the same launch methodology as does the NHRA, drag racing’s sanctioning body. The official timer starts after 1 foot of forward progress—so, rollout—as the car fully breaks the light beam at a competition dragstrip’s start line. (We factor in this rollout via software when testing without a beam, which is most of the time.) The thing is, on a prepped surface so sticky that it nearly pulls off your shoes, with three electric motors driving all four of the car’s wheels, and 1,050 lb-ft of torque, a lot can happen not only in 1 foot, but also within the length of a car on its way to 60 mph and beyond.

While we were looking at this car’s data, we compared its record-breaking run to the quickest pass we made in the exact same Tesla Model S Plaid on a plain asphalt surface. Did Tesla really need the resin-based compound called TrackBite (also known as VHT) to break the 2.0-second barrier? We plotted together the two acceleration runs side by side and found very little difference in time-to-speed curves. Take a look: The red line is on the prepped raceway, and the yellow is on plain asphalt. There’s almost precisely a tenth of a second between them all the way from the start to the finish. Why don’t the arcs begin at zero and zero in the lower left corner? That’s the 1-foot rollout showing up. As the timer started, the car was already moving at about 6 mph in the first foot after launching on the prepared surface and about 5 mph on unprepped asphalt. We routinely report times rounded to the tenth (0.1) of a second because our data recorder runs at 20 Hz, dropping a data “breadcrumb” 20 times per second. This means, for instance, in 2.0 seconds, we have 40 data points to work with.

Luckily, computers are excellent at filling the spaces between these data points, so we used the 0.01 resolution for the following. Yes, on that sticky, race-prepped surface, the 2021 Tesla Model S Plaid indeed reached 60 mph in 1.98 seconds (2.0 seconds rounded). It registered 2.07 seconds (2.1 rounded) on plain asphalt. The asphalt run was sufficient for the Plaid to become the quickest (0–60 mph) and fastest (quarter mile) production car MotorTrend has ever tested. In fact, we’ll record the asphalt run as the car’s official entry in our database because we don’t test on prepped surfaces. Performance being equal, the raceway launch solely provided enough initial grip to duck below 2 seconds to 60 mph and remain 0.1 second ahead of the asphalt run for the entire “race.” And for those who wonder what the Tesla Model S Plaid’s 0–60 time is on unprepped asphalt, without the 1-foot rollout, without Drag Strip mode, without launch control, and without pedal overlap: It’s 2.45 seconds.

We wanted to slow the clock way down and take a closer look at this epic 1.98-second 0–60 time and the 9.25-second, 156.2-mph quarter-mile run millisecond by millisecond. So we cracked open our laptop and fired up some software to take snapshots of particular interest along the 1,320-foot path. We’ll focus on the run on the prepped surface, but the below data points would be quite similar on unprepped pavement. After setting up launch control and eventually releasing the brake pedal while at a standstill, the driver almost instantly experiences 1.00 g in longitudinal acceleration. In other words, the force pushing his head and torso into the seat back in that instant is the same as if he were lying on his back and attempting to perform a sit-up from the floor. Go try that right now. No really, try it. Welcome back. Fifteen-hundredths (0.15) of a second later, the car travels 1 foot, timing begins, and it’s already reached 5.9 mph. The g load jumps to 1.23. The Tesla Model S Plaid is 197.7 inches long (about 16.5 feet). By the time the car’s rear bumper is where its front bumper began, it’s already traveling 24.8 mph at 1.24 g. Five feet further, the tires really dig in. A peak g force of 1.30 occurs at 28.4 mph, and

the force doesn’t fall below 1.20 g until we reach 50.4 mph. Sixty mph arrives in 1.98 seconds, and the car is still pulling 1.11 g—and is just 98 feet from where it started. Yes, the entire sub-2.0second drama occurs in less than 100 feet. Interestingly, on regular asphalt, the car needs 104 feet and 2.38 seconds to stop from 60 mph, averaging 1.16 g in the opposite direction. We don’t dive into detail like this often, but this might be another first: a car that accelerates from 0 to 60 mph in a shorter time and distance than it achieves 60 to 0 mph. For the first time since the brake pedal was released, the longitudinal g load drops below 1.00 at 68.1 mph. Occupants of the Plaid experience in excess of 1.00 g for nearly three full seconds. It’s in those three ticks you hear the most screaming from passengers. After that, it’s wide-eyed silence until the finish line, at which point the incredulous swearing and uncontrollable laughing begin. In just 4.17 seconds and 360 feet from where it started—not even a third of the way to the quarter-mile finish line—the Model S Plaid cracks 100 mph, still shoving the driver back with 0.66 g of force. Five seconds later, it accelerates across the finish line in an elapsed time of 9.25 seconds traveling at 152.6 mph and exerting 0.36 g.

Our data logger uses GPS to drop a virtual breadcrumb 20 times each second.

FOR YOU DRAG RACERS OUT THERE, HERE ARE SOME OTHER STATS:

• • •

60-foot time: 1.69 sec 330-foot time: 4.16 sec 1/8th mile: 6.19 sec @ 122.8 mph

It’s not often we test such an exceptional car or go into this level of detail, but when records fall, we can’t help but geek out on the tiny milestones that made it possible. The Tesla Model S Plaid’s accelerative performance is, for now, incomparable. Chris Walton

Most people aren’t prepared for what a hard launch in this car feels like.

OCTOBER 2021 MOTORTREND.COM 29

FIRST TEST I 2021 Tesla Model S Plaid

but also rather heavy on the skidpad, and it eventually begins to drift wide. It’s not necessarily understeer but more like momentum carries it there. Eventually, both the brakes and tires lose effectiveness. Not content with shattering our 0–60 and quarter-mile records, the Plaid claimed yet another one: Its blistering 0–100–0-mph result was 8.2 seconds, besting the previous record holder, the On a plain asphalt surface, the Model S Plaid sprints to 60 mph in 2.07 seconds. McLaren Senna, by 0.3 second. Ironically, the breathtaking straightThe next day at Fontana, we performed Once ready and in cheetah stance, the our braking and skidpad testing and Plaid’s launch is drama-free, even without line achievements distract from another monumental achievement: The Model S repeated all but one of the acceleration the advantage of VHT. It accelerates from Plaid is quite simply the best Tesla yet. It tests we ran at Famoso. We were unable to 0 to 60 mph in just 2.07 seconds, more run the full quarter mile again, as Fontana than 0.2 second quicker than our previous doesn’t matter if you’re cruising down the highway, slogging through city traffic, or requires us to hire EMTs and rescue record holder. And if we could have kept personnel when our testing might reach going, our data says it’s capable of running slicing down your favorite back road. The high speeds. Fontana also requires two through the quarter mile in 9.34 seconds at new car delivers, no matter what you ask it to do. On the highway and around town, weeks’ notice to do so, which we didn’t 152.2 mph. The gap between the Model S’ have. Even so, using our Vbox data from times on prepped and unprepped surfaces it is comfortable, quiet, and a delightful place to pass the miles. Thanks to its air both the prepped surface at Famoso and is astonishingly close, as just 0.09 second suspension and adaptive dampers, the ride the unprepped asphalt at Fontana, we separates them to 60 mph. is supple and well controlled over all but could stitch together a reasonable estiAmusingly, the Plaid launches so the most brutal of impacts. ferociously hard, it generates more than mate of what the Model S Plaid is capable Still, it’s difficult to stop marveling at 1.00 g from 0.2 second to 2.6 seconds after of in a non-VHT-aided quarter mile. launch, peaking at 1.227 g at 32 mph. That’s the power. We’re used to instant off-theWe lined up the car for its acceleration line acceleration from EVs, but this car’s more g than the car generated in its best tests and waited impatiently as it spent ability to deliver and maintain a similarly 60–0 stop, which required 104 feet and the next 10 minutes or so readying itself intense shove well into extralegal speeds is peaked at 1.221 g. in Drag Strip mode. The times to beat certainly a new experience. Every on-ramp to be the quickest production car we’ve So, yes, this all makes the Model S Plaid and freeway passing maneuver becomes an ever tested: 0–60 mph in 2.28 seconds, the quickest production car we’ve ever exercise in self-control, as even breathing achieved in 2017 at the same track with a tested—an immense accomplishment. on the accelerator for a beat too long could Model S P100D Ludicrous+, and a quarIt’s also among the quickest vehicles on quickly result in an unscheduled roadside ter-mile run of 9.74 seconds at 148.5 mph, sale today, though Rimac claimed quicker appointment with the highway patrol. done in 2015 in a Ferrari LaFerrari. 0–60 and quarter-mile performance for On California’s Angeles Crest Highway, its Nevera hypercar with a European journalist driving. We look forward to inde- the car demonstrates that Tesla learned pendently verifying Rimac’s claims, as well. a lot since its flagship model first hit the road. Although maybe not as pin-drop The Model S Plaid’s 1,020 horsepower and lightning-quick acceleration paid divi- precise as the Porsche Taycan Turbo S on dends in our figure-eight test, too. It lapped the same road, the Plaid is Tesla’s most compelling performance car yet. our course in 23.5 seconds at an average of 0.90 g. Meanwhile, with the steering Unhindered by the thinner air effect and chassis in Sport mode, it feels sporty at altitude that plagues cars with internal

THE TESLA MODEL S PLAID IS THE QUICKEST PRODUCTION CAR WE’VE EVER TESTED—AN IMMENSE ACCOMPLISHMENT FOR A $150K SEDAN.

On our figure-eight course, the Model S Plaid’s 23.5-second lap time was just 0.1 second behind a Corvette Z51.

30 MOTORTREND.COM OCTOBER 2021

FIRST TEST

POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT MOTOR TYPE POWER (SAE NET) TORQUE (SAE NET) WEIGHT TO POWER TRANSMISSION AXLE/FINAL DRIVE RATIO

combustion engines, power delivery remains otherworldly, like a torquey small-block V-8 with an endless powerband. The brakes, despite overheating at the track, are more than up to the task of reining in the Tesla on public roads, though we’d prefer more initial bite at the top of the pedal’s travel. At higher speeds on a good back road, the steering yoke becomes a nonissue, as you never need to dial in more than 90 degrees of input, even on tight hairpin turns. The steering’s artificial heaviness gives the impression it lacks a bit of precision, but it’s easy to keep the wheels pointed where you want. Somewhat surprisingly, we didn’t feel much torque vectoring coming from the rear axle. Getting on the accelerator early midcorner doesn’t result in the Model S pivoting quickly and clawing out of the curve like you experience in most other high-power all-wheel-drive vehicles. Instead, it pushes hard on its outside tires even as it avoids true understeer. A more aggressive Sport suspension setting could help; even with the system in its firmest mode, the Plaid still exhibited a tendency to lean hard, much in the way many hot hatches do. Prices for the Model S Plaid start at $131,190. A fully loaded Plaid like we tested costs $149,190, about the price of a Taycan Turbo and about $15,000 less than a Taycan Turbo S. Of note: Teslas no longer qualify for any federal tax incentives. And if you wonder why Tesla called this the Plaid, well, it’s the only step beyond Ludicrous— the company’s label for its heretofore quickest acceleration mode—in the 1987 Mel Brooks comedy, Spaceballs. And no, there is no plaid on or in the car. Although the car didn’t deliver a sub-2.0second 0–60 time on typical asphalt—at least not yet—it’s no less of a striking achievement: The quickest car we’ve ever tested is a $150K five-seat sedan, not some multimillion-dollar, carbon-fiberencrusted piece of exotica. It’s remarkably well rounded, exhibiting a combination of comfort, luxury, performance, and efficiency that remained a sci-fi fantasy in 2013 when we named the Model S our Car of the Year. Regardless of how much you care about acceleration and how a car achieves it, perhaps the most important takeaway is that the Model S Plaid is among the best cars on sale today. Q 32 MOTORTREND.COM OCTOBER 2021

SUSPENSION, FRONT; REAR STEERING RATIO TURNS LOCK TO LOCK BRAKES, F; R WHEELS, F; R TIRES, F; R

2021 Tesla Model S Plaid Front and rear motors, AWD AC permanent magnet (x3) 1,020 hp (comb) 1,050 lb-ft (comb) 4.7 lb/hp 1-speed direct 7.50:1/7.50:1 Control arms, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar 14.0:1 2.3 15.0-in vented disc; 14.4-in vented disc 9.5 x 21-in; 10.5 x 21-in forged aluminum 265/35R21 101Y; 295/30R21 102Y Michelin Pilot Sport 4S T1

DIMENSIONS

116.5 in 66.5/66.5 in 197.7 x 78.2 x 55.1-56.3 in 40.3 ft 4,816 lb 48/52% 5 39.7/38.1 in 42.4/35.5 in 58.4/55.1 in 3.1 cu ft (frunk); 25.0 cu ft

WHEELBASE TRACK, F/R LENGTH X WIDTH X HEIGHT TURNING CIRCLE CURB WEIGHT WEIGHT DIST, F/R SEATING CAPACITY HEADROOM, F/R LEGROOM, F/R SHOULDER ROOM, F/R CARGO VOLUME TEST DATA

UNPREPPED ASPHALT

PREPPED RACEWAY SURFACE

0.92 sec 1.30 1.69 2.07 2.52 3.04 3.63 4.30 8.22 0.79 9.34 sec @ 152.2 mph 104 ft 1.05 g (avg) 23.5 sec @ 0.90 g (avg)

0.86 sec 1.23 1.60 1.98 2.42 2.93 3.52 4.17 Not tested 0.79 9.25 sec @ 152.6 mph Not tested Not tested Not tested

ACCELERATION TO MPH

0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 0-100-0 PASSING, 45-65 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION

MT FIGURE EIGHT CONSUMER INFO BASE PRICE PRICE AS TESTED AIRBAGS BASIC WARRANTY POWERTRAIN WARRANTY ROADSIDE ASSISTANCE

BATTERY CAPACITY EPA CITY/HWY/COMB ECON RANGE RECOMMENDED FUEL

$131,190* $149,190* 8: Dual front, front side, front knee, f/r curtain 4 years/50,000 miles 8 years/Unlimited miles 4 years/50,000 miles 100 kWh Not yet rated 341 mi (mfr est) 240-volt/480-volt electricity

*Before any applicable discounts, incentives, or rebates

The Model S Plaid’s staggering acceleration is more impressive when you realize the assembled car weighs almost 5,000 pounds.

HYPERTRAC ALL SEASON

Ultra High Performance All-Season Engineered to provide high-speed capability, predictable handling and year-round performance. Wide outboard elements enhance steering response for agile dry handling, while the optimized groove design maintains stability and traction in inclement weather.

Hitrac All Season Grand Touring All-Season Designed for a comfortable ride, confident year-round traction and long tread life. The Hitrac All Season’s contour and pitch sequenced tread blocks enhance noise comfort and feature specially designed sipes and grooves that ensure traction in slippery conditions.

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COVER STORY

2022 MOTORTREND NEW CAR BUYER’S GUIDE

WORDS MOTORTREND STAFF

ately, it feels like the only consistent trend in new car sales is that you simply can’t predict what’s coming next. As many continue to cope with changes resulting from the pandemic, those fortunate enough to handle new car payments have begun to reenter the market, and in a big way. But just as automakers started to post record sales this year, the microchip shortage wreaked havoc on their ability to effectively stock dealerships. Through all this craziness, however, one thing hasn’t changed: MotorTrend keeps you informed on what’s new and what’s coming soon. We demystify the new car market in our completely redesigned Buyer’s Guide at MotorTrend.com/cars and preview the updates right here on these pages. We have the info, analysis, and rankings you need to make a smarter decision. If you’re finally in the market for a new car or just want to stay up to date on the biggest news from your favorite automaker, enjoy this year’s comprehensive Buyer’s Guide. And be sure to head over to our online version for the latest updates year-round.

36 MOTORTREND.COM OCTOBER 2021

An all-new Subaru WRX arrives for 2022—expect the same tenacious, rally-inspired handling and turbocharged flat-four power. OCTOBER 2021 MOTORTREND.COM 37

2022 BUYER’S GUIDE

TLX TYPE S

ACURA MDX: Acura’s flagship SUV is all-new, with the three-row midsize crossover adopting sharp lines for a more dynamic and handsome look. Per Honda/Accura practice, that look is an almost direct translation from the concept version, and the redesigned MDX is roomier inside than the model it replaces. Underneath the new sheetmetal are a host of chassis improvements, including a more rigid body structure, plus a control arm suspension setup that improves handling without sacrificing comfort. Most 2022 MDX models are powered by the same 3.5-liter V-6 engine from the previous generation, making 290 hp and 267 lb-ft of torque. However, a new 10-speed automatic transmission sends power to the front or all four wheels (when buyers tick the box for Super Handling All-Wheel Drive). If that’s not enough, the all-new MDX Type S will certainly turn some heads, as it packs 3.0-liter turbo V-6 with 355 hp and 354 lb-ft that’s the likely choice for enthusiasts shopping this SUV. This is the same engine found in the TLX Type S, and it’s paired to the same 10-speed automatic gearbox as the rest of the lineup. Here, though, the transmission is tuned to handle the additional power and sportier dynamics. Inside, the MDX marks the introduction of Acura’s Precision Cockpit, a digital gauge cluster to rival the likes of Audi’s Virtual Cockpit. A customizable 12.3-inch screen sits in front of the driver; it displays info for navigation, tire pressures, and even a g-force meter. Another 12.3inch display rests atop the dashboard, but the clumsy touchpad we dislike in the TLX and RDX is the sole way to control the screen. TLX: The coveted Type S badge is back after more than a decade. The 2021 TLX Type S marks the return of the sporty variant, which packs a 3.0-liter turbo V-6 engine that sends 355 hp and 354 lb-ft of torque to all four wheels via a 10-speed automatic. Should you opt for the regular TLX, a 2.0-liter turbo derived from the Honda Civic Type R’s engine makes 272 hp. In addition to giving the Type S a more powerful engine, Acura made important changes to the chassis, suspension, and transmission in a bid to ensure it lives up to the badge. Torsional rigidity increases by 13 percent thanks in part to an “A-brace” located behind the rear seats, while the front springs are 40 percent stiffer. Four-piston red-painted Brembo calipers squeeze 14.3-inch front rotors; these brakes are a massive enhancement compared to the two-piston calipers found on the regular TLX. We don’t expect any significant changes for the 2022 model. CARRYOVER: ILX, NSX, RDX

MDX

ALFA ROMEO CARRYOVER: Giulia, Stelvio DISCONTINUED: 4C

ASTON MARTIN

DB11

DB11: The DB11’s AMG-sourced twin-turbo V-8 now makes 528 horsepower, 25 more than before. With a new top speed of 192 mph, it’s now 5 mph closer to the 200-mph mark. Additionally, Sports Plus seats with more aggressive bolstering are now available. Finally, the 630-hp V-12 version of the DB11 drops its AMR branding as Aston looks to simplify its nomenclature; this is why the DBS bins the Superleggera portion of its name, too. DBX: Aston plans multiple derivatives of its sensational SUV, including a mild hybrid model later this year and a Lamborghini Urus–fighting high-performance AMR model with at least 650 horsepower in 2022. The regular model can now be ordered with 23-inch wheels, the aggressive Sports Plus seats, and a wireless charging pad. Like the rest of Aston’s lineup, the DBX now also offers three new interior themes, dubbed Create, Accelerate, and Inspire, each of which offer multiple colors. V12 SPEEDSTER: A windshieldless road rocket built in a run of 88 units, the Speedster packs a roughly 700-hp twin-turbo V-12 and can close in on 200 mph. (Bring goggles.) Its structure combines bits from the Vantage and DBS, while the eight-speed automatic transaxle comes from the DB11. Any of its buyers can spec the DBR1 package, which paints the car in Aston Martin Green, adds white and silver exterior accents, and lines the interior with saddle-brown leather and

DBX

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2022 BUYER’S GUIDE

VALHALLA

green fabrics. Two body-color helmets are included, too, and they store under transparent windows in the headrest cowls. Driving it is an absolute blast, and it’s more refined than it has a right to be. VALHALLA: The Valhalla, V12 SPEEDSTER described internally at Aston Martin as “Son of Valkyrie,” will share some technologies and engineering features with that car and will be built in limited numbers. It will also be much less expensive. Details remain scant—including final confirmation of its arrival date—but expect a rear-drive hybrid setup with an electric motor between AMG’s 4.0-liter twin-turbo V-8 and the transmission, much like the Ferrari SF90 Stradale. As for the possibility of all-wheel drive, the front venturis of the car’s Valkyrie-inspired aerodynamics make packaging motors on the front axle too much of a challenge. VALKYRIE: The Valkyrie is a multimillion-dollar missile with a Cosworth-built hybrid V-12 engine that makes 1,160 hp and revs to 11,100 rpm, and it features ground-effect aerodynamics honed by genius Red Bull F1 designer Adrian Newey. It’s two years late, but new Aston CEO and ex-AMG chief Tobias Moers insists the first customer car will be delivered this year. The Valkyrie was to have been built in a separate, 90,000-square-foot factory, but Moers says the facility was simply too big, and the car will now be built at Gaydon. In addition to the regular car, a hardcore AMR Pro version will launch simultaneously—it’s essentially a Le Mans Prototype

40 MOTORTREND.COM OCTOBER 2021

VALKYRIE

race car for the road—that ditches the hybrid hardware but still makes 1,000 hp. Just 40 AMR Pros will be built atop a wider, longer-wheelbase version of the regular Valkyrie’s chassis. VANTAGE: The Vantage gets a wicked new special model in the F1 Edition, the first Aston to have Moers’ fingerprints all over it. It’s 12–15 seconds quicker around the Nürburgring than the standard car, thanks to a slight power increase, stickier tires, and, most crucially, additional stiffness measures in the steering and structure, retuned springs, and additional aerodynamic pieces. The engine management is also reworked, and it all adds up to one of the best driver’s cars Aston has ever produced. MINOR UPDATES: DBS

VANTAGE

AUDI

A3: Audi’s smallest sedan, the A3, has been redesigned and now heralds the brand’s latest styling approach. Beyond the signature pentagonal grille and general silhouette, the new A3 is much more sophisticated. Sculpted, curved bodywork with flared wheel arches distinguishes the new A3 from the previous edge-intensive look and gives the luxury subcompact sedan a more substantial appearance. The 2022 A3 is also slightly longer, wider, and taller than before, which contributes to improved cabin capacity. The interior rework is perhaps even more extensive. The dashboard now seems as architectural and modern as those in Audi’s higher-end cars. Technology abounds, such as the standard digital instrument display and wireless smartphone connectivity. Beneath the creased hood is a 201-hp 2.0-liter turbocharged I-4 engine, supplemented by a 48-volt mild hybrid electrical system that adds low-end torque and allows the car to coast with the engine off for improved efficiency. Behind a seven-speed dual-clutch automatic transmission, Quattro all-wheel drive is offered on the basic A3. Quattro is standard on the sporty S3, which turns out 306 hp from its 2.0-liter turbo I-4, and the car rides on lowered suspension with available adaptive dampers. The hardcore RS 3 also returns for 2023, again packing a snarling I-5, now tuned to make more than 400 hp. Its new torque-vectoring rear axle is designed for tail-out antics. A8: Stealthy styling gives the A8 low-key allure, perhaps to a fault. Audi’s flagship blends in a little too well, and it might receive a refresh for 2022 to better capture attention away from its bold, braggadocious competitors. Expect edgier headlights and a slightly enlarged grille to lead the changes. Already brimming with luxury and technology, the A8’s features and E-TRON GT

content hardly seem worth improving upon. Yet Audi may feel the need to do so, as ultra-plush limousines like the Mercedes-Maybach S-Class or BMW Alpina B7 woo one percenters. It’s possible a new rangetopping A8 variant will come for 2022 to take on those rarified chariots. Refined and enhanced semi-autonomous driver aids may also be part of the 2022 package. Even if the changes are minor, the A8 will remain an exceptional large luxury sedan. E-TRON GT: The RS badge is a sacred mark among Audi enthusiasts, with the Rennsport designation only applied to the highest-performing models. It’s an indication of motorsports heritage and racetrack capability. As BMW M and Mercedes-AMG logos festoon an ever-expanding range of vehicles, Audi has righteously reserved RS for truly special cars—which makes its most recent application all the more shocking. Enter the E-Tron GT. This new E-Tron bears little resemblance to the all-electric SUV of the same name, which made its debut for 2020. Rather, the E-Tron GT is an electric sedan, the mightiest version of which earns the coveted RS designation. Based on the J1 platform that underpins the Porsche Taycan, the E-Tron GT resembles its Stuttgart counterpart. Yet Audi intends the new flagship of its all-electric subbrand to enable swift and luxurious grand touring more so than Porsche’s performanceoriented stunner. That is, while the battery charge lasts. Every E-Tron GT packs a 93-kWh battery powering motors on each axle for Quattro all-wheel drive. The standard version makes 469 hp in normal driving or up to 522 hp in launch-enhancing overboost mode. Meanwhile, the RS variant jumps from 590 hp to 637 hp when overboost is engaged. Expect 0–60 times to hover around 3.0 seconds and a driving range not much beyond 230 miles. That range estimate somewhat contradicts the car’s grandtouring mission, but Audi equips it with the latest recharging tech. An 800-volt charging architecture is primed to function with future fast chargers. As of now, it can add up to 62 miles in five minutes or charge from 5 to 80 percent in a little more than 20 minutes. The E-Tron GT gives drivers something to look at while it recharges: its mesmerizing bodywork. It looks exceptional even among Audi’s handsome lineup. The front end incorporates Audi’s usual grille shape, visually placing it as a member of the family. Yet past that, the E-Tron GT displays a new design approach. Its sculpted, more curvaceous surfacing contrasts the marque’s line-driven recent vehicles. The animated, width-spanning taillight leans on Audi’s LED expertise. Inside, the E-Tron GT’s cabin nearly transcends modernity. Despite all the pixels on display, climate controls and other key functions thankfully remain accessible via physical buttons. The combination of user-friendliness and supercar speed is uncommon in such a cuttingedge vehicle. Regardless, material quality, fit, and finish is exceptional. The available glass roof adds airy ambiance to the cabin, which is otherwise swathed in acres of carbon and Alcantara. Riding on Audi’s first three-chamber air suspension, the E-Tron GT RS benefits from rear-wheel steering among its chassis upgrades. But for as composed and agile as it is, brutal acceleration perhaps most differentiates it from Audis before it. Given the autobahn crushers that earned RS its reputation, that’s quite a feat. Indeed, the E-Tron GT marks a new era for Audi and RS, one that’s quicker, more stylish, and lower-emissions than ever. And if we’re lucky, Ingolstadt will see fit to introduce an Avant wagon variant of its new EV. E-TRON GT

2022 BUYER’S GUIDE

Q4 E-TRON

Q4 E-TRON: The E-Tron expansion is underway as Audi’s all-electric subbrand adds new models for 2022. One of these is the Q4 E-Tron, which competes against electric luxury compact crossovers like the Tesla Model Y or Volvo C40 Recharge. Built on the scalable MEB architecture that also underpins Volkswagen’s ID4, the Q4 E-Tron offers several battery and driveline options, some of which earn the unusual distinction (by Audi standards) of being rear-wheel drive. The Q4 35 has a 52-kWh battery and a single rear motor producing 167 hp. Likewise, the Q4 40 turns the rear wheels, but its larger 77-kWh battery ups output to 201 hp. Quattro all-wheel drive is provided by the Q4 50, which shares the larger battery and employs motors on both axles for 295 combined horsepower. Expect range to be 200–250 miles on the EPA cycle. As Audi works to penetrate the luxury EV space, the Q4 E-Tron showcases technology and trimmings fitting of the four rings. Digital real estate abounds, and an available augmented reality head-up display puts adaptable real-time information in the driver’s field of view. The upscale cabin’s driver-oriented theme centers around a peculiar hexagonal steering wheel. Its exterior design makes a statement. Sharply creased wheel arches set a bold, muscular stance. The aggressive front end is unmistakably Audi, as are the available customizable LED headlights. Those elements are shared between the Q4 E-Tron SUV and Sportback, the latter of which reduces cargo space but maximizes style points with its fastback roofline. In either case, the Q4 E-Tron is built for the moment. It is produced in a carbon-neutral factory in Zwickau, Germany. Recycled materials are used for sound deadening, interior trim, and other components. Q5 SPORTBACK: Fashion waits for no one, and Audi, typically first in line on the catwalk, fell behind as the BMW X4 and MercedesBenz GLC-Class Coupe captured spotlights in the luxury compact fastback SUV category. That changes for 2022 as the Q5 Sportback rolls onto the scene. This is essentially a standard Q5 with the trendy sloping-roof treatment Audi dubs Sportback. Cargo capacity is reduced, but only slightly. Behind the second row are 24.7 cubic feet of space, which increases to 51.9 cubic feet when those seats are folded. Those measurements compare to 25.6 and 53.5 cubic feet, respectively, in the regular Q5 with a sunroof (standard on the Sportback). Otherwise, features and equipment between the Q5 and its Sportback counterpart are identical. Both share a standard 261-hp 2.0-liter turbocharged I-4, and either can be had in SQ5 guise with a 349-hp 3.0-liter turbocharged V-6. Quattro all-wheel drive is standard on all. The Q5 Sportback carries a price premium, but that’s expected—just like fashion doesn’t wait, neither does it come cheap. MINOR UPDATES: A4, A5, A6, A7, Q3, Q7, Q8, R8 CARRYOVER: TT

Q5 SPORTBACK

42 MOTORTREND.COM OCTOBER 2021

BENTLEY

BENTAYGA

BENTAYGA: The Bentayga now reserves its W-12 engine for the Speed version, while that range-topper and the entry V-8 model now bookend the new S. The $222,525 S pairs the V-8 engine with the Speed’s speedy goodies, specifically a stiffer and recalibrated adaptive suspension, a sport exhaust, smoked-chrome exterior trim, black mirror caps and door sills, a larger roof spoiler, black grille innards, and unique 22-inch wheels. Inside, you’ll find acres of Alcantara, including on the new sport seats. We won’t be surprised to see the S treatment spread across the lineup, either. The Bentayga Hybrid takes a one-year hiatus, returning in 2023 ostensibly fitted with the latest gas and electric hardware, as seen in the 2022 Flying Spur. CONTINENTAL GT: The Speed version (left) returns four years into the current generation, and so much about it is monstrous in the best way possible. That includes the 650-hp, 664-lb-ft W-12 (now exclusive to the Speed), 17.3-inch front carbon-ceramic brakes, 10-piston brake calipers, a 208-mph top speed, fearsome acceleration, and massive 22-inch wheels. The present Conti is the best-handling one yet, and the gorgeous Speed builds on it by delivering moves no 5,000-pound car should be able to execute, thanks to rear-wheel steering, a torque-vectoring electronic differential, active all-wheel drive, and a 48-volt anti-roll system. Available as both a coupe and convertible, the Continental GT Speed is an absolute hammer. FLYING SPUR: Bentley’s sole remaining sedan gets even more luxurious and easy to live with, thanks to hands-free trunk opening, a 360-degree bird’s-eye-view camera, an onboard air ionizer, and even more NVH reduction in the cabin. It also adds a plug-in hybrid option that teams a 2.9-liter twin-turbo V-6 with an electric motor located between the engine and the transmission. Together, they produce 536 hp and 553 lb-ft, while a 14.1-kWh battery pack enables up to 25 miles of electric-only mobility—perfect for city centers that are increasingly hostile toward internal combustion. Bentley says the hybrid hits 60 mph in just 4.1 seconds.

FLYING SPUR

DODGE//SRT NHRA U.S. NATIONALS - INDIANAPOLIS, IN. ................................................SEPTEMBER 1-5 MOPAR EXPRESS LANE NHRA NATIONALS PRESENTED BY PENNZOIL - READING, PA .... SEPTEMBER 9-12 NHRA CAROLINA NATIONALS - CHARLOTTE, NC ...............................................................SEPTEMBER 17-19 NHRA MIDWEST NATIONALS - MADISON, IL......................................................................SEPTEMBER 24-26 TEXAS NHRA FALLNATIONALS - DALLAS, TX ...........................................................................OCTOBER 7-10 NHRA THUNDER VALLEY NATIONALS - BRISTOL, TN .........................................................OCTOBER 15-17 DODGE//SRT NHRA NATIONALS PRESENTED BY PENNZOIL - LAS VEGAS, NV ......................OCTOBER 29-31 AUTO CLUB NHRA FINALS - POMONA, CA ........................................................................... NOVEMBER 11-14

NHRA FAN PURCHASING POWER NHRA fans are: • 2 times more likely to purchase a pickup truck in the next 12 months* • 2.2 times more likely to have repaired/replaced their vehicle brakes in the past 12 months* • 2.8 times more likely to have replaced their vehicle mufﬂer/exhaust in the past 12 months* *vs. the US population Source: Scarborough USA+ - Release 1 2020

TICKETS AT

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2022 BUYER’S GUIDE

BMW

2 SERIES

2 SERIES: More power is in store for the completely redesigned 2 Series coupe. The 230i now makes 255 hp and 295 lb-ft of torque, up 7 hp and 37 lb-ft from the previous model. The top-flight M240i xDrive pumps out 382 horsepower, a 47-hp increase from its predecessor. BMW engineers have also reduced the M240i’s front-end lift relative to the outgoing model through aerodynamic improvements to the front lip spoiler, front splitter, air deflectors, and underbody covers for the fuel tank and rear differential. Across the lineup, the coupes get a stiffer chassis, wider front and rear tracks, and new dampers to improve handling. The M240i offers AWD at launch, with RWD added later. Meanwhile, the 230i launches with RWD and will later add AWD. Most important, though, is that we can breathe a sigh of relief that the new 2 Series doesn’t adopt the ridiculous snout of many new BMW vehicles, including the 4 Series. M3/M4: BMW’s xDrive AWD becomes available for the first time, but only on Competition trim models with the 503-hp version of these beasts’ twin-turbocharged six-cylinder engine. Thanks to the rear-biased nature of the AWD system, these variants shouldn’t be any less fun to hoon than their RWD M4 counterparts. The system offers three drive modes: the default setting, a racier Sport option that sends more torque to the rear for spirited driving, and the drift-friendly 2WD mode, which is only available when stability control is off. Additionally, BMW equips the M3 and M4 Competition xDrive with staggered 19-inch front and 20-inch rear wheels and tires, a setup currently optional on the rear-drive cars. AWD cars also get a quicker 14.6:1 steering ratio in place of the rear-drivers’ 15.0:1 gear. i4: BMW’s electric future begins with the i4 sedan and the iX SUV. The i4 looks like a less aggressive version of the new 4 Series Gran Coupe, with blue accents indicating its electric capabilities. On the top i4 M50, two electric motors deliver a combined 536 horsepower and 586 lb-ft of torque for a BMW-estimated 0–60-mph run of less than 4.0 seconds. Range comes in at 245 miles. The i4 eDrive40 makes do with 335 horses and 317 lb-ft of torque but is estimated to travel 300 miles on a charge. Blame the more powerful model’s standard 19-inch wheels and stickier rubber, as well as the additional drive motor, for the estimated 65-mile range deficit. BMW will build both i4 models with sustainability in mind. The floormats, for example, are made from recycled fishing nets, and there are no permanent magnets in the electric motors, which means fewer rare earth metals are used in the production process. iX: For all the i4’s zazz, it’s the iX that becomes BMW’s newest technology torch bearer. This X5-sized SUV is being positioned as a vehicle that showcases what the best and the brightest brains in Munich can achieve, more so than even the company’s traditional flagship, the big 7 Series sedan. BMW says the 5G-ready iX has more

computing power and more advanced sensor tech than any current model in its lineup. The interior is quite a show. The instrument panel and infotainment screens are combined into a single freestanding panel that curves across two-thirds of the cloth- or leather-covered dash; it sits behind a hexagonal steering wheel. The start-stop button, gear selector, and e-brake are located in an extension of the armrest between the front seats, alongside a wood-surfaced panel that includes capacitor switches for various infotainment functions and a glass rotary controller. Other different design touches include slim HVAC vents, minimalist switches for seat adjustment and the power windows, and audio speakers hidden behind the door trims. As you’d expect of a top-shelf BMW, the iX is powerful, with two electric motors—one mounted at the rear axle and one at the front axle—developing a total of more than 500 hp. And it should be quick, with BMW’s claim of 0–60 mph in less than five seconds almost certainly conservative. Expect a range of more than 300 miles per charge. MINOR UPDATES: 2 Series Gran Coupe, 4 Series, 5 Series, 8 Series, M5, M8, X2, X3, X4, X5, X5 M, X7 CARRYOVER: 3 Series, 7 Series, X1, X2, X6, X6 M, Z4 DISCONTINUED: i3

BUGATTI

CHIRON

CHIRON: The Bugatti Chiron welcomes a new trim for 2022: the SS. Whereas the standard Chiron’s 8.0-liter quad-turbo W-16 engine produces an incredible 1,479 hp, the new Chiron SS turns the heat up and packs a hell-raising 1,578 horses. Say hello to additional aerodynamic elements grafted to its body, including pressurereducing holes on the tops of the front fenders—yes, “speed holes”— and reworked front and rear fascias. The SS has approximately 51 fewer pounds for the engine to lug around, and it manages to top out at a ridiculous 273 mph—12 mph faster than the “entry-level” Chiron. The price for all of this excess? Nearly $4 million. i4

44 MOTORTREND.COM OCTOBER 2021

BUICK

ENCLAVE

ENCLAVE: Buick’s three-row SUV benefits from a thorough face-lift for 2022, which includes a new grille, slim and high-mounted daytime running lights, low-mounted headlights, and a slightly altered rear end. No doubt, the 2022 Enclave is a more distinct yet still handsome vehicle compared to its 2021 counterpart. Peek past the exterior updates of Buick’s flagship model, however, and you’ll find few other changes for the new model year. Although the SUV’s interior welcomes a new steering wheel and a redesigned center console with a pushbutton shifter, the 2022 Enclave’s insides are largely carried over. The same goes for the model’s powertrain, once again a 310-hp 3.6-liter V-6 engine and nine-speed automatic transmission. As before, frontwheel drive remains the default setup, and all-wheel drive is optional. ENCORE: The Buick Encore (below) trades last year’s 138-hp turbo I-4 for a stronger 155-hp unit for 2022. Still displacing 1.4 liters, the forced-induction four-cylinder now produces a healthy 177 lb-ft of torque, 29 lb-ft more than last year’s Encore. Alas, Buick’s smallest SUV swaps its prior 8.0-inch touchscreen infotainment system for a smaller 7.0-inch setup. CARRYOVER: Encore GX, Envision

CADILLAC

LYRIQ

ESCALADE

ESCALADE: The Escalade enters 2022 with a smattering of small updates, including near-field communication device pairing, an air ionizer, a trailer tire pressure monitor, and several new paint options. As with the rest of Cadillac’s 2022 lineup, the Escalade receives standard automated emergency braking, forward collision alert, rear parking assist, and vehicle-health and teen-driver monitoring. GM’s Super Cruise semi-autonomous driving aid is now standard on Escalade Premium Luxury, Sport, and Platinum models; the entrylevel Luxury trim adds lane keep assist, lane departure warning, adaptive cruise control, and reverse automated emergency braking. LYRIQ: Cadillac’s first full EV and the tip of the brand’s electric spear, the 2023 Lyriq SUV begins production next spring. It will pack tons of digital real estate and luxury features inside, as well as 340 hp and 325 lb-ft of torque. Range is expected to exceed 300 miles courtesy of GM’s Ultium battery technology, while pricing will undercut the $71,000 Jaguar I-Pace and the $67,000 Audi E-Tron. MINOR UPDATES: CT4, CT4-V, CT5, CT5-V, XT4, XT6 CARRYOVER: XT5

CT4-V BLACKWING

CT4-V BLACKWING: The Blackwing is the harder-core version of the CT4-V, which is more of a sporty trim than a full-on V product. The Blackwing naturally packs more power, essentially matching the old ATS-V with 472 hp and 445 lb-ft of torque from a tweaked version of that car’s twin-turbo V-6. Buyers can opt for a 10-speed automatic or—get this—a six-speed manual. With GM’s excellent chassis tuning beneath its chunky body, along with MagneRide adaptive dampers and an electronic locking rear differential, the 189-mph CT4-V Blackwing is an impressive performance machine, to say the least. CT5-V BLACKWING: Nearly $40K separates the CT5-V Blackwing from a mere CT5-V—oh, and a little 668-hp supercharged V-8 that’s the most powerful engine in Cadillac’s 118-year history. Installed in the CT5-V Blackwing, it keeps the CTS-V’s spirit alive. The engine packs nearly twice as much power as the twin-turbo V-6 in the regular, 360-hp CT5-V. The chassis specs are similar to the CT4-V Blackwing’s, with MagneRide, an electronic limited-slip rear diff, bigger brakes, and stickier performance rubber. At $84,990, it’s a steal compared to similarly brutish sedans from Germany. CT5-V BLACKWING

CHEVROLET

BLAZER

BLAZER: For 2022, Blazer 2LT, 3LT, and RS models are now offered with two-tone color exteriors, and a black roof is available for the LT with the Midnight, Sport, or Redline packages. The Blazer RS also receives the option. The Premier gets a mini makeover, too, with new wheels and dark front and rear lower fascias, rockers, and wheel moldings. The Safety Assist bundle (auto emergency braking, lane departure warning, auto high-beams) is now standard; blind-spot monitoring and rear auto emergency braking are included on 3LT and up. The Driver Confidence II pack adds adaptive cruise for the RS and Premier. The Blazer’s 2.5-liter naturally aspirated I-4 is retired, as are the L and 1LT trim levels that used it, leaving the turbo four-cylinder and naturally aspirated V-6 as the only remaining engines. With a 308-hp V-6, sportier suspension and steering, exclusive AWD system, and Camaro-ish good looks, the RS version is the most compelling choice. The interior might be its biggest demerit, in part because cargo space is tight. Material quality also misses the mark, and the buttons are crowded and awkward to use. Chevy also sticks with an 8.0-inch OCTOBER 2021 MOTORTREND.COM 45

2022 BUYER’S GUIDE

EQUINOX

screen while other automakers offer larger displays. The good news: Regardless of engine, the Blazer performs admirably, with accurate steering, a compliant ride, and a well-tuned automatic transmission. BOLT EUV: The refreshed Bolt EV now has an electric SUV cousin. The Bolt EUV has an estimated maximum range of 247 miles, and a full charge takes about seven hours with a 240-volt charger. The Bolt EUV still accepts DC fast charging, which promises to add 95–100 miles of range to a mostly depleted battery in 30 minutes. It’s also the first non-Cadillac to get GM’s semi-autonomous Super Cruise tech, making it the cheapest vehicle with such advanced driver aids. Against the regular Bolt, the EUV is a bit bigger and more spacious inside for passengers, with 3.0 more BOLT EUV inches of rear legroom and a tad more cargo room (even if the paper specs say otherwise). The Bolt EUV comes with a 10.2-inch touchscreen, 8.0-inch reconfigurable gauge cluster, wireless Apple CarPlay and Android Auto compatibility, and the Chevy Safety Assist suite, which includes automatic emergency braking, lane departure warning, and auto high-beams. Adaptive cruise control is standard on the Premier, and features include one-pedal driving and a heated steering wheel. EQUINOX: Chevy’s best-selling SUV receives a significant refresh with new front and rear fascias, a more modern grille, and new LED headlights and daytime running lights. The Equinox also picks up four exterior colors and a new RS trim. Like other RS models, this one casts a sporty mien, adopting black exterior accents, 19-inch wheels, a black interior with red stitching, and an RS-specific shift knob. All 2022 Equinoxes add wireless Apple CarPlay, Android Auto, and heated, power-adjustable side mirrors with integrated turn signals. Parking sensors and automatic parking are newly available. SILVERADO 1500: Chevrolet’s best-seller is expected to receive a midcycle update for 2022, with less funky exterior styling and a host of changes inside and out. Its face should be more traditional, while a revised dash, center console, and center stack with a larger touchscreen are expected inside. It might also bin its column-mounted shifter in favor of a different solution. Off-road enthusiasts will appreciate the ZR2 model coming online as part of the 2022 Silverado lineup. It sits above the Trail Boss in the range and should get an even higher lift compared to its Boss-ier sibling, plus beefier skidplates and the same sort of bumper treatment as Colorado ZR2. Dynamic Suspensions Spool Valve shock absorbers, which allow for very precise damping control and offer improved cooling and increased travel, are also expected to have a starring role on the ZR2. As a package, the dampers work better over a broader range of conditions on- and off-road than traditional dampers. The Silverado 1500 succeeds in what a full-size truck sets out to do: perform on the job. Along with strong powertrains, the Silverado

TRAVERSE

benefits from spacious bed options. Bumper cutouts make it easy to step into the bed \, and the six-function tailgate isn’t just a gimmick. In the past, we lamented how the Silverado’s form doesn’t match its functionality. Interiors have been compromised by hard plastics, uncomfortable seats, disappointing touchscreens, and uninspired design. The updates for 2022 have a chance of turning the tide. TRAVERSE: Like the smaller Equinox, this SUV sees significant updates for 2022 in both design and technology. Many might first notice the new Traverse’s face, which sports freshened graphics and newly standard LED headlights and DRLs. The Traverse also gets new LED taillights, roof rails, and four new wheel designs. The RS, Premier, and High Country receive standard powerfolding and heated side mirrors; these are available on the 3LT. A trio of new exterior paints have been added to the palette: Northsky Blue Metallic for LS and LT models, Silver Sage Metallic for the LT, and an available Cherry Red Tintcoat for all trims. Finally, the Redline Edition gets a revised appearance, and Midnight/Sport Editions are now available on Traverse LS and LT trims. Chevy’s Safety Assist bundle of active safety tech is now standard on all trims. Adaptive cruise control becomes standard on the RS, Premier, and High Country, and it’s available on the LT Leather trim. New standard cabin content includes wireless Apple CarPlay and Android Auto, an 8.0-inch gauge cluster display on Premier and High Country trims, and a rear power sunshade on Traverses equipped with the available Dual SkyScape sunroof. The Traverse is a solid entry in the midsize three-row segment. It has plenty of space for seven with cargo capacity to spare, offers commendable powertrains, and is easy to drive despite its size. MINOR UPDATES: Bolt EV, Camaro, Colorado, Corvette, Express, Silverado HD, Spark, Suburban, Tahoe, Trailblazer, Trax

CHRYSLER MINOR UPDATES: 300, Pacifica, Voyager

DODGE MINOR UPDATES: Challenger, Charger, Durango

FERRARI

ROMA

FERRARI 812 COMPETIZIONE 1

296 GTB: Ferrari’s new mid-engine sports car packs a surprise: a V-6, the first Ferrari-badged road model ever to feature the configuration. It’s also a plug-in hybrid with up to 15.5 miles of range courtesy of a 7.5-kWh battery pack. But the headline, beyond its styling (inspired heavily by the 1963 Ferrari 250 LM) and active aerodynamics, is a jaw-dropping total system output of 818 hp, all channeled to the rear wheels. The engine’s 120-degree cylinder-bank angle allows for valley placement of the two turbochargers, and the short V-6 arrangement means the 296 GTB benefits from a 2.0-inch-shorter wheelbase. It should provide breathtaking performance that balances the forwardlooking PHEV drivetrain with the dynamic purity of a rear-drive performance car. For those who desire more, an Assetto Fiorano package shaves weight and increases downforce. Prices start at $321,000. 812: Two new variants of the front-engine, V-12 812 join the stable: the 818-hp Competizione and the Competizione A that features a targa top. The 789-hp Superfast is discontinued, but the convertible GTS sticks around. 812 PORTOFINO: The Portofino M replaces the regular Portofino as the entry-level convertible in Maranello’s lineup. The M stands for modificata, which in Ferrari-speak means a significantly revised variant with some important differences. The most notable change is the adoption of the eight-speed dualclutch gearbox that made its debut in the fixed-top Roma. There’s more power, too, from its 3.9-liter engine. It’s up 20 hp, to 612 in total, and Ferrari also promises its exhaust revisions improve the engine note. Styling changes are evolutionary: a new air vent on the bumper, altered grille slats, a PORTOFINO revised tail, and a new rear diffuser design. ROMA: Having two V-8-powered front-engine grand tourers seems to be the right number, given Maranello’s insistence that

the unbelievably curvaceous Roma hardtop is not a replacement for the obviously dated hardtop convertible Portofino. Seventy percent of the Roma is new, and its eight-speed dual-clutch is descended from the rarified SF90 Stradale. The Roma also benefits from Ferrari’s advanced Side Slip Control 6.0 stability control system and a manettino dial that allows drivers to select an aggressive Race mode—both firsts for a Ferrari GT car. But it’s the sheetmetal that causes a stir, as the lithe, sharklike SF90 shape is arresting. And in performance terms, the 3.9-liter twin-turbo engine produces a stout 612 hp and 561 lb-ft. Handling is superb, but so is comfort; credit the ride quality and the relaxed attitude provided by the gearbox’s tall ratios. SF90 STRADALE: Calling the SF90 the successor to the LaFerrari hypercar doesn’t really capture all the ways the new SF90 range-topping Ferrari bends (or stomps all over) the company’s recent conventions. There’s no V-12, it’s a plug-in hybrid, and it’s all-wheel drive. Describe that to a Ferrarista a decade ago, and they’d be aghast, yet the SF90 represents the pinnacle of the company’s present potential, pairing a 769 hp twinturbo V-8 with three electric motors. Total system output is a staggering 986 hp, providing face-warping acceleration. As a bonus, the power channeled to the front axle increases stability, confidence, and the SF90’s adhesion limits. The Assetto Fiorano variant is even more track-focused, and it gets even sharper. There’s also a Spider convertible, which trades some fresh air for 220 pounds of additional weight. CARRYOVER: F8 Tributo

FIAT MINOR UPDATES: 500X

296 GTB

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FORD

FISKER

OCEAN

OCEAN: Billed as “the world’s most sustainable electric vehicle,” the Fisker Ocean seeks to out-green the greenest cars with an interior decked out in vegan leather and recycled materials. We expect an approximately 80-kWh battery to juice a single-motor rear-drive or dual-motor all-wheel-drive configuration. Fisker is working to maximize every electron with technologies like a range-extending solar roof and a drag-reducing computer-controlled radiator duct. The company expects the Ocean to cover between 250 and 300 miles on a full charge. Even in fashionable locales where Tesla and Audi E-Tron models line boulevards, the Ocean’s styling will help it stand out. Penned by Henrik Fisker—the man behind the BMW Z8, Aston Martin DB9, and Karma Revero, among others—its chunky proportions are contrasted by its razor-thin LED lighting elements. The wide grille and uniquely shaped daylight opening won’t let the Ocean be mistaken easily for any other SUV, though Fisker will have to work to earn recognition against a certain other California-based electric car company. We took our first look at the Ocean in March 2020, mere days before Fisker—and indeed, the world—was stricken by circumstances that curtailed its ability to conduct business as usual. As such, the Ocean’s timeline shifted back. Originally slated to start in late 2021, Fisker now says production will begin in November 2022, which will likely make the Ocean a 2023 model. It’ll be built by Magna in Graz, Austria, alongside the Jaguar I-Pace and Mercedes-Benz G-Class. Fisker recently opened an office just a few blocks away from MotorTrend HQ in Los Angeles, which should help us remain apprised of developments.

BRONCO

BRONCO: After a long and torturous wait, the Bronco is finally back. Like its primary rivals, the Jeep Wrangler and Land Rover Defender (2019 and 2021 winners of SUV of the Year), the new Bronco is available in both two-door, short-wheelbase and four-door, long-wheelbase variants. The Ford also parallels the Jeep in offering a foldable soft top and a removable hard top. It has standard four-wheel drive and an array of engine and transmission options, as well. The base engine is a 2.3-liter turbocharged I-4 good for 300 hp and 325 lb-ft of torque, while an available 2.7-liter twin-turbo V-6 makes 330 hp and 415 lb-ft. Note these figures are when using premium fuel; run your Bronco on regular, and the 2.3 loses 25 hp and 10 lb-ft, the V-6 15 hp and 5 lb-ft. The I-4 is available with a sevenspeed manual transmission (the one labeled “C” is an off-road “crawler” gear) or a 10-speed automatic. The V-6 is only available with the auto. As expected, a wide assortment of off-road packages and features are available. The most notable is the Sasquatch bundle, which adds massive 35-inch tires, high-clearance suspension, a shorter final drive ratio, and modified fender flares for even more boulder-slaying ability. BRONCO SPORT: For those who want the look of the big Bronco but don’t venture as far off pavement, the Escape-based Bronco Sport ought to scratch their itch. Like the Jeep Compass or Renegade, the Bronco Sport is an off-road-capable, lifestyle-enhancing subcompact crossover. A 1.5-liter turbo I-3 with 181 hp and 190 lb-ft of torque is the default on all but the Bronco Sport Badlands—it answers Jeep’s Trailhawk models—which has a 2.0-liter turbocharged I-4 with 250 hp and 277 lb-ft. An eight-speed automatic and all-wheel drive are included across the board, though the Badlands gets a unique all-wheel-drive system capable of torque vectoring in order to improve performance in the dirty stuff. E-TRANSIT: The best-selling van in the United States—and the world— goes electric for 2022. Unlike the F-150 Lightning, the new E-Transit is being built alongside and on the same platform as its gas-powered Transit brethren. It’s powered by a mid-mounted electric motor making 266 horsepower and 317 lb-ft of torque, with electrons being stored in a 67-kWh battery pack. Both the battery and motor are packaged beneath the cargo floor, preserving precious interior volume. Like the electrified F-150 trucks, the E-Transit is capable of functioning as a mobile generator. Ford offers the E-Transit in a dizzying array of combinations, just like its gas-powered counterpart, including three lengths and three roof heights. Payload maxes out at 3,800 pounds, while BRONCO SPORT

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F-150 LIGHTNING

cargo capacity is as high as 487.3 cubic feet, the same as in the conventional Transit. Ford says the E-Transit has about 125 miles of range, though it hasn’t specified which configuration nets that figure. Prices start at about $45,000. F-150 LIGHTNING: America’s best-selling vehicle receives a large shock to the system this year in the form of the 2022 Lightning. This new electric F-150 joins a lineup already flush with gas and hybrid engine options. Riding on a unique platform and available solely with a crew cab and a 5.5-foot bed, the Lightning comes out of the box with a dual-motor all-wheel-drive powertrain. Versions with the standard battery produce a combined 426 horsepower and 775 lb-ft of torque and can travel about 230 miles on a full charge. Extended-battery F-150 Lightnings make 563 hp and 775 lb-ft of twist and can travel up to 300 miles on a full charge. On a Level 3 DC fast charger, Ford says the Lightning can charge from 15 to 80 percent in about 41 minutes— adding about 54 miles every 10 minutes. The Lightning is the most efficient member of the F-150 lineup, and it’s also the quickest, with 0–60 mph achieved in as little as a claimed 4.4 seconds. Being an F-150 at heart, the Lightning is built to work, too. Maximum payload for the electric F-150 is an impressive 2,000 pounds, 400 of which can go into the massive 14.1-cubicfoot frunk that’s located where an F-150 LIGHTNING engine would normally live. Ford also built electronic scales into the F-150 Lightning so you’ll always know when you’re nearing the weight limit. The F-150 Lightning is rated to tow up to 10,000 pounds, and it’s available with all the towing goodies you’d expect, like a trailer brake controller and Pro Trailer Hitch Assist, which controls steering, accelerator, and brake inputs to help align your ball hitch under your trailer coupler (though you still have to hop out to attach the trailer yourself). Like the F-150 Hybrid, the Lightning is also capable of functioning as a power source for a job site or your home. The truck can provide up to 9.6 kW of power via four 120-volt outlets and one 240-volt outlet in the bed and four more 120-volt outlets in the frunk. If you add in USB ports, there are 21 power outlets total, rivaling some apartments. The best part? The F-150 Lightning starts at just $41,669.

F-SERIES SUPER DUTY: The updates to the heavy-duty F-250, F-350, and F-450 Super Duty pickups aren’t as electrifying. The biggest news is inside the cab, where the Super Duty can now be ordered with Ford’s latest Sync 4 infotainment suite. Anchored by a new 12.0inch screen, Sync 4 has twice the computing power of the system it replaces, allowing wireless Apple CarPlay and Android Auto, among other benefits. Ford will not offer Sync 4 on all Super Duty trims, though it will include it on F-SERIES SUPER DUTY Lariat and above models. A Lariat Sport Appearance package adds body-color sections to the bumpers, exterior mirrors, and grille; a chrome exhaust tip; and black running boards. The Black Appearance package, now available on XLT models, combines bodycolor elements with black 20-inch wheels, running boards, and front and rear badges. Powertrains remain unchanged for the 2022 model year: a gas 6.2-liter V-8 with 385 hp and 430 lb-ft of torque, a 7.3-liter gasoline V-8 with 430 hp and 475 lb-ft, and a 6.7-liter Power Stroke diesel V-8 with a whopping 475 hp and 1,050 lb-ft. The two more powerful engines mate to a 10-speed automatic; the 6.2 sticks with a six-speed auto. Both rear- and four-wheel drive are available across the line, as are three cab and bed lengths. GT: We don’t know if Ford realizes it’s still building these. We won’t tell the Blue Oval if you don’t, lest it turns off the tap. MAVERICK: Although we’ve happily welcomed the resurgence of the midsize pickup truck, Ford bets that for some, even a Ranger is too big. Enter the new 2022 Maverick. Unlike most pickups, the Maverick is a unibody truck built on a crossover platform. It shares much under the skin with the Bronco Sport and Escape, and all three roll out of the company’s Hermosillo, Mexico, plant. The base powertrain is a 2.5-liter I-4/electric-motor combo that drives the front wheels through an e-CVT. Related to the Escape Hybrid’s powertrain (but with a new motor developed in-house), it produces 191 total horsepower in the Maverick. Ford says the FWD-only Maverick Hybrid will have EPA-estimated fuel economy of 40/33/37 mpg city/highway/combined and can travel

MAVERICK

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GENESIS MUSTANG MACH-E

up to 500 miles on a single tank. For those who’d like a little more power or all-wheel drive, the Bronco Sport Badlands’ 2.0-liter EcoBoost I-4 is optional on the Maverick. As in the SUV, this engine produces 250 hp and 277 lb-ft of torque and pairs with an eight-speed auto. An off-road-oriented FX4 package is optional on all-wheeldrive EcoBoost Mavericks; it includes all-terrain tires, a revised rear suspension, a higher-capacity radiator and upgraded cooling fan, skidplates, exposed front tow hooks, a hitch with a four-pin connector, off-road drive modes, and hill descent control. The Maverick is rated to haul up to 1,500 pounds and tow up to 4,000 pounds in EcoBoost form with the optional 4K Tow package. Without it, Maverick buyers are limited to 2,000-pound towing loads. The Maverick makes the most of its stubby, 4.5-foot bed. The tailgate can be stopped halfway open, a configuration that allows the truck to hold up to 18 sheets of 4x8 three-quarter-inch plywood laid flat, provided the overhanging portion of the load is properly strapped down and flagged. When the bed is flipped completely open, the Maverick offers up a 6-foot floor, enough for most ATVs and motorcycles. The cargo area is designed to be modular, supporting both Ford-supplied and DIY 3-D-printed accessories. Using eight standard tie-downs and cleats (two of which double as bottle openers), built-in threaded holes, 12 anchor points, and slots stamped into the sides of the bed, Ford says owners can “create segmented MUSTANG MACH-E storage, elevated floors, bike and kayak racks, and more” in their Maverick. A QR code in the bed can be scanned to provide inspiration, while factory-optional extras include a spray-in bedliner, bolt-in sliding tie-downs, a bed extender, and an array of soft and rigid folding tonneau covers. If none of the above captures your interest in the Maverick, perhaps this might: At $21,490 to start, it’s both the cheapest new pickup on sale today and the cheapest Ford in the lineup, undercutting the EcoSport by a couple hundred dollars. MUSTANG MACH-E: After the new electric Mustang SUV launched last year, the biggest news is the high-performance Mach-E GT is finally unleashing its 480 hp and 600 lb-ft on the streets as you read this. The top-spec GT, the Performance Edition, gets 34 more lb-ft, adaptive dampers, and stickier tires, and it’s said to hustle from 0 to 60 mph in as little as 3.5 seconds. MINOR UPDATES: Edge, Escape, Expedition, Explorer, F-150, Mustang, Ranger, Transit CARRYOVER: EcoSport, Transit Connect

E-TRANSIT

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G70

G70: After the G80 and G90 sedans were redesigned and the GV70 and GV80 SUVs launched, the compact G70 with its last-gen design language stuck out like a sore thumb. Now, the automaker brings the smallest Genesis aesthetically in step for 2022. That means superimposing its ongoing “Athletic Elegance” styling themes onto the bones of the existing car via a pentagonal mesh-filled grille and horizontal-slash head- and taillights. Not much is changed inside aside from a newly standard 10.3-inch touchscreen infotainment unit. Active safety tech gets a boost, with lane keep assist, cross-traffic alerts, and an optional rear-facing turn signal camera view. If all this fails to prevent a collision, a new airbag mounted between the front seats is intended to prevent further calamity. The powertrain lineup carries over and includes the familiar 2.0-liter turbocharged four-cylinder and 3.3-liter twin-turbo V-6. Gone is the ultra-low-selling six-speed manual; an eight-speed automatic is now the only choice across the lineup. As a consolation prize, a new Sport Plus driving mode amps up the G70’s suspension, shift points, steering, and throttle mapping. GV70: Damn, Genesis—you went hard. If the G70/G80/G90 trio of sedans was the opening salvo across Big Luxury’s bow, the GV80 and smaller GV70 SUVs are the broadside bombardment that starts the assault in earnest. The compact GV70 is particularly impressive—as it should be, considering its GV70 segment includes the white-hot BMW X3, Audi Q5, Acura RDX, and Mercedes-Benz GLC-Class, among others. That’s quite a roster of competitors, but the GV70 arms itself with visual drama inside and out courtesy of a uniquely South Korean aesthetic. The interior in particular stands out. Materials, fit, and finish are among the best we’ve seen at this price point, all presented using an aeronautic-inspired design. Depending on trim level, the Genesis GV70 carries a rich selection of materials, including Nappa leather, wood, microsuede, metal, and carbon fiber. It’s tech-heavy, too. A 14.5-inch touchscreen infotainment is standard, and a full-digital gauge cluster is also available. All the expected infotainment tech is here, along with a few surprises, like the biometric fingerprint scanner that allows drivers to start or shut down the engine, set valet mode, or even pay for gas—where available—with a touch. Buyers have a choice of two engines shared with the G80 and GV80. The entry-level mill is the 2.5-liter turbocharged four-cylinder, rated at a plump 300 hp and 311 lb-ft, routed through an eight-speed automatic transmission and standard all-wheel drive. Power-pushers will spring for the 3.5-liter twin-turbo V-6, upping the output to a meaty 375 hp and 391 lb-ft through the same eight-speed automatic transmission and all-wheel-drive system, enough for a 0–60 run in the low-5-second range. If you’re more about safety than speed, Genesis thinks that’s cool, too. No matter the price, each 2022 GV70 does its best impression of vehicular bubble wrap with standard forward collision avoidance assist, lane keep assist, blind-spot assist, automatic high-beams, rear cross-traffic avoidance, adaptive cruise, and more. All this segment-busting style and substance comes without a bank-bruising price. The basest-of-base 2022 Genesis GV70 runs $42,045, with the top trim trading hands for a still reasonable $53,645. MINOR UPDATES: G80 CARRYOVER: G90, GV80

GV70

INFINITI • JAGUAR • JEEP

HUMMER EV

GMC HUMMER EV TRUCK: Despite pulling the plug on the Hummer brand approximately a decade ago, GM is revitalizing the name as a model under its GMC brand. The 9,000-pound 2022 GMC Hummer EV, starting at a dazzling $112,595, will be offered exclusively in Edition 1 trim, with more affordable versions arriving for the 2023 and 2024 model years. The Hummer EV serves as the halo for GM’s electric truck program. The Edition 1 comes standard with three electric motors, two of which power the rear axle, the third providing grunt to the front. As such, the truck features standard four-wheel drive and a torque-vectoring rear end, a setup GMC dubs e-4WD. The brand claims the truck’s powertrain generates more than 1,000 hp. All that output means this big EV is capable of sprinting to 60 mph in 3.0 seconds, per the brand. GMC says the pickup’s Ultium battery provides 350 miles of range; indeed, it’s a big battery pack. It works with either 400-volt or 800-volt DC fast chargers and is reportedly able to add as much as 100 miles of range in 10 minutes. With approximately 13 inches of suspension travel front and rear, 11.9 inches of ground clearance, and approach and departure angles of 44 and 34 degrees in its Terrain mode, the 2022 GMC Hummer EV promises to live up to the off-tarmac performance expectations associated with the Hummer nameplate. (Extract mode increases the approach and departure angles to 49.7 and 38.4 degrees and ground clearance to 15.9 inches.) Additional off-road-friendly items include a four-wheel steering function, which allows the rear wheels to turn by up to 10 degrees. The rear wheels can even steer at the same angle as the fronts at low speeds, enabling a “CrabWalk” function that GMC thinks will help Hummer EV drivers scuttle over or away from off-road obstacles. In addition to its Terrain and Extract drive modes, the Hummer EV also offers more typical Tour, Off-Road, and Tow-Haul settings. There’s also an Adrenaline submode, otherwise known as launch control, which includes a theatrical “Watts to Freedom (WTF)” experience. Inside, the Hummer EV includes a large 12.3-inch digital gauge cluster and an even bigger 13.4-inch dash-mounted touchscreen infotainment display. Additionally, several space-themed Easter eggs dot the Hummer EV Edition 1’s cabin, including floors grained to look like the moon’s surface, the moon’s Sea of Tranquility etched into the speaker grilles, and more. Each is a nod to the Hummer EV being deemed a “moonshot,” given its short development time—half the usual time of a typical GM product. Arguably one of the Hummer EV’s coolest features is its Infinity Roof, which consists of four removable transparent panels (each weighing about 25 pounds), as well as associated bars that connect the panels together. With both the panels and bars removed, the Hummer EV offers an open-air experience. Further adding to the vibe is the truck’s power-operated SIERRA 1500

rear window, which drops into the body to bring even more fresh air into the cabin. The Hummer EV truck will be joined by an SUV variant for 2024. SIERRA 1500: GMC’s flagship half-ton truck is due for a midcycle refresh. We expect to see an updated front end in the form of a redesigned grille and new head- and taillights. New wheels and exterior colors will likely appear, as well. We hope to see a full revamping of the interior’s dash, center stack, center console, and infotainment screen. Additionally, there’s a chance the column shifter could become a thing of the past with the 2022 Sierra. What we do know, however, is GMC confirmed it will offer its lightduty 2022 GMC Sierra 1500 Denali with Super Cruise late in the 2022 model year. This will be the first Super Cruise application to support significant towing, as might the Super Cruise system in the upcoming GMC Hummer. As in all other applications of the technology, the 2022 Sierra 1500 Denali Super Cruise will rely on a monitoring system involving infrared cameras to ensure the driver’s attention remains focused forward. Precision lidar and map data work in conjunction with real-time camera information and input from other sensors and GPS to provide semi-autonomous driving (the vehicle steering, braking, and accelerating on its own) on more than 200,000 miles of U.S. highways. Although we expect no powertrain changes, we could see a bump in payload and towing. TERRAIN: The new 2022 Terrain AT4 officially becomes the last model in GMC’s lineup to get the off-road-oriented package. Besides the new variant, the Terrain gets a midcycle update across its four trims—SLE, SLT, AT4, and Denali—adding a refreshed look and more technology. All Terrains get a wider grille and a redesigned front fascia, headlights, and taillights for a crisper look. Lower trims get 18-inch wheels, while top-spec models come with 19-inch wheels. Like the AT4, the Denali gets a unique grille, which adds a bunch of chrome and a more elegant design. Three new exterior colors join the palette: Marine Metallic, Cayenne Red Metallic, and Desert Sand Metallic (AT4 only). Inside, wireless Apple CarPlay and Android Auto are standard across the board, and Amazon Alexa arrives in the infotainment system. Denali models get an 8.0-inch driver information display and a new head-up display; the latter is available in the SLT and AT4 trims. A 170-hp, 203-lb-ft 1.5-liter turbo l-4 will propel all Terrains; a nine-speed automatic and all-wheel drive send power to the front or all four wheels. MINOR UPDATES: Acadia CARRYOVER: Canyon, Savana, Sierra HD, Yukon

TERRAIN

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2022 BUYER’S GUIDE

CIVIC

HONDA CIVIC: The Civic is all-new for 2022, with both sedan and hatchback models coming online. Both dial back the previous model’s cybercrunk styling—which especially applied to the hatch—for an entirely more tasteful and refined look, inside and out. The new Civic’s interior is awash in high-quality materials and cool design touches, including the honeycomb-grille strip that spans the dash and serves to not only amplify visual interest but also hide the HVAC vents. Power in lesser models comes from a 2.0-liter naturally aspirated inline-four making 158 hp and 138 lb-ft of torque, while upper trims get a 1.5-liter turbocharged four with 180 horses and 177 lb-ft. If you’re looking for a manual transmission, you’ll find one only in the hatchback’s 2.0-liter Sport or 1.5T Sport Touring models. Otherwise, you’re getting a continuously variable transmission. We’ve driven the new sedan, and it’s much, much better than it even needs to be—we’re not complaining—given that the outgoing model was already our favorite compact car. From that starting point, the 2022 Civic elevates the nameplate to even CIVIC greater heights. HR-V: Once upon a time, the global Honda Vezel and the American HR-V were the same thing. No more. An all-new Vezel has been unveiled, and although it gets an HR-V badge in Europe, we will be getting an all-new HR-V specific to our market. (How’s that for confusing?) Still, the Vezel can provide some guidance on what to expect when Honda unveils the new North American HR-V. For instance, the new Vezel’s sleeker, smoother styling is sure to inform the U.S. HR-V’s look, which is a good thing. Inside, minimalism, clean design, and upscale-looking materials rule, all of which, again, appear to be emerging trends at Honda. In addition, Honda says the interior volume of the new European HR-V matches that of its predecessor, which we assume means cabin space should remain rather generous for our HR-V despite its diminutive exterior dimensions. The Vezel/HR-V is powered by a gasoline-electric hybrid system similar in execution to that of the CR-V Hybrid. In that SUV, a 2.0-liter I-4 works with two electric motors—one to start the engine and another to propel the vehicle. The CR-V Hybrid makes 212 hp combined and nets an EPA-rated 40/35/38 city/highway/combined mpg. Will that setup be offered in the U.S.-market 2022 HR-V? Maybe.

INSIGHT

Even so, it would likely be joined by a gas-only option, possibly the 1.5T found in the Civic. Honda will unveil the U.S. HR-V by the end of the year, and with sales of the old model on the rise even as it neared death, getting the new one right will be crucial. It won’t be the first Honda model exclusive to the U.S., either, as the company started building separate versions of the Accord for North America and Europe/Japan in the late ’90s, with the European Accord sold here as the Acura TSX. INSIGHT: Honda has discontinued the base LX for 2022, leaving the EX and Touring as the only models available. As before, the Insight maxes out at 55/49 mpg city/highway, and Touring models net 51/45 mpg. Considering the Insight shares its platform with the Civic, we expect big changes to come to the Insight soon. Like the 2022 Civic, the Insight may benefit from a more rigid body structure to enhance driving dynamics and reduce NVH. MINOR UPDATES: CR-V, Pilot CARRYOVER: Accord, Odyssey, Passport, Ridgeline DISCONTINUED: Clarity

HYUNDAI

HR-V

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ELANTRA

ELANTRA: The Elantra sedan was all-new for 2021, so 2022 welcomes a key new variant: the sporty N. This is the most aggressive Elantra ever offered, a turbocharged sport sedan that soldiers for Hyundai’s relatively new N performance subbrand, which has so far birthed the furtive Veloster N hot hatch and new Kona N. A 2.0-liter turbocharged I-4 lives in the Elantra N’s nose and shoves 276 horsepower and 289 lb-ft of torque at the front wheels via a six-speed manual transmission or an eight-speed dual-clutch automatic. As on the Veloster N, the dual-clutch-equipped Elantra N gets an “N Grin Shift” overboost function that juices torque output for up to 20 seconds. With so much power on tap, the Elantra N slots somewhere between typical hot compacts such as Volkswagen’s Jetta GLI and Honda’s Civic Si and wilder stuff like the Golf R and Civic Type R, though it’s expected to be priced closer to the former than the

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latter. If this playbook sounds familiar, it’s because Hyundai already deploys it on the Veloster N, which costs less than a VW Golf GTI IONIQ 5 but has more power. Chassis upgrades are similarly impressive and include a wholesale rear suspension swap, from the regular Elantra’s twist-beam rear axle to a more sophisticated multilink setup. Also included are 19-inch wheels with performance tires, larger brakes, a limited-slip differential, and a more intake-happy bumper and grille treatment. IONIQ 5: Forget anything that pops into your head when you think of Hyundai’s Ioniq. That soon-to-be-forgotten Ioniq was in fact a lineup of three Prius-like hatchbacks, each with a different powertrain. There was an EV, which didn’t go very far on a charge and is now discontinued, as well as hybrid and plug-in hybrid versions that survive for now. The Ioniq 5 is completely different: It’s a dedicated electric car, or, more accurately, a dedicated electric crossover. Although it might resemble a retro-futuristic ’80s-era European hatchback, the Ioniq 5 is taller than it looks and sits a bit off the ground. Therefore, it’s an electric pseudo-SUV. Whatever you call it, the Hyundai is seriously attractive inside and out. Thin lighting strips define each end of the 5, while an interesting Z-shaped character line is the only major interruption of its otherwise slablike flanks. Similarly bold surfaces fill the clean and modern interior, which lacks a central tunnel and feels seriously spacious. A driver-focused binnacle houses a pair of large displays, one for the primary gauges and the other for infotainment duties, as well as key controls and the steering column. Most everything inside is constructed from or covered in recycled PET plastic, plant-based paints, natural wool, and eco-processed leather. Beneath the Ioniq 5’s good looks lurks serious EV hardware. American buyers will get the choice of only the larger of the Hyundai’s two available battery packs, a 77.4-kWh unit that lives in the floor. Rear-wheel drive is standard, with power derived from a single rear-mounted 225-hp electric motor; all-wheel drive (which adds a second motor powering the front axle, for a total of 320 hp) is available. With only the one motor on board, the Ioniq 5 is good for a 7.0-second-ish run to 60 mph and a claimed 300 miles of range; the AWD version is quicker, reaching 60 mph in less than five seconds, but range drops to a claimed 269 miles. Ladling on more equipment, Hyundai says, drops the range even more. Replenishing the Ioniq 5 with electrons is quick. Every model will include 400- and 800-volt charging capabilities, and with a 350-kW charger, you can recharge the battery from 10 percent charge to 80 percent in only 18 minutes. A 10.9-kW home charger takes a still not-bad 6 hours and 43 minutes to return a full charge. All of these specs are more enticing than the lackluster Ioniq Electric’s ho-hum charging times, low output, and 170 miles of range. And have you ever noticed an Ioniq Electric? Exactly. The Ioniq 5? You can’t miss it. KONA: The subcompact Kona crossover wears a smooth new face for 2022, with sleeker headlights and its distinctive high-mounted running lamps rearranged slightly. The grille is also new, as are the taillight internals. There are small changes to the dashboard layout, and Hyundai added new digital gauge cluster and 10.3-inch touchscreen options. Also new are N Line and Kona N models. The former is merely a sport appearance package, with body-color trim in place of the regular Kona’s black plastic body armor, and sporty interior touches. The latter is the real spicy one. The Kona N gets a 276-hp 2.0-liter turbocharged I-4, all-wheel drive, a limited-slip differential, bigger brakes, and more athletic suspension tuning, joining the ranks of Hyundai’s aggressive Veloster N hot hatch and the new Elantra N sedan. SANTA CRUZ: Small pickups are back in a big way. Hyundai just beat Ford’s Maverick to the debut punch with

IONIQ 5

the funky Santa Cruz, a compact truck based on the company’s new Tucson SUV. Unlike the Maverick, which is shaped like a traditional boxy pickup, the Santa Cruz is much more like Subaru’s long-defunct Baja (or the even older BRAT) and has a more carlike, windswept profile and the same futuristic front-end treatment as the Tucson. Notably smaller than midsize pickups, including the also-unibody Honda Ridgeline, the Santa Cruz should be far wieldier in city environs than almost any other truck out there. As such, there are compromises to deal with. A small 4-foot bed can extend to 6 feet with the tailgate lowered, but both figures are tiny in the truck world. At least the bed features plenty of tie-downs and slots for inserting wood pieces to create dual load floors and cargo dividers, much like the Maverick. An optional, cool roll-up metal tonneau cover is load bearing (meaning you can stand on it). The bed also is 4 feet wide, so it can hold sheets of plywood with the tailgate lowered partially, and the Santa Cruz has a Honda Ridgeline–style sealed “trunk” under the bed floor. Standard load-leveling shocks keep the Santa Cruz on the straight and level even with a full bed or a trailer attached. KONA The cabin is a little tight in the rear, though the rest of it is clearly shared with the new Tucson—no bad thing, given how stylish the SUV’s innards are. A full-width air vent element combines with either the standard 8.0-inch touchscreen or optional 10.3-inch unit (as well as an available digital gauge cluster) and a split two-spoke steering wheel for a high-tech appearance. Power comes from either a 191-hp 2.5-liter I-4 with an eight-speed automatic transmission or a 281-hp turbo 2.5-liter I-4 paired to an eight-speed dual-clutch automatic. Front-wheel drive is standard, and all-wheel drive is optional on all trims. Although it has 8.6 inches of ground clearance, the Santa Cruz comes with street tires, so it’s strictly a soft-roader. Hyundai hasn’t ruled out future off-road-oriented models, however, so a Santa Cruz with more aggressive tires is a possibility. SANTA FE: Hyundai’s midsize Santa Fe isn’t new this year—it was redesigned for 2021—but it adds a new XRT SANTA FE off-road variant.

SANTA CRUZ

QX60

TUCSON

TUCSON: Compact crossover segment, meet your new style benchmark. The all-new 2022 Tucson lands with a bold, winglike front-end motif, complete with segmented LED headlights that blend into the grille, as well as plentiful body chamfers and bulges and even vertical-bar taillights that echo a certain Ford pony car’s back end. It’s a head-turning and athletic look, and the interior is just as impressive, with a slick full-width air vent and an available digital gauge cluster and large 10.3-inch touchscreen. An 8.0-inch screen is standard on lesser models. The Tucson grows slightly overall, opening more interior room and helping those bold exterior proportions by pushing the wheels farther to the corners. A 190-hp 2.5-liter I-4 with front-wheel drive is standard, with AWD optional. The hybrid Tucson uses an electrically augmented 1.6-liter gas I-4 to deliver 226 hp; a 1.5-kWh battery pack supplies power to the motor. The plug-in hybrid bumps the battery size to 13.8 kWh, enough for 28 miles of EV-only driving and 260 hp combined. VELOSTER: Hyundai’s top-dog Veloster N hot hatch sticks around for 2022 unchanged—but it is now the only Veloster you can buy. Last year’s entry-level Veloster and its 2.0-liter I-4 engine is dead, as is the midlevel Veloster Turbo lineup, which used a 1.6-liter turbocharged I-4 to bridge the gap between the base model and the 275-hp N. CARRYOVER: Accent, Ioniq PHEV and Hybrid, Nexo, Palisade, Sonata, Venue DISCONTINUED: Ioniq Electric, Veloster 2.0 and Turbo VELOSTER N

INFINITI QX55: Thank (or blame) Infiniti for the prevalence of coupelike fastback SUVs amid these pages. The company helped originate the genre when it unveiled the FX back in 2003—a genre it returns to nearly two decades later with the QX55, which Infiniti sees as a spiritual successor to the influential FX. For all the sway the FX carried in the early aughts, in 2022 the QX55 now attempts to catch up in a hot segment Infiniti has left unoccupied since 2017. It’s essentially a style-oriented variant of the QX50 luxury compact crossover, just like BMW’s X4 to the X3. It’s fairly successful in that mission, wearing dramatically sculpted sheetmetal within its haute couture silhouette. Yet it founders elsewhere. Rear headroom

QX55

drops by as much as 2.2 inches, and cargo space drops by 4.5 cubic feet compared to the QX50. But reduced interior capacity isn’t the main issue. It’s the surging power delivery from the novel variable-compression turbo I-4 engine and CVT that undermines the luxurious milieu. Meanwhile, the QX55’s steer-by-wire system feels numb, further reducing driving enjoyment. Despite its good looks, the QX55’s compromises leave it chasing success in the segment established by its progenitor. Styling and effective driver assist technologies aside, it needs some work to become a true contender. QX60: After a production run falling just shy of a decade, the QX60 is redesigned for 2022—and what a redesign it is. Infiniti’s bestseller looks worthy of maintaining that status and becoming more competitive against this year’s luxury three-row SUVs. Concept cars typically preview the production model only vaguely, but in this case the Monograph design study Infiniti showed last year proved true to form—and that’s a good thing. Compared to the somewhat ichthyic outgoing model, the new QX60 has butch elegance. High-browed headlights flank Infiniti’s signature trapezoidal grille, while prominent vent elements form chiseled cheekbones on the fascia. Beneath tapering taillights, bold typeface unambiguously spells the name of this vehicle’s maker. Contoured bodywork cascades from the subtly bulged shoulder line, and the bracketed D-pillar treatment is a distinctive new touch. Skidplate-esque trim on the lower bumpers suggests ruggedness, but the QX60 is intended as an urbane cruiser. That’s particularly evident in the cabin, which is awash in softtouch surfaces and upscale materials. High-end models feature quilted leather covering the seats and dashboard topper. Openpore wood, ambient lighting, and satin metallic trim leave few areas untouched by premium detailing. Regardless of specification, every 2022 QX60 is equipped with heated front seats, three-zone climate control, a panoramic moonroof, and a 12.5-inch touchscreen with wireless smartphone connectivity. Despite executive appearances, a family-friendly focus remains. The second-row seats have one-touch tilt-and-slide functionality, easy enough for kids clambering into the third row to use. Those second-row seats can fold forward with a child seat in place. Air vents and USB ports are present in all three rows. Larger underfloor storage supplements slightly increased cargo space. Mechanically, the 2022 QX60 is a mix of old and new. The 295-hp 3.5-liter V-6 carries over but is now connected to a nine-speed automatic, ostensibly an improvement over the previous CVT. All-wheel drive remains optional, though it now has improved rear torque capacity, up to 50 percent. Towing capacity tops out at 6,000 pounds, a 20 percent improvement. As before, the QX60 shares its underpinnings with the Nissan Pathfinder, also redesigned for 2022. In our drives of the new Pathfinder, the engine felt wheezy, insufficiently aided by the nine-speed’s widely spaced ratios. Its abrupt, jostling ride seemed to find undulations even on smooth roads. The QX60 will hopefully feel more refined, but we still notice hardware pulled from the Nissan parts bin: The steering wheel, gauge display readouts, rear center console, and secondand third-row seats appear quite similar to the new Pathfinder’s. We have few doubts the new QX60 will be a wholesale improvement over its outdated predecessor. Beyond handsome styling, its balance of luxurious appointments and practical features should broaden its appeal. Still, Infiniti must ensure the QX60’s driving experience is drastically better than the Pathfinder’s to make it a proper rival to luxury SUVs from Europe, America, and Asia. CARRYOVER: Q50, Q60, QX50, QX80 OCTOBER 2021 MOTORTREND.COM 55

2022 BUYER’S GUIDE

JAGUAR

E-PACE

E-PACE: With the XE sedan dead and gone, the E-Pace serves as the entry point to the Jaguar lineup. The small CUV gets a fresh face, some new wheel designs, a completely reworked interior, Jaguar’s new 11.4inch infotainment system, and a customizable digital driver’s display. Two 2.0-liter turbocharged four-cylinders are available; the base version makes 246 horsepower, while upgrading gets you an extra 50 horsepower. F-PACE: The F-Pace has been Jaguar’s best-seller since it arrived on the scene for 2017. It was refreshed last year with updated front and rear lighting and higher-quality interior materials that bring it up to snuff in its segment. Like its smaller sibling, the F-Pace also has a new infotainment system. Housed in a glass and magnesium display, the new setup is both snappier and easier to use. The F-Pace also added a 3.0-liter turbocharged six-cylinder with mild hybrid tech, good for 335 horsepower and 354 lb-ft. Are you a hybrid-schmybrid type? The F-Pace SVR is still available with its 550-hp supercharged V-8. F-TYPE: You can no longer buy an F-Type with a four-cylinder or a V-6, making the 2022 coupe and convertible versions V-8-only. This is part of Jaguar’s ongoing effort to simplify its U.S. lineup before it transforms itself into a brand that produces only EVs. For now, though, the supercharged V-8 will be offered in two states F-TYPE of tune. The new base model, dubbed P450, produces 444 horsepower and 428 lb-ft of torque, while the all-powerful F-Type R still brings to bear 575 horsepower. XF: The XF is Jaguar’s only sedan available in the United States, and the once-optional V-6 is gone. Jaguar also softened this four-door to be more comfortable and less athletic, making it less of a discerning driver’s car, and we found even the strongest version of the turbocharged four-cylinder that now lives under the hood (296 hp, 295 lb-ft) to be less than adequate for enthusiastic driving. The upshot, though, is an XF that’s much more refined, livable, and luxurious. Open-pore wood veneers now line the dashboard, an updated exterior cuts a classier jib, and the new infotainment system largely banishes Jag’s user experience woes of the past. We already miss the XF’s bad-boy reputation, but we don’t mind being coddled, either. MINOR UPDATES: I-Pace

JEEP

GRAND CHEROKEE

COMPASS: Jeep’s subcompact SUV receives a heavy update that touches its exterior, interior, mechanicals, and technology. The 2.4-liter four-cylinder now produces 177 hp and 172 lb-ft of torque— slightly down from 2021—and mates to six- or nine-speed automatic transmissions. A new Latitude Lux trim is available, as well. The most transformative change is to the cabin, which has been overhauled down to the cupholders. It now looks totally contemporary, and Jeep says the redesign doubles the available storage. An 8.4-inch touchscreen is standard (a 10.1-inch unit is the upgrade) and features the next-gen Uconnect 5 system. Drivers can take advantage of an available 10.3-inch digital cluster, while a new steering wheel with a smaller airbag module allows more space for functions on its spokes. This SUV also now offers heated rear seats. Traffic sign recognition COMPASS is new, and the Highway Assist semi-autonomous driving system will come online later in the model year for Limited, Trailhawk, and High Altitude trims. It uses radar and cameras to center the Compass in and follow its lane. GRAND CHEROKEE: The 2021 Grand Cherokee L serves as a preview of the shorter, two-row 2022 Grand Cherokee SUV, which shares a design with the seven-passenger Grand Cherokee L but is a bit stubbier thanks to a shorter wheelbase and just two rows of seats. It’s also available as a plug-in hybrid 4xe. What will power the Grand Cherokee 4xe? The Wrangler 4xe’s stout hybrid powertrain is the likely suspect. Its system output comes in at 375 hp and 470 lb-ft. In broad terms the 2022 Grand Cherokee looks much like its longer Grand Cherokee L sibling, but the smaller Grand Cherokee 4xe seems to differ in a few respects. For one, there’s a charging port on the front fender. There’s also a revised C-pillar design, with the contrasting roof swooping down to almost meet the bottom of the greenhouse before its chrome trim sweeps back toward the tailgate. The sharp character line that intersects the door handles of the Grand Cherokee L remains present on the 2022 Grand Cherokee, as does the chrome trim above the rockers. The grille and headlights appear unchanged from the L, but the detailing looks slightly different on the 4xe model. GRAND WAGONEER: Jeep reintroduces the Wagoneer name as a subbrand to emphasize its upscale status as a more modern, techladen, and sophisticated vehicle relative to Jeep’s other offerings. The new SUV doesn’t have Jeep badging and doesn’t need it. Instead, the model screams “Grand Wagoneer” in bold letters on its front, back, and sides. The three-row 2022 Jeep Grand Wagoneer arrives as the largest and most luxurious offering in the model line. The Grand Wagoneer starts at $88,995. The lineup will expand to

XF F-PACE

GRAND WAGONEER

56 MOTORTREND.COM OCTOBER 2021

GRAND WAGONEER

include a new middle trim: the blacked-out Obsidian, which starts at $95,995. Opt for the top-of-the-line 2022 Jeep Grand Wagoneer Series III, and you’re looking at a starting sum of $105,995. At launch, the Grand Wagoneer will only offer one powertrain in the form of a 6.4-liter V-8 engine producing 471 hp and 455 lb-ft, backed by an eight-speed automatic transmission. The 4WD Grand Wagoneer gets an EPA-rated 13/18/15 mpg city/highway/combined. Jeep claims the approximately 6,400-pound SUV will accelerate from 0 to 60 mph in about 6.0 seconds, and it will tow almost 10,000 pounds. The Grand Wagoneer features a multilink rear and control arm front suspension setup. The Grand Wagoneer’s interior is a mix of metal, glossy black surfaces, warm wood, and supple quilted leather, with ambient lighting spilling out across the dash and onto the doors. Look for the “EST. 1963” inscribed on the instrument panel’s outer edge. The two-spoke steering wheel pays homage to the original Wagoneer’s. To maximize space, the new SUV features an aluminum rotary shifter that shares its style with the start/stop button and the buttons that adjust the air suspension’s ride height. There are 75 inches’ worth of screens available in the Grand Wagoneer, with up to four displays in front and three in the second row. There is an available touchpad-controlled safe under the split front armrest; a cooled storage bin is another option. Three drive systems are available: Quadra-Trac I for seamless all-wheel drive; Quadra-Trac II, which adds a two-speed transfer case; and Quadra-Drive II with a rear electronic limited-slip differential. The traction management system’s five settings include two for off-road modes. Although it’s not Trail Rated, the SUV has tow hooks and skidplates up front to further help it battle the elements. The Quadra-Lift air suspension has two off-road heights, which add as little as 1.0 and as much as 2.0 inches of ground clearance to the standard 8.0-inch ride height. The air suspension also lowers the Jeep by 1.6 inches to help the driver and passengers get in and RENEGADE out, while the system’s Aero mode, which also closes the Grand Wagoneer’s active grille shutters, automatically lowers the SUV by more than half an inch. RENEGADE: We anticipate the plug-in hybrid Renegade will arrive in the U.S. at some point, possibly during 2022. After all, a Renegade

WRANGLER RUBICON WITH XTREME RECON

4xe has emerged in various international markets, and the arrival of the Wrangler 4xe and Grand Cherokee 4xe models suggests the Renegade could be next in line. If not, we’ll just have to find contentment in the Renegade’s 2.4-liter four-cylinder with 180 hp. WAGONEER: For those wanting a large three-row family SUV at a lower price point from the Wagoneer subbrand, there is the all-new 2022 Jeep Wagoneer. Dropping “Grand”—and some luxury—from the hauler’s name drops the starting price by almost $30,000. The entry-level Wagoneer starts at $59,995 and comes in three trims: Series I, Series II, and Series III, with the III starting at $74,995. At launch, the Wagoneer comes equipped with a 5.7-liter V-8 boasting the next generation of the Ram 1500’s available eTorque 48-volt mild hybrid system. It generates 392 hp and 404 lb-ft, and it’s mated to an eight-speed automatic operated via rotary shifter. Let’s get this out of the way right now: There is no wood inside the 2022 Jeep Wagoneer. WAGONEER And neither Wagoneer, Grand or otherwise, offers wood trim on the outside, either. Built on a modified version of the Ram 1500’s body-on-frame architecture with independent front and rear suspension, the Wagoneer offers three transfer cases (two of which include low-range gearing); two off-road modes; and 25-degree approach, 24-degree departure, and 22-degree breakover angles, making it among the more capable full-size SUVs out there. Normal ground clearance with the standard steel coil-spring suspension is 8.0 inches. The optional air suspension raises ground clearance to up to 10.0 inches, enough to ford water up to 24 inches deep. WRANGLER: There’s an Xtreme Recon package in the works for 2022. Basically, this is the factory delivering a lot of the stuff extreme off-roaders have, until now, been paying the aftermarket for. Working from the ground up, there’s a set of 35-inch-diameter LT315/70R17 BFGoodrich KO2 All-Terrain tires mounted to 8.0-by-17.0-inch beadlock-capable wheels. (Base Rubicon models run LT285/70R17 tires.) Next, there’s a 1.5-inch factory suspension lift paired with specially tuned shock absorbers. Capping it all off is a pair of axles running an even shorter 4.56:1 ratio. An optional 4.88:1 setup is a separate stand-alone option. CARRYOVER: Cherokee, Gladiator WAGONEER

OCTOBER 2021 MOTORTREND.COM 57

2022 BUYER’S GUIDE

S-CLASS

KIA CARNIVAL: Kia’s brand-new Carnival is a minivan that wants to be an SUV. Instead of being an amalgamation of the worst parts of both genres like some other segment-bending examples in the past, the Carnival’s SUV-like duds look sharp. It replaces the old Sedona minivan and eclipses it in many ways. Cargo room is vast, at 40.2 cubic feet behind the third row and 145.1 behind the first, the best in the segment. There’s seating for up to eight, hauled by a new 3.5-liter V-6 good for 290 hp and 262 lb-ft. What you won’t find is a hybrid, plug-in hybrid, or all-wheel-drive variant; all Carnivals are front-drivers. The lack of choice is mitigated by a smooth ride, sharp looks, and good tech inside (including an optional 12.3-inch touchscreen). In addition to the ample charge ports you’d expect in a family hauler, there’s also a requisite safety suite of driver assistance features and excellent braking performance. All in all, it’s a compelling alternative to the Telluride, if AWD is less important than carry-stuff utility. EV6: Kia’s first-ever all-electric vehicle is a stunner. Sharing a platform with the equally stylish Hyundai Ioniq 5, the EV6 is a five-place crossover with up to 300 miles of range (estimated). Despite Kia’s description of it as an SUV, the low and trim EV6 very much looks like a premium hatch, a little like Jaguar’s I-Pace but even sleeker and more carlike. Sharp, bold contrasting accents and crisply defined wheel arches provide significant musculature to the profile. Up front, the look is quite European, yet enough distinctly Kia attributes come

EV6

58 MOTORTREND.COM OCTOBER 2021

through that it’s clearly identifiable as such. The full-width taillights and floating roofline are CARNIVAL contemporary touches that work very well, as do the indented areas below the taillights that suggest a wide, planted stance. It’s a remarkably attractive vehicle that highlights evolving styling language. It’s sporty and dramatic without being so brash as to be polarizing. But beyond its elegant styling is an impressive and compelling mechanical package. There will be two available battery packs—58 kWh and 77 kWh—and rear- or all-wheel drive. The small battery pack drives a single-motor powertrain with 167 hp. Opt for the larger pack, and there’s a choice between a 225-hp single-motor or 320-hp dual-motor AWD version; the latter should reach 60 mph in 5.1 seconds. Finally, there’s the powerful GT, only available with AWD and packing a 576-hp dual-motor drivetrain that can pop off a run to 60 mph in just 3.5 seconds. In ideal conditions, the 800-volt charging system can recoup 70 percent of its charge in just 18 minutes. The EV6 can do SUV things, too, within some constraints. At charge levels above 35 percent, FORTE it’ll tow up to 3,500 pounds. The upscale cabin can be trimmed with vegan leather and uses recycled plastics. Although the EV6 will go on sale in all 50 states in early 2022, the First Edition model will be a limited affair, with just 1,500 units produced. It will also feature the larger battery, AWD, and a long list of standard equipment, including a new augmented reality head-up display that projects 3-D graphics onto the windshield. All told, the EV6 will have the Ford Mustang Mach-E and the Tesla Model Y in its crosshairs, and with its bold and distinctive aesthetics and strong performance, it should be quite an all-electric throwdown. FORTE: Life comes at you fast in the compact sedan game. Just a few years ago, we gave the redesigned Kia Forte high marks for its sleek design, available manual transmission, and a relatively inexpensive 201-hp GT version. But the more recently redesigned Hyundai Elantra and Honda Civic are stunners, the former strikingly modern and the latter more elegantly restrained. This leaves the Forte to attempt to eke out a niche on value, which is easier as the compact sedan field is narrower than it was several years ago. In the positive column, the Forte still looks sporty without being as outré as the Elantra. And one of the car’s less contemporary features—the broad availability of a manual transmission—is a real

KARMA

STINGER

plus. A negative we must mention is the Forte’s miserable continuously variable transmission, which we’ve described as “noisy and poorly calibrated.” But the GT offers a dual-clutch option, which gets higher marks. And the interior overall, while now looking slightly dated, offers a responsive 8.0-inch infotainment screen, a nice addition to an otherwise attractive and functional space. STINGER: It wasn’t long ago we were worried the sporty liftback Kia Stinger wouldn’t be long for this world. But our nerves were calmed when Kia unveiled the 2022 Stinger, which has been thoughtfully improved with a variety of updates, the highlight of which is a more powerful entry-level 2.5-liter turbo I-4. This base engine makes 300 hp and 311 lb-ft, a significant improvement over the previous 2.0-liter, which only produced 255 hp and 260 lb-ft. The 3.3-liter twin-turbo V-6 gets a 3-hp bump and a better exhaust note, too. All Stingers feature an eight-speed automatic transmission, and torque-vectoring all-wheel drive is available. Prices are slightly higher (the base model is up $1,995), but there are also more standard features, like a larger 10.3-inch infotainment screen and a suite of driver assistance safety systems. Also on the 2022 menu: a new Ascot Green color, more aggressive LED headlights, larger quad exhaust tips nestled in a revised rear fascia, new wheel choices, and a new taillight design. There’s also the 2022 Stinger Scorpion Special Edition, a somewhat limited-production version that brings a tasteful rear wing, unique 19-inch wheels, and blacked-out exterior elements. This is all good news, as the Stinger is a car we love to drive. It’s a wonderful combination of sportiness and liftback practicality that is improving with age. Unfortunately, our nervousness may eventually prove out. At press time, rumors emerged that 2022 may be the Stinger’s final model year after all. MINOR UPDATES: K5, Niro, Rio, Seltos, Soul, Sportage, Telluride CARRYOVER: Sorento

GS-6

GSE-6/GS-6: Karma’s new line of GS models mimics in concept— if not execution, looks, or perceived performance—BMW’s now-defunct i3 electric hatchback. As was the BMW, the GS is available as either fully electric (GSe-6) or with a gas-fueled onboard range extender/generator (GS-6). Oh, and that range extender just so happens to be … a BMW-sourced 1.5-liter turbo three-cylinder gas engine powering a 170-kW generator. The GS-6 is cheaper, as it can rely on a smaller 28-kWh battery pack thanks to the range extender’s ability to stretch the journey to 330 miles. Fully electric GSe-6 models will be available with 85- or 105-kWh packs that offer a claimed 230 to 300-plus miles of range. Both electrified Karmas are based on the Revero, formerly known as the Fisker Karma. Confused? We get it. Think of it this way: The luxurious, high-style Fisker Karma nameplate died with that company, but the plug-in hybrid car lived on as the Revero, before receiving a third lease on life as the GS series. DISCONTINUED: Revero

LAMBORGHINI AVENTADOR: Lambo’s top model gets sent off with the Ultimae, which offers SVJ-like performance in a more understated—for Lamborghini—package. The Ultimae actually has 10 more hp than the SVJ, for a total of 770, as well as specific front- and rear-end treatments, so-called “comfort” seats, and an interior plaque. Just 350 coupes and 250 roadsters will be built before the Aventador dies, likely as the last V-12-powered Lambo sans electrification. URUS: Lamborghini’s family-friendly and cargo-capable five-passenger SUV was an instant success when it was introduced as a 2018 model, leaving little need to make big updates this early in its life cycle. Special editions, new paint colors, and new trim options cover the updates. Parking assistance and a 360-degree camera were added to the options list for the 2021 model year. CARRYOVER: Huracán URUS

OCTOBER 2021 MOTORTREND.COM 59

MITSUBISHI • NISSAN • POLESTAR • PORSCHE

DEFENDER

LAND ROVER

LEXUS

DEFENDER: The new Defender lineup gets an available supercharged V-8 engine, the same 518-hp eight-cylinder from the Range Rover and Range Rover Sport. Previously, our 2021 SUV of the Year only came with either a 296-hp turbo-four or a 395-hp turbo-six mild hybrid powertrain. When equipped with the V-8, the Defender uses the same eight-speed automatic transmission as the other powertrains, and it routes power to an updated four-wheeldrive system outfitted with a new electronic rear differential. Stiffer bushings and larger anti-roll bars are incorporated into the chassis to handle the more powerful engine. The lineup’s expansion is the other big Defender news. X-Dynamic SE and X-Dynamic HSE models join the two-door Defender 90 model range, and two new editions have been introduced, the Defender 110 XS special edition and the V8 Carpathian. New available option bundles include the Bright, Extended Bright, and Extended Black packages, and Land Rover now offers standard wireless device charging and an available 11.4-inch touchscreen infotainment display if you want something bigger than the standard 10.0-inch screen. You don’t earn SUV of the Year for being basic, and the Defender is anything but. The new version of the off-road icon bowled over our judges on every front. Its design is a breath of fresh air while it sticks close to the Defender’s soul. Its 395-hp twin-charged I-6 provides commendable grunt, the drivetrain functions seamlessly, and ride quality is exceptional on-road and off. It’s an authentic SUV that feels like one, and its lower trims are a relative steal in the segment. MINOR UPDATES: Discovery Sport, Range Rover Evoque CARRYOVER: Discovery, Range Rover, Range Rover Sport, Range Rover Velar

ES: Last redesigned in 2019, the midsize ES gets a mild refresh for 2022. The signature spindle grille gains a new mesh insert, and it’s flanked by subtly revised LED headlights. There’s an updated rear bumper, too, plus new wheels and a couple new gray paint options. Exciting. IS All three powertrain options (four-cylinder AWD, four-cylinder hybrid, and V-6) are unchanged, but the F Sport package is now available on the ES 300h in addition to the ES 250 AWD and the ES 350. In the case of the ES 350 F Sport, buyers can opt for a Dynamic Handling package, which brings an adaptive suspension, a Sport+ drive mode, and a parking assistant. All ES models get retuned brakes for more linear response. Inside, the infotainment display is closer to the driver and is now a touchscreen, which means you’re no longer reliant on the frustrating touchpad controller. It’s still there if you want it, though. The 2022 ES also gains Lexus’ latest active safety features. The automatic emergency braking system has improved collision detection, and an Intersection Turning Assist feature now prevents turning left into oncoming traffic. The adaptive cruise control has a Curve Speed Reduction feature, which slows the vehicle for sharper turns to aid smoothness, plus allegedly improved lane centering. IS: The V-8 Lexus IS is back! It’s badged IS 500 F Sport Performance— Lexus is adamant you not call it the IS F even though it shares its 472-hp 5.0-liter naturally aspirated V-8 and front-engine, rear-drive layout with the RC F coupe. ES

60 MOTORTREND.COM OCTOBER 2021

2022 BUYER’S GUIDE

The engine revs to 7,300 rpm and delivers power through an eight-speed automatic to the rear wheels only. The RC F’s available torque-vectoring rear differential is not an option. Lexus estimates the IS 500 will reach 60 mph in 4.5 seconds, but given the slightly heavier RC F will do the same sprint in 4.3, we’re willing to bet we’ll do better than the estimate. GX: The GX sees one notable improvement for 2022, but it’s not the full redesign this body-on-frame SUV needs. Instead, this year’s updates are largely infotainment related, as the big Lexus gains Apple CarPlay and Android Auto support, plus a new 10.3inch touchscreen display. Navigation, park assist, and rear-seat reminder are now standard, as are heated power-folding side mirrors. The GX also gets a Black Line Special Edition; look for dark exterior accents and trim-specific interior touches. LC: The flagship two-door gets a Bespoke Build collection of options previously exclusive to special editions, plus a few more upgrades. The Bespoke Build is based on the LC 500 Sport package and offers 20- or 21-inch wheels, an active rear wing or a fixed carbon piece, a choice of glass or carbon-fiber roofs, and customizable semi-aniline comfort seats in black Alcantara or new Bespoke Orange. The standard LC 500 coupe and convertible gain a retuned suspension, variable steering, and rear steering for improved responses. LS: The big news for the flagship sedan is the debut of a Tesla Autopilot–rivaling automated driving system dubbed Teammate. If you’re thinking Lexus and Toyota are a little late to the game on this one, you’re spot on, but this is no flimsy first effort. On the hardware side, Teammate uses lidar, short- and longrange radar, and cameras at the front; short-range radar for blind spots; and 360-degree parking cameras and ultrasonic parking LS

62 MOTORTREND.COM OCTOBER 2021

sensors around the vehicle complete its sensor suite. Compare that to Autopilot, which relies solely on front, rear, and side-facing cameras and ultrasonic sensors. Both systems deliver a 360-degree view of the car’s surroundings, but Lexus’ is of far higher fidelity. And unlike Tesla’s tech, the additional redundancy means Teammate operates at or close to peak performance during inclement weather or other hindrances to visibility. In our brief time with Teammate, it worked wonderfully as a driving partner, but you still can’t switch it on and tune out. For example, the system is capable of executing lane changes, but it will only do so if the radar senses the coast is clear and an in-car sensor detects the driver turned their head to check the blind spot. There’s also an Advanced Park function, which handles steering, accelerator, and braking inputs to park the vehicle automatically. Teammate will make its debut on the 2022 LS 500h hybrid this fall. LX: Although Lexus hasn’t yet revealed a fourth-generation LX for 2022, Toyota has shown its platform mate, the not-for-America 2022 Land Cruiser (shown below). That new SUV is more than 400 pounds lighter than its predecessor while retaining its body-on-frame architecture. We’re also assuming the new LX will feature an updated infotainment system similar to the touchscreen setup in the 2022 NX. More important, the 2022 Land Cruiser has a new engine. In place of the 5.7-liter V-8 found under the hoods of last year’s Land Cruiser and LX is a 3.5-liter twin-turbo V-6 delivering 409 hp and 479 lb-ft of torque. The new Land Cruiser engine is mated to a 10-speed automatic instead of the old eight-speed, and we expect to see the same powertrain in the next-gen LX. Pricing is likely to start around $90,000. NX: The fully redesigned NX is more powerful, more user-friendly, and more luxurious than the small luxury SUV it replaces. It’s once again 2022 TOYOTA LAND CRUISER

RX NX

LINCOLN

NAUTILUS

based heavily on the Toyota RAV4 and is roughly the same size, but it presents as altogether more substantial. As before, the NX wears the signature Lexus spindle grille and squinty headlights. The tailgate features widely spaced “L E X U S” lettering instead of the “L” logo. The NX’s cabin is completely overhauled and now features a standard 9.8-inch touchscreen or an optional 14.0-inch unit, and the old NX’s annoying touchpad-controlled infotainment system is finally gone. The displays run an all-new infotainment system with simplified menus, Google-driven maps and search functions, and native Apple Music and Amazon Music apps. Apple CarPlay and Android Auto are standard. The user experience also benefits from physical climate control and volume knobs. The 2022 NX launches with four powertrains, all of which are new to Lexus. This generates a shift in the NX’s naming structure; the old NX 300 and NX 300h monikers are dead. The 2022 NX lineup consists of the NX 250, NX 350, NX 350h hybrid, and NX 450h+ plug-in hybrid. The NX 250 uses the same 2.5-liter I-4 as the Toyota RAV4, making 203 hp and 184 lb-ft of torque; front- and all-wheel drive are available. Next up the chain is the NX 350, which gets a 2.4-liter turbocharged I-4 that isn’t shared with any Toyota product. This turbo engine pumps out 275 hp and 317 lb-ft of torque—marked improvements over last year’s turbo 2.0-liter. All-wheel drive is standard. With the two hybrid models, the NX hews closely to its RAV4 cousin. The NX 350h is, essentially, a Toyota RAV4 Hybrid with a more powerful electric motor borrowed from the larger Lexus RX 450h and its 2.5-liter gas engine tuned to run on premium fuel. Those two differences explain why the NX 350h delivers a stout 239 hp; that’s 20 more hp than in the RAV4 Hybrid. Lexus claims the NX 350h will be quicker and more efficient than its predecessor. The plug-in hybrid, dubbed NX 450h+, is mechanically similar to the RAV4 Prime. It is therefore quite powerful—302 hp—and expected to deliver the spiciest performance in the range (0–60 in an estimated 6.0 seconds). With its lithium-ion battery charged up, the NX 450h+ is estimated to travel up to 36 miles on electricity. A 3.3-kW onboard charger is included, but opting for the 6.6-kW unit drops charging times from 4.5 hours to 2.5. Lexus Safety System+ 3.0 is standard on every NX and includes blind-spot monitoring, adaptive cruise control, evasive steering assist, and road sign detection, among other things. The 2022 Lexus NX goes on sale this fall, and pricing details are forthcoming. MINOR UPDATES: RC, RX, UX

NAUTILUS: The Nautilus midsize luxury SUV received a thorough interior overhaul earlier this year, with a new dashboard and center console that adopted the midcentury-inspired look and higherquality materials of its stylish and upscale stablemates. Ford’s Sync 4 infotainment system powers an expansive 13.2-inch infotainment screen, bringing a techy vibe into the refined cabin. Drivetrain options remain the same, with a 2.0-liter turbocharged engine and a 2.7-liter twin-turbo V-6 on the menu. Paddle shifters are now reserved for examples with the hotter engine or the towing package. For 2022, a Premium package comes online (standard on the Reserve) with 18-inch machined-aluminum wheels, a power tilt/telescoping steering wheel, a universal garage door opener, and voice-activated connected navigation. The Reserve can also now be ordered with a Luxury package, which bundles a hands-free liftgate, phone-as-key functionality, and an upgraded 13-speaker Revel sound system. NAVIGATOR: The excellent Navigator comes in for a refresh for 2022, with the big, three-row luxury SUV getting updated styling inside and out and the latest technology goodies, including Lincoln’s most recent infotainment. It’s all intended to keep the ’Gator ahead of Cadillac’s Escalade, which it beat in a MotorTrend comparison test earlier this year. MINOR UPDATES: Aviator, Corsair NAUTILUS

OCTOBER 2021 MOTORTREND.COM 63

AIR

LUCID AIR: The first car from the nascent Tesla-fighting brand (founded and staffed by many ex-Tesla employees), the all-electric Air targets the Model S with similarly incredible performance and range but far more luxury. Top-line Dream models are expected to have more than 500 miles of range, a top speed cresting 200 mph, and the ability to hit 60 mph in 2.5 seconds thanks to 1,080 hp provided by dual electric motors and juice from a 113-kWh battery pack. Lesser versions (Pure, Touring, Grand Touring) make between 480 and 800 horses and travel 406 to 475 miles on a charge. Inside, the Air offers plenty of space, high-quality materials, and a set of displays designed to work together and allow information to move from screen to screen throughout the cabin. A massive glass roof lets light into every corner. GRAVITY: An SUV twist on the Air luxury sedan, the all-electric Gravity is Lucid’s second vehicle and hits streets late next year as a 2023 model. As the Tesla Model X is a tall Model S, the Gravity is a tall Air. Built on the same platform as the Air, the 1,080-hp and 113-kWh drivetrain will top the Gravity’s range, offering more than 400 miles on one charge. More affordable—though not cheap—versions will flesh out the lineup with lower power and range figures. We know the Air’s glass roof, major exterior styling elements, and luxurious interior will carry over, as well. We expect the Gravity will offer a height-adjustable suspension with enough travel to give it credible off-road performance, a key differentiator from the Model X. GRAVITY

MASERATI GRANTURISMO: Maserati’s sultry GranTurismo coupe and convertible have been discontinued but will return for 2023 completely redesigned and with gas, hybrid, and fully electric powertrain options. GRECALE: This smaller-than-Levante crossover is due by the beginning of 2022 and will share components with Alfa Romeo’s compact Stelvio SUV. Based on its attractive size and expected price point of $50K to start, the Grecale has the potential to become Maserati’s best-selling vehicle right out of the gate. It will battle sportier compact luxury SUVs such as the Porsche Macan, Mercedes-AMG GLC 43, and—yes—even the Alfa Stelvio it’s based on. Eventually there will be hybrid and even full-electric Grecales, but initially, expect good ol’ fashioned internal combustion power and all-wheel drive. MINOR UPDATES: Ghibli, Levante, Quattroporte 64 MOTORTREND.COM OCTOBER 2021

MAZDA

MX-30

MX-30: It’s no small feat when a small company unveils a new vehicle—especially when that vehicle uses an entirely new type of powertrain. The MX-30 aims to bring Mazda’s design ethos and sporty flair to the burgeoning EV space. Not to be confused with the CX-30 it shares a platform with, the MX-30 employs a 144-hp, 200-lb-ft motor to turn the front wheels. Drawing power from a 35.5-kWh lithium-ion battery, the MX-30 should be able to cover slightly more than 100 miles on a charge. That’s not much. As such, Mazda planned to offer the MX-30 with an onboard gasoline-powered range extender, essentially a small motor used to juice the battery. But not just any motor—a rotary mill like those in legendary Mazdas of yore. Don’t get too excited, though. The rotary’s power will only ever reach the battery, not the wheels. That is, if it reaches production at all. Our latest intel says Mazda has dialed back its plans to offer the MX-30 with a range extender. Whether it’s simply delayed or canceled entirely isn’t clear. Regardless, we reckon it’ll drive with the precise steering and agile handling Mazdas are known for. Likewise, a modern vision of the brand’s Kodo design language gives the MX-30 elegance compared to certain oddly styled EV competitors. Its sculpted, upscale cabin is decked out in sustainable materials like cork and textured fabric. Its suicide doors harken back to sporty Mazdas that will hopefully return—someday. Expect the MX-30 to arrive this fall. Deliveries will begin in California before commencing in other states. CARRYOVER: CX-5, CX-9, CX-30, Mazda 3, Miata DISCONTINUED: CX-3, Mazda 6 MX-30

2022 BUYER’S GUIDE

McLAREN

ARTURA

ARTURA: In terms of both price and power/performance, this new 671-hp, 531-lb-ft 3.0-liter V-6 plug-in hybrid techno tour de force slots in between the new-for-2020 GT and the 720S coupe and Spider (all of which feature 4.0-liter V-8s). The Artura gets an all-new 120-degree V-6 featuring twin turbos and direct fuel injection. A power-dense axial-flux electric motor sandwiches between the engine and the new eight-speed dual-clutch transmission, which needs no reverse gear, as the electric motor handles that task. A 7.4-kWh battery can provide up to 19 miles of pure electric motoring at speeds up to 75 mph. The powertrain compares very closely on paper with that of Ferrari’s recently revealed 296 GTB. The Artura’s carbon-fiber tub is the first to be completely designed and manufactured by McLaren, which resulted in additional weight savings. And the Artura is said to be the first vehicle to connect all of its electronic control units via twisted-pair Ethernet wiring, which lowers mass and increases data transmission speeds. Despite hybrid hardware that adds 287 pounds, McLaren claims the Artura’s curb weight undercuts that of its non-hybrid mid-engine competition, including the similarly priced and performing Ferrari F8 and Lamborghini Huracán. Special attention is paid to interior material quality and ergonomics, and the new car is said to be easier to climb in and out of—especially in tight parking spaces. The overarching aim was for the Artura to expand the supercar envelope by simultaneously improving attributes that are traditionally at odds: performance and efficiency, stability and agility, and engagement and refinement. CARRYOVER: 720S, Elva, GT DISCONTINUED: 570GT, 570S, 600LT, 620R, 765LT coupe

ARTURA

C-CLASS

The rectangular digital instrument panel stands atop a dash that rolls forward under the windshield and enhances the sense of spaciousness. As in the S-Class, the portrait-format central touchscreen flies over the dash, its silver edging streaming back into the center console’s upper surface like wingtip contrails from a climbing F-15. However, in the S-Class the console structure below the central touchscreen simply headbutts the lower dash. In the C-Class its outer edges curve left and right and run in an unbroken line to each corner of the cabin. Code-named W206, the 2022 C-Class sedan is built on an evolution of the outgoing W205’s platform. The wheelbase is an inch longer, and much of that has gone into improving rear legroom. Overall length increases by 2.6 inches, and width by 0.4 inch. One measurement shrinks, however: The roofline is 0.4 inch lower. Sharing the same bore diameter and bore centers, the M254 is basically the 3.0-liter M256 inline-six used in the E 450, with two cylinders lopped off. It also gets the 48-volt integrated startergenerator setup, with its 20-hp EQ Boost and coasting functions. The engine makes 255 horsepower and 295 lb-ft. Driving through Mercedes-Benz’s smooth nine-speed automatic, it delivers a claimed 0–60 acceleration time of 6.0 seconds. On the road, the impressive ride comfort and readily apparent road noise suppression makes the new C-Class feel much more like its luxurious big brother than any compact Mercedes sedan has since the original 190E, though we should note all the test cars present for the model’s media launch were fitted with the adaptive suspension, which is an option in Europe. What’s nice about this new C-Class is the complete C-CLASS absence of rambunctiousness; you can hustle it down a rough and ready country road at a surprising pace, yet it always feels calm and controlled. The 2022 C-Class—roomier than its popular predecessor and with style, technology, and manners influenced so much by the car that defines the Mercedes brand—looks set to follow in its wheel tracks. EQS-CLASS: The Mercedes-EQ all-electric subbrand is finally ready to make its grand debut with the reveal of its flagship model, the 2022 EQS. The S-Class of the EQ lineup, it’s aimed squarely at the Tesla Model S in size and range but is loaded with far more luxury features, running the gamut from the dashboard-spanning “Hyperscreen” to the rejuvenating nap mode. C-CLASS

MERCEDES-BENZ C-CLASS: The 2022 C-Class is a sedan that, in base form, will retail in the U.S. for about the same money as a mainstream Ford F-150 XLT SuperCrew, but with an interior that looks like Mercedes lifted it straight out of the three-pointed star’s flagship sedan, the S-Class. And there’s S-Class function inside this new C-Class, too. Inside, you’ll find the same dazzlingly effective updated MBUX user interface system that made its debut in the S-Class last year, and it offers much the same level of functionality. No, you don’t get the trick 3-D digital instrument panel or the augmented reality head-up display, which are the S-Class’ main party tricks. But you do get pretty much everything else. In terms of its ambiance and touchable technology, the 2022 C-Class interior makes the cabins of BMW’s 3 Series range and even Audi’s A4 look and feel like downmarket items.

2022 BUYER’S GUIDE

EQS

There’s something different about the look of the EQS, and the industry term you’re searching for is “cab forward.” Traditional Mercedes sedans have long hoods and set-back windshields, owing in part to their combustion engines and rear-drive layouts. The EQS has a short, stubby hood and a windshield that nearly reaches the front wheels. More common in front-drive cars, this design provides more interior space for the passengers, and with no engine to worry about, passenger room and comfort were Mercedes’ top priorities. It also makes the car look like a supersized and electrified Lincoln MKZ. This shape, along with 19-inch wheels (not offered in the U.S.) and power-retracting door handles, allowed the aerodynamics team to get a 0.20 drag coefficient, which Mercedes claims beats both the Lucid Air and Tesla Model S for slipperiest in the world. If you don’t really care about that, wheel sizes range from 20 to 22 inches. The base EQS 450+ will be rear drive, powered by a single rear-mounted permanently excited synchronous electric motor. The more powerful EQS 580 4Matic will have standard all-wheel drive, provided by front- and rear-mounted motors. The 450+ model is rated at 329 hp and 406 lb-ft, while the 580 makes a combined 516 hp and 611 lb-ft and will hit 60 mph in 4.3 seconds. America’s stricter EPA test cycle will likely knock the overall driving range number down below 400 miles, especially because we don’t get the 19-inch wheel option necessary to achieve maximum range. The car rides on a standard air suspension with electronically adaptive dampers and will not offer Mercedes’ E-Active Body Control system. Rear steering is also standard, making the car more maneuverable and shrinking the turning circle to just 35.7 feet— roughly the same as a Honda Civic. Inside, the so-called Hyperscreen—a 56-inch-wide concave glass panel with three integrated OLED screens making up the entire dashboard—is a showstopper. The massive panel is impressive, especially the way it curves out at the bottom. The seamless look nearly works, though if you look closely, you can still make out the edges of the three individual screens. Because it’s so massive, the top of the dashboard is surprisingly high and gives the car a bit of the Camaro’s gun-slit-windows feel. Once the 2022 EQS goes on sale in the U.S., pricing will likely start at just more than $100,000. GLS

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GLS-CLASS: The Mercedes of large luxury SUVs finally made good on that status with the GLS’ latest generation. The MercedesMaybach GLS 600 elevates the model to new heights; this is the one to consider if the Bentley Bentayga and Range Rover SVAutobiography are also on your short list. Prices start at just more than $160,000 for that 550-hp V-8 model. That version is offered in four- and five-seat configurations only; if you want a full three rows, try the 362-hp I-6 GLS 450, 483-hp V-8 GLS 580, or full-insanity 603-hp GLS 63 AMG model. Just a couple years after launching in the 2020 model year, the GLS is due for some freshening for the 2022 or 2023 model year. Will it go full-touchscreen like the C- and S-Class sedans? We’re not so sure, but we’d welcome an update to an infotainment system we once described as infuriating. New trim and color options will probably be part of the picture, and we hope Mercedes makes further refinements to the tuning on the GLS 580’s transmission, too. Oh, and if you want the ultimate in bragging rights for a Mercedes SUV and aren’t interested in the iconic G-Class, we wouldn’t be surprised to see the 2022 Mercedes-Maybach S 680’s V-12 make its way to the GLS. In the S-Class, that 12-cylinder engine is good for 621 hp and 738 lb-ft. S-CLASS: Technological innovation has long been a hallmark of the Mercedes-Benz S-Class, and although the company has long said the S-Class previews technology that will be commonplace in 6–10 years, the notion has never been more true than it is with the S 580. Your awareness of the S-Class’ tech begins the moment you enter the car. The next-generation MBUX infotainment system recognizes you via several available methods, including facial scan, voiceprint, fingerprint, or typed PIN, and then applies all your vehicle presets. Additionally, working with the Mercedes Me app on your phone, it can access your contacts, calendar, and more through the voice-activated digital assistant, and then integrate them into the infotainment system. The car learns your routine so it can suggest common destinations and regularly scheduled meetings you call into. If you don’t have any meetings, the system will load your personal sound profile and provide the balance of high/low frequencies you prefer, along with the precise amount of seat-shaking bass enhancement you like. In our instrumented testing, the 496-hp S 580 kept pace with the last twin-turbo V-12 Mercedes-AMG S 65 we tested back in 2015. Thanks in part to its standard all-wheel drive, the S 580 hit 60 mph from a stop in the same 4.0 seconds as the old 12-cylinder car despite a deficit of 125 hp and 222 lb-ft. GLS

S-CLASS

You feel the suspension tech as immediately as you do the power. Standard air springs manage impacts and body movements so well, it’s difficult to justify waiting for the optional E-ABC hydraulic suspension coming for 2022. The optional rear steering is a positive factor in the car’s nimbleness, too. In a world where it’s increasingly difficult to define the luxury experience in an automobile, the S-Class proves the industry still has leaders, and this car is one of them. SL-CLASS: As Mercedes looks to consolidate its surprisingly expansive lineup of two-doors, the legendary SL nameplate is going nowhere. Actually, that’s not entirely true, as the upcoming model has been completely designed by AMG. Using a fresh version of the AMG GT chassis with lots of strong but lightweight materials, the 2022 SL will make its return as a 2+2, unlike the current two-seater. We especially look forward to driving what we expect to be called the SL 53, running a version of the automaker’s mild hybrid turbo I-6. It’s a great powertrain. If that engine delivers insufficient oomph, consider a hybrid model that starts with a twin-turbo V-8. A version of the S 580’s 496-hp V-8 may also be offered. Let’s be realistic, though: For many buyers, the new SL will function as a tech-heavy boulevard cruiser with AMG credentials. And that’s where we’re most eager to see the real thing, as we haven’t always been fans of the outgoing SL’s design. MINOR UPDATES: CLS-Class, GT 4-Door Coupe CARRYOVER: A-Class, CLA-Class, E-Class, G-Class, GLA-Class, GLB-Class, GLC-Class, GLC-Class Coupe, GLE-Class, GLE-Class Coupe, GT, Metris, Sprinter SL

MITSUBISHI

ECLIPSE CROSS

ECLIPSE CROSS: After skipping the 2021 model year, the Eclipse Cross returns with more butt, more space, and revised interior materials. The biggest change is found out back, where the tailgate ditches the controversial fixed light bar that ran across the rear window and gave the old SUV’s back end a rather ungainly stepped look. The new conventional tailgate is easier on the eyes and easier to see out of, a smoothed design complementing the slightly revised front fascia featuring new darkened trim. Mitsubishi added 5.5 inches to the Eclipse Cross’ total length via the new front and rear bumpers, and the tailgate helped add 0.8 cubic foot of cargo capacity behind the second row and 1.2 cubes more with the second row folded, for totals of 23.4 and 50.1, respectively. Interestingly, Mitsubishi says bulky items should fit better thanks to an 11 percent increase in floor area. Buyers now have the choice of new contrasting gray upholstery, as opposed to the old model’s black-only cabin. The standard 7.0-inch and optional 8.0-inch infotainment screens aren’t new but are positioned closer to the driver. They ditch the cumbersome touchpad controls on the center console for complete touchscreen operation and a set of traditional volume and tuning knobs. Mechanically, the model is mostly untouched, aside from a moderately reworked suspension setup. Larger shock shafts are present, and bounce/rebound settings are modified to work in conjunction with a more rigid rear crossmember piece. Power? Well, it has some. The same 1.5-liter turbo-four carries over from the 2020 model year, good for 152 hp and a thick-ish 184 lb-ft through a continuously variable transmission. All this resplendence is yours for $24,590–$30,190. OUTLANDER: If we handed out awards for the biggest glow-up each year, the new 2022 Outlander would take home the gold this time around. With its all-new platform shared with alliance

MINI HARDTOP, COOPER SE, CONVERTIBLE: The core Mini lineup receives a fresh face for 2022. A new body-color grille insert lends the nose a mouthy appearance—Mini designers left a contrasting-color ring around the insert—and the foglamps are gone. Thin new intake elements sprout from each front corner, and all Hardtops (two- and four-door models) and the convertible receive new rear bumpers. The electric Cooper SE lacks the new rear bumper and also ditches most of its yellow-colored exterior trim. Every core Mini gets a digital gauge cluster, an 8.8-inch touchscreen, and a new steering wheel design standard. MINOR UPDATES: Clubman CARRYOVER: Countryman

ECLIPSE CROSS

MINI

OCTOBER 2021 MOTORTREND.COM 67

2022 BUYER’S GUIDE

NISSAN

OUTLANDER

partner Nissan’s new Rogue, we cannot overstate just how much of an improvement—inside and out—the redesigned Outlander is compared to the outgoing SUV. Visually, you might not think much has changed, however. It’s still a rolling Gillette razor from the front, but the Rogue’s bones give the Outlander a stocky exterior stance that’s just on the right side of macho-ish. The interior provides the biggest mind-melt: Nissan’s architecture yanks the Outlander a good 15 years forward in design and materials when lined up next to the old SUV. Smart interior trim and mainstream-matching infotainment tech is stuff we expect to find inside Toyotas and Subarus, not something wearing the triple-diamond up front. An interesting point of note is that the new Outlander arrives only in three-row configuration. Don’t get too excited; even more so than other midsize three-rows, that ancillary set of seats is reserved exclusively for kiddos, and small ones at that. Regardless, you won’t be in a hurry to hustle around a full house. The sole powertrain offered at launch is the Nissan-sourced 2.5-liter naturally aspirated four-cylinder with just 181 horsepower and 181 lb-ft. Match that to the standard CVT, and you have the formula for an 8.6-second 0–60 sprint. Not horrendous, but check back in after you fill those empty seats. This makeover isn’t going to snap your wallet, either—prices start at $26,990 for the front-wheel-drive Outlander and sprout to $36,540 for a maxed-out AWD example. Not bad when the average price of a new car is almost $40,000. CARRYOVER: Mirage, Outlander PHEV, Outlander Sport

FRONTIER

ALTIMA: A new Midnight Edition package for the Altima SR blacks out the wheels, grille, and more. ARIYA: After years peddling the affordable electric Leaf hatchback, the 2022 Nissan Ariya SUV represents ALTIMA the automaker’s boldest step yet toward an electric future. And it could help attract more first-time electric car buyers. The Ariya rides on Nissan’s new EV platform slated for use in a number of future vehicles. Range should be competitive at up to 300 miles on a full charge. The single-motor variant makes 215 hp and 221 lb-ft of torque, but the dual-motor version is good for 389 hp and 443 lb-ft of torque. A 12.3-inch instrument cluster screen and 12.3-inch infotainment screen make clear this is no entry-level product. Wood trim, 19- or 20-inch wheels, and ambient lighting also help increase the premium feel. Nissan says to expect a base price of about $40,000. Even though that’s many thousands above the base Leaf, the Ariya’s sticker is competitive with rivals such as the Volkswagen ID4. FRONTIER: The new Frontier is finally here to replace a truck that had been on sale in more or less the same form since 2004. With its square fenders, upright mug, and blocky styling, the 2022 Frontier looks modern and rugged, and its 310-hp 3.8-liter V-6 ought to back up the styling. Nissan’s updates are more than just surface level, and the latest Frontier benefits from a thoroughly redesigned cabin, which is more stylish and tech-laden. It features a 7.0-inch gauge cluster display and an 8.0-inch touchscreen infotainment system that’s both Android Auto and Apple CarPlay compatible. An even larger 9.0-inch infotainment setup is optional, as are safety and convenience items such as a wireless phone charger, adaptive cruise control, blind-spot monitoring, automatic highbeam headlights, and automatic forward and rear emergency braking. Nissan also fits the 2022 Frontier with hydraulic cab mounts, extra sound insulation, a reworked rear carpet structure, and acoustic laminated glass on the front doors as a means of further suppressing road vibrations and keeping exterior noises from entering the truck’s cabin. The previous-gen Frontier was notably lacking in driver assistance and active safety features, but that changes for 2022. Forward collision warning is now standard, and Nissan’s Safety ARIYA

68 MOTORTREND.COM OCTOBER 2021

PATHFINDER

Shield 360 suite is available on all trims. The package includes automatic emergency braking with pedestrian detection, blindspot monitoring, rear cross-traffic alert, lane departure warning, automatic high-beams, and rear automatic braking. MURANO: Following in the footsteps of other Nissan models, including the Frontier and Armada, the Murano gains a Midnight Edition package for the SV. The SV trim also adds heated faux leather seats. However, these changes aren’t enough to improve the Murano’s appeal, which is hindered by aging mechanicals and a dated infotainment system. PATHFINDER: To be honest, the 2013–2020 Nissan Pathfinder lost us. Its jarringly abrupt transition from a burly, square-jawed, broad-shouldered, rear-drive-truck-based bushwhacker to a kinder, gentler, lozenge-shaped, FWD-car-based soft-roader prompted us to dub it the “Mallfinder.” The 2022 Nissan Pathfinder doesn’t return to a truck frame or V-8 power, and there’s no lift kit to restore the R51 generation’s ground clearance. But Nissan has squared up the styling, ditched the continuously variable transmission for a proper nine-speed planetary-gear transmission, and applied a decade’s worth of technical know-how to the AWD system. The new nine-speed automatic has a 55 percent broader gear ratio spread than the former Xtronic CVT. The shorter first gear provides 38 percent more leverage to the torque acting on the wheels. By keeping the overall top-gear MURANO ratio close to the CVT’s and adding auto stop/start, the 2022 Pathfinder’s fuel economy mostly improves, with AWD models gaining a single mpg in city and combined ratings. But wider tires and bodywork add frontal area, lowering highway economy by a single mpg on front-drive and Platinum AWD models. Should you venture off the beaten path, the 2022 Pathfinder finally provides one of those de rigueur dial-a-terrain knobs. And the mechanism that engages drive to the rear wheels is also improved. A 2022 Pathfinder we tested scaled slippery grades Z PROTO

with relative ease in both Sand and Mud/Rut modes, allowing the brakes to sort out side-to-side slippage. This butch new Pathfinder scores a win with families thanks to its passenger- and cargo-carrying details. Got kids in car seats? Wider-opening rear doors with handles for proximity-key unlocking makes loading them a breeze, and new second-row captain’s chairs (available on all but the base S grade) feature an electric release that lifts and tilts the entire chair forward—even with an empty child seat mounted—providing a 10-inch-wide opening at the floor for easy entry to the third row. And that third row is now wide enough to fit three preteens comfortably enough to expect them to sit there while their booster-seated sibs hog the middle-row thrones. Z: Nissan is overhauling the iconic Z sports car with a new design that pays homage to both the Datsun 240Z and the Nissan 300ZX. The new model’s structure is similar to the current 370Z’s, but expect it to pack a 400-hp 3.0-liter twin-turbo V-6. Inside the cabin, it receives a digital gauge cluster and six-speed manual, though an automatic will be an option. MINOR UPDATES: GT-R, Leaf, Rogue, Titan, Titan XD CARRYOVER: Armada, Kicks, Maxima, Rogue Sport, Versa DISCONTINUED: NV, NV200

POLESTAR 2: With the Polestar 1 gliding into the sunset, the 2 enters the 2022 model year as the brand’s only car. (An SUV and a halo model are coming in the next couple years.) The 2 isn’t standing pat, however, adding a midrange AWD version and an entry-level FWD-only model. The Polestar 2 isn’t quite the Tesla Model 3 rival we anticipated; it’s better to drive, and some might say it’s better to look at, but the 2 falls short on range. The FWD model slightly corrects that imbalance, with a maximum range of 260 miles, but it still falls well short of the Model 3 Long Range, which delivers 353 miles on a full charge. The 2 also sees some new option packages: The Plus bundles upgraded audio, a glass roof, vegan upholstery, and a mechanical heat pump, while the dual-motor-exclusive Performance pack adds adjustable Öhlins dampers, Brembo brakes, and racier wheels and tires. Finally, the Pilot package includes LED headlamps, Pilot Assist driving tech, a 360-degree camera, adaptive cruise, and more. DISCONTINUED: Polestar 1

OCTOBER 2021 MOTORTREND.COM 69

2022 BUYER’S GUIDE

TAYCAN CROSS TURISMO

PORSCHE CAYENNE: The most exciting change for Porsche going into 2022 is the addition of the Cayenne Turbo GT Coupe model. This mega-SUV splits the difference between Porsche’s track-focused GT and touring-oriented Turbo cars. It receives a 631-hp version of Porsche’s twin-turbo V-8 engine and sends 626 lb-ft of torque to all four wheels via an even quicker eight-speed transmission than what’s found in other Cayenne models. To help keep things cool during highperformance driving, Porsche equipped the Cayenne Turbo GT with a water-cooled transfer case. Every available suspension system is standard on the Cayenne Turbo GT, including a three-chamber air suspension and active roll stabilization. It also boasts carbon-ceramic brakes, torque vectoring, rear-axle steering, bespoke tires, a unique front axle, and Porsche’s highest-spec Performance Traction Management and power steering systems. Exterior differences include a GT-specific front spoiler and other bodywork to provide better aerodynamics for gobbling up racetracks. The rear spoiler is extended and has a Gurney flap to eke out even more downforce at speed. Porsche took some measures CAYENNE TURBO GT COUPE to make the Cayenne Turbo Coupe lighter, too, including a carbon-fiber roof. Finally, the Neodyme (Porsche for copper) wheels guarantee this vehicle stands out from standard traffic. The interior isn’t wildly different from those of other Cayenne models, but it has seats with a Turbo GT–specific sew pattern, Alcantara, and contrast stitching and seat belts. It also gets the most recent version of Porsche’s PCM infotainment system. The Cayenne Turbo GT arrives in the U.S. in early 2022. MACAN: Porsche’s best-selling SUV—and best-selling model overall—receives some significant changes for the 2022 model year. Porsche overhauled the exterior to make the Macan look wider and distinct from its previous version, and it added seven new wheels along with new paint colors. The range-topping Macan GTS comes with 21-inch RS Spyder Design wheels in satin black, Porsche Sport Design side skirts, clear LED taillights, and a sport exhaust with black tailpipes. CAYENNE TURBO GT COUPE

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All 2022 Macans come standard with a seven-speed dualclutch PDK transmission and more powerful engines. The base engine is a 2.0-liter turbocharged four-cylinder with 261 hp and 295 lb-ft, an increase of 13 hp and 22 lb-ft. Macan S models now boast the 2.9-liter twin-turbo V-6 from the outgoing Macan GTS; the engine makes 375 hp and 383 lb-ft of torque. The new Macan S also comes standard with Porsche Active Suspension Management. The Macan GTS carries a 434-hp, 406-lb-ft version of the same engine, used previously in the Macan Turbo. Additionally, the GTS features Porsche Surface Coated Brakes with red calipers, plus an adaptive air suspension with a 0.4-inch-lower ride height. The suspension is also up to 15 percent stiffer than before, with retuned shocks Porsche says provide a wider range of comfort and performance, dependent upon settings. GTS models are also available with a new Sport package, which bundles the Sport Chrono package, Porsche Torque Vectoring Plus, 18-way Adaptive Sport Seats, Sport Design mirrors with mirror caps painted in high-gloss black, satin black front and rear fascias and side skirts, and 21-inch GT Design wheels. As part of the Sport package, the interior also features some unique trim elements. Speaking of the interior, all Macans get a new center console design with haptic touch elements and a larger storage compartment, plus a shorter gear selection lever. New GT Sport steering wheels adopted from the 911 are also available. Updated 2022 Macan models arrive in early 2022, with a starting price of $56,250. Macan GTS and S versions should arrive next spring; the GTS starts at $81,250, and the S at $66,750. TAYCAN: The Taycan EV hit the scene for the 2020 model year, and it already received some updates for 2021. A new entry-level single-motor version arrived alongside a more affordable version of the Taycan 4S that carries a smaller battery. New colors and interior choices also arrived, as did an optional head-up display. Porsche offers other high-tech features, such as a GPS-linked air suspension system and available over-the-air updates. Porsche also updated its public charging system for a better living experience. Now, a stunning wagon variant—the Taycan Cross Turismo—is on the way for 2022. This version of Porsche’s EV features additional ground clearance and cargo space, thanks to its raised suspension coupled with a longer roof and a hatchback. MINOR UPDATES: 718 Boxster/Cayman, 911, Panamera MACAN

2022 BUYER’S GUIDE

RAM 1500: Our top-ranked full-size truck is largely unchanged overall, but Ram plays to type by introducing a few special models for 2022. The G/T is based on the Laramie or Rebel, and it brings a new exhaust, a cold-air intake, a new hood, G/T logos inside, and a few other goodies. It’s available only with the mild hybrid eTorque V-8. The Limited 10th Anniversary is a limited Limited that honors the Limited’s decade in existence; it can be had with the eTorque V-8 or EcoDiesel V-6. They’re all blue crew cabs with a blue and gray interior and come packed with even nicer materials inside, celebratory badging, and a few other options as standard. There’s also the two-tone BackCountry edition available to buyers of the Big Horn and Lone Star trims; it adds off-road equipment like all-terrain tires, skidplates, a rear electronic-locking axle, beefier shocks, hill descent control, black trim, all-weather floormats, and several bed-centric add-ons. If we were betting folks, we’d assume Ram isn’t done rolling out the special 1500s for 2022, and we might even put some chips on the burly, 702-hp TRX getting similar love, too. 2500/3500 HD: We expect Ram’s largest, toughest trucks to adopt the latest Uconnect infotainment system, and there surely will be a special edition or two to celebrate America, Texas, precious metals, livestock, or maybe all of that at once—as mentioned, it’s what Ram does. MINOR UPDATES: ProMaster, ProMaster City 2500

RIVIAN R1S: Rivian’s electric SUV goes into production in early 2022 using the same skateboard architecture as the R1T pickup. It’s offered in two-row, five-passenger or three-row, seven-seat configurations and, as do most EVs now, has a front trunk to stow additional gear. Rivian hopes you’ll put that area to use, as its SUV is designed for adventure, with 14.5 inches of ground clearance and a maximum towing capacity of 7,700 pounds. Like the R1T, the first R1S deliveries will have a midlevel battery pack and at least 300 miles of range. Smaller (230-mile) and larger (400mile) packs will come later. Depending on the battery pack, the R1S has up to 800 hp and 900 lb-ft of torque from motors at each wheel.

1500 TRX

R1T

The initial (sold out) Launch Edition with the Adventure package starts at $77,500 before the as-yet unannounced destination charge—$2,000 more than the R1T Launch Edition. Next year, lower-end R1S models with the Explorer package will be available for a starting price of $70,000, again before destination. R1T: The 2022 Rivian R1T is now in production. The five-passenger electric pickup truck has a 4.5-foot bed, an 11.0-cubic-foot front trunk, 14.9 inches of ground clearance, and a standard onboard air compressor. Rivian’s truck is designed to be as capable off-road as it is on, and its striking styling, quick acceleration, and tweener size that straddles mid- and full-size trucks are its calling cards. Its batteries are located under the passenger compartment, and it features inboard motors powering each wheel. Three battery choices—105, 135, or 180 kWh— provide 835 hp and 910 lb-ft of torque and 250–400 miles of range on a single charge. The R1T can tow a max of 11,000 pounds, while payload tops out at 1,760 pounds. An 11.6-cubic-foot storage tunnel is located between the bed and passenger compartment, and the spare-tire well offers another 7.0 cubes of trunk space for 68.0 cubic feet of total cargo capacity. The cabin features a large digital gauge cluster, a big center touchscreen, recycled materials, vegan leather upholstery, and a glass panoramic roof. A removable roof option is coming in mid-2022. The R1T Launch Edition is sold out, too, but Explore and Adventure versions will roll out in early 2022. The Explore models, which have 300 miles of range, will start around $70,000, while buyers can pay an extra $10,000 for the Max pack to get more than 400 miles of range. Timing for the 250-mile R1T has not been announced. Rivian Adventure Gear accessories include a camp kitchen that slides into the central tunnel, and roof crossbars for a tent or bike racks. R1S, R1T

72 MOTORTREND.COM OCTOBER 2021

ROLLS-ROYCE MINOR UPDATES: Cullinan CARRYOVER: Dawn, Ghost, Phantom, Wraith

CULLINAN

FORESTER

SUBARU

BRZ

BRZ: All-new for the 2022 model year, the Subaru BRZ returns to give enthusiasts even more thrills. Subaru’s only vehicle without all-wheel drive is once again a joint design/development effort with Toyota, and it’s twinned with a new 86 sports car. A fresh 2.4-liter flat-four makes 228 horsepower and 184 lb-ft of torque, increases of 23 hp and 28 lb-ft over the old 2.0-liter when paired with the manual transmission. (Those deltas grow to 28 ponies and 33 lb-ft with an automatic transmission.) The new BRZ’s underpinnings promise better dynamic capabilities and responsiveness. Engineers increased torsional rigidity by 50 percent compared to the outgoing model and also lowered its center of gravity. The new BRZ’s length grows by 1.2 inches, its wheelbase increases by 0.2 inch, and its curb weight increases by 17 to 41 pounds, meaning the 2022 model remains a small, lithe car. The interior maintains the horizontal aesthetic of the prior model but embraces a more modern design. This includes the integration of a larger 8.0-inch touchscreen infotainment display that’s compatible with Apple CarPlay and Android Auto, as well as a 7.0-inch digital gauge cluster with a center-mounted tachometer. FORESTER: It’s been more than three years since Subaru rolled out its current Forester SUV, and thus a revised model will arrive soon. Indeed, the Japan-market 2022 Subaru Forester has broken cover, and its changes preview what we’ll see in America. This refresh is on the mild side, with new, squarer headlights, more angular LED running lamps, and a larger grille. Other than minor changes to the taillight internals, the 2022 Forester’s rear end is untouched. New wheel designs and fresh detailing on the plastic rocker panel covers are the only other notable updates, along with a trio of new paint colors—one of which appears to already be available here in the U.S. Currently, the Forester is available with a 182-hp 2.5-liter flat-four engine mated to a CVT that sends all the power to all four wheels, and that’s unlikely to change. OUTBACK: The new Wilderness model is the most rugged and capable Outback to date, and it’s the first of a new subbrand for Subaru. Wilderness models target the growing overlanding and off-road community, making it easier to head to camp straight from the factory. The Outback Wilderness receives a 0.8-inch suspension lift, which raises the SUV/wagon’s ground clearance to 9.5 inches, and it rides on 17-inch black wheels wrapped with meatier Yokohama Geolandar all-terrain tires to help traverse treacherous terrain. All models also get a full-size spare tire mounted under the cargo area. In case that’s not OUTBACK WILDERNESS enough, the Outback Wilderness comes standard with a front skidplate, but Subaru will offer three other plates—a larger one in the front, one to protect the central underbody, and one for the gas tank—as dealerinstalled options. The Outback’s available 2.4-liter turbocharged

WRX

four-cylinder engine is the only choice for Wilderness buyers. It makes the same 260 hp and 277 lb-ft of torque here as in other Outback applications, though the CVT it pairs with spins a final drive ratio of 4.44:1 instead of lesser variants’ 4.11:1. Other Outback models remain unchanged for 2022. WRX/WRX STI: All-new WRX and WRX STI models are set to arrive for 2022. The new cars will be even more capable hot compacts that will compete against players like the VW Golf GTI and R, Honda Civic Si and Type R, and the Hyundai Veloster N. Expect the rally-inspired cars to continue to please enthusiasts with plenty of power, six-speed manual transmissions, and raucous exhaust notes. CARRYOVER: Ascent, Crosstrek, Impreza, Legacy OUTBACK WILDERNESS

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2022 BUYER’S GUIDE

CYBERTRUCK

TESLA CYBERTRUCK: Tesla continues to promise its cyberpunk-inspired electric pickup truck will start production late this year. The lineup includes single-, dual-, and tri-motor setups, though just the latter two will be available at launch. Zero to 60 mph is promised in as quick as 2.9 seconds, max towing runs from 7,500 to 14,000 pounds, and range is said to span from 250 to 500 miles. Pricing has been said to start at roughly $40,000, right in the range of Ford’s F-150 Lightning EV. We doubt they’ll be cross-shopped much: Think of the Tesla as the punk rock alternative to the more mainstream Lightning. MODEL S: What’s faster than Ludicrous? The Model S Plaid is not only the quickest, most powerful Tesla we’ve ever tested, but it’s also the quickest, most powerful production vehicle we’ve ever tested. Output from its three-motor powertrain is MODEL S an astounding 1,020 hp and 1,050 lb-ft of torque, and it has a claimed 200-mph top speed, too. (Check out our first test on page 22.) Going Plaid isn’t the only update, though. All versions receive enhanced battery packs with improved cooling and slightly quicker charging, and the air suspension is revised, as well. Inside, the standard yoke steering device—a conventional wheel is no longer available—is stealing headlines, but every part except the seat riser covers is entirely new. The 17.0-inch infotainment display is now

TOYOTA 4RUNNER: Introduced way back in 2010, the fourth-generation 4Runner now has standard LED headlights, high-beams, and foglights. The TRD Sport arrives with body-color trim, 20-inch wheels, street-focused tires, and the Limited’s fancy cross-linked suspension. 86: Toyota’s affordable sports car is fully redesigned for 2022, as is its mechanical twin, the Subaru BRZ. It retains the first gen’s 2+2 seating layout, rear-drive proportions, and compact dimensions. There’s a new engine, too: a 2.4-liter flat-four sourced from Subaru putting out 228 hp and 184 lb-ft of torque, up 23 horses and 28 lb-ft from the outgoing model. Toyota says the new model can run from 0 to 60 mph in 6.1 seconds with the six-speed manual and 6.6 seconds with the automatic. Opting for the six-speed auto yields Subaru’s EyeSight active safety features—emergency braking, adaptive cruise control, and more—but we’d still go for the stick. 74 MOTORTREND.COM OCTOBER 2021

MODEL X

landscape-oriented like those in the Model 3 and Model Y, and a more powerful processor runs freshly revised infotainment software and enables the system to run console-level video games. There’s also an improved 12.3-inch digital instrument cluster and a rearseat infotainment display so passengers can stream content from Netflix, Hulu, YouTube, and Twitch. MODEL X: The Model X SUV received most of the same changes as the Model S. It, too, gains a tri-motor Plaid variant, though 0–60 mph comes in an estimated 2.5 seconds, and top speed is limited to 163 mph. MINOR UPDATES: Model 3, Model Y

GR 86 4RUNNER

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COROLLA CROSS

Prices will start around $30,000, low enough to avoid cannibalizing the four-cylinder Supra. COROLLA CROSS: The 2022 Corolla Cross SUV bridges the gap between the subcompact C-HR and the compact RAV4. Unlike the front-drive C-HR, though, the Corolla Cross has available COROLLA CROSS all-wheel drive. Also unlike the C-HR, the Corolla Cross looks relatively mainstream, drawing on the RAV4’s looks. Black plastic cladding ensures it’s not mistaken for anything other than an SUV, and the front fascia adds some toughness via canted, angry-looking headlamps and the way in which the bumper flares to meet the wheel arches. The Corolla Cross is available in L, LE, and XLE spec, and all share the Corolla sedan’s general interior design. A floating center console houses 7.0- or 8.0-inch touchscreens and HVAC controls, while a small space below accommodates daily detritus. All models come with Apple CarPlay and Android Auto, and the LE and XLE add wireless charging. Higher trims also get a 7.0-inch digital instrument cluster. Interior space should be plenty for five passengers, and the cargo area is one of the roomiest in the segment. The L model gets rental-fleet-spec 17-inch steel wheels and hubcaps, whereas the LE and XLE get 18-inch aluminum wheels. Other options include a powered sunroof, dual-zone automatic climate control, leatherette seats, heated front seats, and a 10-way power-adjustable driver’s seat with lumbar support. As you might expect, the Corolla Cross also shares some mechanicals with its namesake compact car. The Corolla’s optional 2.0-liter MIRAI

76 MOTORTREND.COM OCTOBER 2021

l-4 is standard in the Corolla Cross, delivering the same 169 hp in the SUV. It mates exclusively to a CVT. A hybrid powertrain will arrive next year. AWD versions also get an independent rear suspension as opposed to the torsion-beam setup of front-drive models. The 1,500-pound towing capacity isn’t much, but it’ll tow a Jet Ski or an Aliner pop-up camper. The Corolla Cross’ available AWD allows it to properly compete against popular, similarly sized SUVs such as the Honda HR-V, Kia Seltos, and Subaru Crosstrek. Toyota estimates AWD-equipped Corolla Cross models will return up to 30 mpg combined; front-drive variants should get 32 mpg combined. Toyota Safety Sense 2.0 is fitted to all Corolla Crosses. This includes adaptive cruise control, lane keep assist, automatic emergency braking, and more. The LE and XLE add blind-spot monitoring with rear cross-traffic alert, onto which the XLE then stacks rear parking assist and automatic rear braking. Look for this small SUV to start at about $23,000. MIRAI: Toyota introduced an all-new second-generation Mirai for the 2021 model year, now riding on a larger RWD platform shared with the Lexus LS. The Mirai is Toyota’s only hydrogen-powered electric vehicle, and due to the lack of widespread hydrogen infrastructure, it is only available in Los Angeles and San Francisco. It’s worlds better than the frankly hideous car it replaced, and it offers a smooth and comfortable ride and superior performance. SIENNA: Toyota’s minivan adds the Woodland Special Edition, which targets minivan drivers’ adventurous side. The Woodland comes with AWD (which can send up to 80 percent of system torque to the rear wheels) and a very slight increase in ground clearance, plus roof rails with crossbars. Buyers also get dark exterior accents, a tow hitch, upgraded infotainment with navigation and JBL audio, and an exclusive Cement paint option. SUPRA: For its third model year, Supra 3.0 models now feature standard heated seats and a red interior option for the 3.0 Premium. A new Safety and Technology package offers adaptive cruise SIENNA

TUNDRA

control, blind-spot monitoring, rear cross-traffic alert, parking sensors with emergency braking, wireless Apple CarPlay, integrated navigation, and a 12-speaker JBL audio system. If you’ve been waiting for a more exclusive Supra, Toyota is delivering this year in the form of the GR Supra A91 Carbon Fiber Edition, also called A91-CF, which builds on last year’s Supra A91 Edition. The new variant is limited to just 600 examples and is exclusive to North America. It distinguishes itself with a functional aero kit and carbon fiber on the front splitter, front and rear canards, rocker panels, and duckbill rear spoiler. Red and black upholstery in Alcantara and leather is applied inside, as are red contrast stitching and carbonfiber trim. Based on the 3.0, Toyota claims the A91-CF will hit 60 mph a tenth quicker than the standard car, which would put it at 3.9 seconds based on our previous testing. TACOMA: Updates to last year’s Trail Edition and improvements to the top-spec TRD Pro highlight the ’22 Taco. The newly 4WD-only Trail Edition deletes the regular truck’s front air dam and has lockable in-bed storage compartments, a standard tow package, and a locking rear differential. It’s lifted, too, by 1.1 inches up front and 0.5 inch in the rear. Finally, it adds new 16-inch bronze-painted TRD wheels, new hood graphics, and the TRD Pro’s heritage-inspired grille with bronze lettering. The TRD Pro is also higher off the ground, getting a 1.5-inch front and 0.5-inch rear lift, improving this especially off-roadable Tacoma’s approach, breakover, and departure angles. Redesigned aluminum front upper control arms, now anodized in red, come along with the lift. A new paint color, Electric Lime Metallic, is exclusive to this variant, and the bedside TRD Pro logo is now stamped into the metal rather than being a sticker. Buyers get Goodyear Territory all-terrain tires, too. TUNDRA: The next-gen Toyota Tundra pickup is finally around the corner, and it’s way overdue. The current truck has been around since the 2008 model year, and although it received semi-regular updates, its basic architecture, powertrains, and capability have SUPRA

TACOMA

remained basically unchanged. Against players like the much newer Ford F-150, Chevrolet Silverado 1500, and excellent Ram 1500, the Tundra simply wasn’t bringing its A game (or B or C game, for that matter). The 2022 Tundra looks to put up a far stiffer fight. Details were still shrouded in secrecy as of this writing, but we do know the new Tundra will have two fresh powertrains. According to an executive we interviewed, the base engine will be “a core powertrain that’s substantially more powerful in terms of horsepower and torque than the current [5.7-liter] V-8.” So the new engine will make more than 381 hp and 401 lb-ft of torque, though it’s not yet confirmed if the so-called “iForce Max” will be a V-8 or the 3.5-liter twin-turbo V-6 found in the not-for-America 2022 Land Cruiser. Regardless, look forward to an increase in base-engine capability. The optional powertrain incorporates a new technology “that will blow you away,” we were told, which likely means some sort of electrification. Toyota is well known for its hybrid expertise and has yet to bring that to bear on its Tundra or Tacoma pickup trucks. Now seems like a good time to do so, though with the automaker confirming plans to build both hybrid and fully electric trucks, it’s possible the top Tundra could run solely on electrons. “We have our concept and our own technology, and I think you’ll be impressed,” the exec said. “We’re in it to win it.” Toyota will build the 2022 Tundra at its plant in San Antonio, Texas, starting in November, and trucks will arrive in dealerships in December. MINOR UPDATES: Prius CARRYOVER: Avalon, C-HR, Camry, Corolla, Highlander, RAV4, Sequoia, Venza OCTOBER 2021 MOTORTREND.COM 77

2022 BUYER’S GUIDE

VOLKSWAGEN

ARTEON

ARTEON: This swoopy sedan’s 2.0-liter engine gets a bump to 300 hp and 295 lb-ft (up from 268/258), and a seven-speed dual-clutch transmission replaces last year’s eight-speed automatic. GOLF GTI: Although the regular version of the eighth-gen Golf won’t make it stateside, the GTI and Golf R are back—and they’re better. VW kept the GTI’s strut front/multilink rear suspension setup, but significant improvements were made there and to the steering and brakes. The GTI’s EA888 2.0-liter turbo-four now delivers 241 horsepower and 273 lb-ft of torque, and it’ll be joined by its old friends, VW’s slick six-speed manual and seven-speed dual-clutch automatic. More power means more speed, too; we timed an automatic 2022 GTI to 60 in 5.4 seconds, 0.6 second quicker than the outgoing car. As for the exterior styling—well, what can we call it but yet another variation on a very familiar theme? We can say a lot more about the new interior, which displays new flowing shapes in a radical change for the stalwart Golf. Look, Ma, no temperature dials! GOLF R: Building on the improvements to the GTI, the R ups the output of the 2.0-liter engine to 315 horses, while torque varies based on transmission; you get 280 lb-ft with the six-speed manual (which is exclusive to the U.S.— now there’s a change!) or 295 lb-ft with the sevenspeed dual-clutch. A new center differential and torque-vectoring GOLF R

ID4

rear axle allow for a Drift mode, and yes, the R will slide. Also new: a drive mode designed specifically for the Nürburgring, which is bound to come in handy on the mean streets of Des Moines. ID4: The 295-hp, dual-motor AWD ID4 was a late addition for the 2021 model year. Starting at $44,870, it’s the cheapest electric vehicle in America that can drive all four wheels. Zero to 60 mph is accomplished in 5.7 seconds, VW says, and it can tow up to 2,700 pounds. JETTA/GLI: The 2022 Jetta gets a face-lift with a new front fascia, wheels, seats, and interior trim. Regular Jettas get the new 1.5-liter turbocharged engine from the Taos, its 158 hp representing an 11-pony improvement over the outgoing Jetta’s 1.4. The GLI,

GOLF GTI GOLF R

78 MOTORTREND.COM OCTOBER 2021

2022 BUYER’S GUIDE

TAOS

meanwhile, carries over its 228-hp 2.0-liter four. A new Sport trim, positioned above the entry-level Jetta S, has 17-inch wheels, a standard brake-based limited-slip function, and blacked-out trim. Inside, all Jettas get VW’s Digital Cockpit cluster as standard, with new standard safety features and the IQ.Drive driver assistance tech package optional on all trims. PASSAT: VW’s big sedan celebrates its last year with a top-ofthe-line Limited model featuring Chattanoogathemed Easter eggs. TAOS: Volkswagen’s all-new subcompact SUV is based on the slightly larger Tiguan and powered by a 158-hp 1.5-liter turbocharged four-cylinder, a stroked version of the 1.4T used in other models. Interior space and décor PASSAT are excellent, but driver

80 MOTORTREND.COM OCTOBER 2021

appeal is lacking—the Taos’ compliant ride comes at the expense of agile handling, and the all-wheel-drive model, with its sevenspeed dual-clutch automatic, is difficult to drive smoothly. Base models are cheap but lack advanced safety features, and betterequipped Taos trims quickly become expensive compared to other entry-level SUVs. TIGUAN: The 2022 Tiguan gets a new front fascia, which adds some slight vertical design elements to the old Tig’s primarily horizontal grille and bumpers. There are minor changes to the rear, including more prominent fake exhaust outlets. (Oh, VW, did you have to?) The new look, along with fresh paint colors and wheels, gives the Tiguan a much-needed dose of personality. There are no mechanical updates, but the 2022 Tiguan does see some interior fettling, including a standard digital dashboard in all models. The IQ.Drive safety and driver assistance suite, wireless charging, and touch-sensitive climate controls are included on all but the base version. MINOR UPDATES: Atlas, Atlas Cross Sport CARRYOVER: ID4 DISCONTINUED: Golf

TIGUAN

C40, XC40 RECHARGE

VOLVO C40 RECHARGE: The C40 is the Swedish brand’s newest electric model, joining the XC40 Recharge in the push toward full electrification. In fact, the C40 is essentially a fastback version of that SUV, but there won’t be gas or hybrid models as in the XC40 lineup. Here, it’s all EV, all the time. The C40’s 75-kWh battery pack feeds one front and one rear electric motor enough juice to produce 402 horsepower and nearly 500 lb-ft of torque. Range is pegged at 208 miles, and the C40 can charge from zero to 80 percent in 40 minutes on a 150-kW charger. The cabin is typical Volvo, which means logically laid-out storage, a vertical center stack with Google-based infotainment, a clean design, and high-quality materials. It’s a sleek addition to Volvo’s broad SUV lineup, and it will be a welcome one if it’s as pleasant to drive as the XC40 Recharge. MINOR UPDATES: S60, V60, V60 Cross Country, V90 Cross Country, XC60 CARRYOVER: XC40, XC90 DISCONTINUED: V90

2022 BUYER’S GUIDE

MotorTrend Ultimate Compact Sedan 1 2

2022 Honda Civic

2022 Hyundai Elantra

2022 Nissan Sentra

2021 Volkswagen Jetta

2022 Honda Insight

Midsize Sedan 1 2 3

When you need to know what the best cars are, you can trust us. Here’s a taste of the rankings we provide online in 36 segments (at last count). Rankings are updated regularly—for the most up-todate listings, point your phone’s camera at the QR code to the left or head to MotorTrend.com/cars. With our hands-on experience with every model, we rank vehicles using the same factors you do, including how they drive, interior space, efficiency, tech, value, and safety.

Luxury Compact Sedan

2022 Subaru Legacy

1 2

2022 Hyundai Sonata

2022 Kia K5

2021 Toyota Camry

2021 Honda Accord

Midsize Hybrid Sedan 1 2

2022 Hyundai Sonata Hybrid

2021 Toyota Camry Hybrid

2021 Honda Accord Hybrid

Electric Car

Subcompact SUV

2022 Audi A4

1 2

2022 Kia Soul

2022 Genesis G70

2022 Kia Seltos

2021 Volvo S60

2021 Hyundai Kona

2021 Alfa Romeo Giulia

2021 Honda HR-V

2021 Tesla Model 3

Luxury Midsize Sedan 1 2

2022 Audi A6

2022 Mercedes-Benz E-Class

2021 Subaru Crosstrek

Compact SUV 1 2

2021 Subaru Forester

2021 Honda CR-V

2021 BMW 5 Series

2021 Nissan Rogue

2021 Lexus ES

2021 Mazda CX-5

2021 Volvo S90

2021 Toyota RAV4

Luxury Full-Size Sedan

Compact Hybrid SUV

1 2

2021 Hyundai Kona Electric

1 2

2022 Tesla Model S

1 2

2021 Honda CR-V Hybrid

2021 Kia Niro EV

2021 Audi A8

2021 Ford Escape Hybrid

2021 Chevrolet Bolt EV

2021 Genesis G90

2021 Nissan Leaf

2021 Lexus LS

2021 Tesla Model 3

82 MOTORTREND.COM OCTOBER 2021

2022 Mercedes-Benz S-Class

2021 Toyota RAV4 Hybrid

Car Rankings Midsize SUV

Luxury Midsize SUV

Midsize Truck

1 2

2022 Subaru Outback

1 2

2021 Porsche Cayenne 2021 Lincoln Nautilus

1 2

2021 Honda Ridgeline

2022 Hyundai Santa Fe

2021 Toyota Venza

2021 Genesis GV80

2022 GMC Canyon

2021 Kia Sorento

2021 Land Rover Defender

2021 Jeep Gladiator

2021 Ford Edge

2021 BMW X5

2021 Toyota Tacoma

3-Row SUV 1 2 3

2022 Subaru Ascent

Luxury 3-Row SUV

2021 Ram 1500

2022 Volvo XC90 2022 Audi Q7

2021 GMC Sierra 1500

2022 Acura MDX

2021 Chevrolet Silverado 1500

2022 Buick Enclave

2021 Nissan Titan

2022 Kia Telluride 2022 Honda Pilot

2022 Hyundai Palisade

2021 Toyota Highlander

Full-Size 3-Row SUV 1 2

2021 Chevrolet Suburban 2021 Chevrolet Tahoe

Full-Size Truck 1 2

1 2

2021 Lincoln Aviator

2022 Chevrolet Colorado

2021 Ford F-150

Luxury Full-Size 3-Row SUV 2021 Lincoln Navigator

1 2

2022 Cadillac Escalade

2021 Ford Expedition

2022 Mercedes-Benz GLS-Class

2021 GMC Yukon

2021 BMW X7

2021 Toyota Sequoia

2021 Infiniti QX80

Luxury Compact SUV 2021 Volvo XC60

1 2

2021 Acura RDX

2021 Lincoln Corsair

2021 Tesla Model Y

2022 Audi Q5

2022 HONDA INSIGHT

OCTOBER 2021 MOTORTREND.COM 83

BMW 228i

BMW X7

UPDATE CHEVROLET CORVETTE

Updates on our long-term fleet

MT PHOTOGRAPHY MT STAFF

For now, the hydrogen-powered Mirai is only available in the L.A. and San Francisco markets.

Arrival: 2021 Toyota Mirai XLE EPA City/Hwy/Comb Fuel Econ 76/71/74 mpg-e “It’s time to spend another year cruising the hydrogen highway.” Aaron Gold Base Price $50,495 As Tested $52,330

ydrogen as a motor fuel: alive or dead? While some are already shoveling dirt on the grave, others say hydrogen is finally on the cusp of long-promised growth. Five years ago, we put a hydrogen-powered 2016 Toyota Mirai in our long-term fleet, and much has changed in the world of alternative fuels since, including a an intriguing new 2021 Mirai. So we thought it was a good time to sign up for another long-term Mirai and reassess hydrogen’s place in our rapidly electrifying automotive world. The 2021 Mirai is a much nicer car than the outgoing model—bigger, more luxurious, more affordable, and way more attractive. The Mirai is available in XLE and Limited trim levels, and we opted for

the lesser. Why? Both cars share the same hydrogenpowered electric powertrain, but the XLE offers 402 miles of (theoretical) range versus 357 for the Limited, which Toyota attributes to the latter’s additional weight and more aggressive wheel and tire setup. Given the finite availability of hydrogen fuel stations, we figured more range is a good idea. Also, the $50,495 Mirai XLE is a surprisingly lavish car. Standard equipment includes heated front seats upholstered in buttery-soft fake leather, a 14-speaker JBL stereo, navigation, and a comprehensive safety/driver assistance suite that includes dynamic cruise control and lane keeping assist. The Limited adds a panoramic

84 MOTORTREND.COM OCTOBER 2021

roof, rain-sensing wipers, front-seat coolers, a rear-seat climate control panel, and a few other odds and ends, but we didn’t think it was worth the outrageous $16,500 price premium. One thing we will miss is the Limited’s optional interior with white seats, dash, and headliner, and coppercolored armrests. The XLE cabin only comes in black, but with dogs in many of our households, that’s probably the smarter choice. We did select the $1,410 Advanced Technology package, which adds front and rear parking sensors with autobraking and a bird’s-eye-view camera. We also opted for the $425 Supersonic Red paint, because, well, why not?

Total list price for our Mirai is $52,330, but that’s not the bottom line. Buyers of hydrogen fuel cell electric vehicles (FCEVs) like the Mirai qualify for an $8,000 federal tax credit, and California—the only state where the Mirai is sold—offers a $4,500 tax credit if your income isn’t crazy-high. (If it is, you have to choose between the rebate and a carpool lane sticker, which, to an Angeleno, is worth its weight in rhodium.) That brings the overall price down to $39,830. But wait, as the late-night TV ads say, there’s more: Toyota also includes a $15,000 fuel card (good for three years if you lease and six if you buy), free scheduled maintenance for three years or 35,000 miles, and 21 days of free car rental should you want to take a long trip—which, in the case of the Mirai, means pretty much any place outside of California’s southern two-thirds. At the time we had our 2016 Mirai, there were 25 hydrogen fueling stations in the U.S.; today there are 47, and 46 of those are in California (the other is in Honolulu, of all places). When we took delivery of the Mirai, the closest station was about a 20-minute drive from this author’s house; a few days later, another opened less than 5 miles away, and one of

SPECS VEHICLE LAYOUT Rear-motor, RWD, 5-pass, 4-door sedan MOTOR 182-hp/221-lb-ft AC permanent-magnet electric TRANSMISSION 1-speed automatic CURB WEIGHT (F/R DIST) 4,269 lb (49/51%) 0-60 MPH 7.6 sec QUARTER MILE 16.0 sec @ 86.6 mph BRAKING, 60-0 MPH 116 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 27.3 sec @ 0.63 g (avg) HEIGHT 57.9”

114.9” 195.8”

74.2”

HONDA CIVIC SI

NISSAN SENTRA

UPDATE HONDA ODYSSEY

UPDATE HYUNDAI SONATA

UPDATE KIA SELTOS

KIA TELLURIDE

MAZDA CX-30

RAM 2500 HD

SUBARU OUTBACK UPDATE

TOYOTA GR SUPRA

TOYOTA MIRAI ARRIVAL

TOYOTA VENZA UPDATE

MERCEDES-BENZ GLE 450

VOLVO XC40

2020 Hyundai Sonata Service Life: 5 mo/6,818 mi Average Fuel Econ: 25.8 mpg

“We love the Sonata’s interior, but there are a few things we’d change.” Kelly Lin

The Mirai XLE has an upscale but not luxurious interior. Think Buick, not Cadillac.

the nine stations scheduled to open in California in the next few months is just 2 miles distant. Still, fueling is proving to be the biggest headache: We’ve already run into low inventory, malfunctioning pumps, and lines of other Mirais. It’ll be interesting to see whether the fueling scene improves over the next year.

Of course, we also want to see (and kind of need to know) if and how the Mirai can hit its 402-mile EPA range rating. Our 2016 Mirai always fell a bit short of its promised 312 miles, which causes a bit of concern. Our friends who own electric vehicles tell us range anxiety ceases once you get to know your car and its limits, but that’s easy for them to say; they can fuel up anywhere there’s an outlet. We hope they’re right; otherwise, it’s going to be a very long 12 months. For the time being, though, we’re off to a blissful start with the Mirai. We’re already enjoying the Lexus-like feel of its luxe cabin and the silence and smoothness of its electric drivetrain. Our yearlong return to the hydrogen highway has begun.

THE 2021 TOYOTA MIRAI IS A MUCH NICER CAR THAN THE OUTGOING MODEL.

Unresolved Problems None Maintenance Cost $0 Normal Wear $0 Base Price $34,475 As Tested $34,630 EPA City/Hwy/Comb Fuel Econ 27/37/30 mpg pparently, cars of the future will be like your living room on wheels. Although we’re not there yet, car interiors are becoming increasingly important. Mainstream vehicles are expected to offer posh features and advanced technologies, and the Hyundai Sonata is one of the best examples of this trend. The interior of our 2020 Hyundai Sonata Limited is a delight, though there are a few things we’d like to change. The interior’s central focus is the 10.3-inch display, which responds well to touch commands and isn’t prone to smudging. Complementing this screen is a fully digital instrument cluster that looks just as crisp. When you don’t want to glance down at the instrument cluster for important information, there’s a head-up display. Unfortunately, it doesn’t seem suited to short drivers. Even when the display is adjusted to the maximum height, such drivers can’t easily see the entire speedometer while sitting in an even slightly reclined seating position. Along with the vivid screens, ambient lighting is another feature that makes the Sonata Limited feel special. Drivers can choose between 64 colors to decorate the dash. The

panoramic sunroof, heated and ventilated front seats, and sharp 12-speaker Bose sound system sweeten the pot. More important, the Sonata’s leather upholstery is refined and soft to the touch, but the seats are not too plush to sit in. They provide the right amount of support to get through long drives. Soft-touch materials throughout the cabin provide a healthy serving of luxury, but some grainy plastics detract detract from this effect. Most adults will find sufficient room in the rear, but the Sonata offers less legroom than rivals. With 34.8 inches, the Sonata ranks behind the Nissan Altima (35.2 inches), Toyota Camry (38.0 inches), and the ultra-spacious Honda Accord (40.4 inches). If you carry a lot back there, it can feel a little tight. Fortunately, the rear seats are light and easy to fold down if needed. Cargo space is competitive for its class, but it’s no match for an SUV. Even our previous long-term Kia Niro hatchback can carry more gear.

OCTOBER 2021 MOTORTREND.COM 85

MT GARAGE I Updates

2021 Chevrolet Corvette Z51 Service Life: 2 mo/3,409 mi Average Fuel Econ: 15.6 mpg

“Four tests show wheelspin control issues.” Scott Evans Unresolved Problems None Maintenance Cost $0 Normal Wear $0 Base Price $67,295 As Tested $80,420 EPA City/Hwy/Comb Fuel Econ 15/27/19 mpg t was headline news, and you heard it here first: The mid-engine C8 Corvette can hit 60 mph in as little as 2.8 seconds. It’s an incredible engineering achievement considering the car is rearwheel drive and makes less than 500 horsepower. Usually, at least one of those two things needs to be improved upon to generate that kind of acceleration. But as we’ve discovered after testing four different C8s, including our long-term car, the launch control doesn’t get it right every time. The car that managed the 2.8-second run was the second one we tested. The first needed 3.0 seconds, the third needed 3.3, and our long-term car needed 3.1. In theory, the launch control fitted as standard should see them all accelerate the same, so what’s going on here? Curb weight is the first thing to check. The heavier a car is, the longer it takes to get moving if the power output doesn’t change. What options and features a given car is equipped with can make a big difference in how much it weighs compared to what’s quoted in the manufacturer’s spec charts, which is why we weigh every car we test. Unfortunately, it’s no help here. The quickest car was not the lightest, and the slowest car was not the heaviest, so it’s not simply a difference in how much each car weighed as configured. The only thing we do know is, the slowest car was the only

86 MOTORTREND.COM OCTOBER 2021

one not equipped with the Z51 Performance package, so its run is excusable. Going to the test drivers’ notes provides an explanation for the other three. Here’s an excerpt from the recent test of our long-term car by associate road test editor Erick Ayapana: “Never felt like I got a solid launch since LC could not regulate wheelspin or throttle well enough.” When we test a car, we don’t just run it down the track once and write down the result. We perform multiple runs using various techniques in order to get the best numbers. In the case of vehicles with launch control, we’ll use the system and then launch the car manually to see if our expert test drivers can beat it. Whether they can depends on how effective the launch control is, which depends on how sophisticated the system is; as we know, not all launch controls are created equal. Getting a good launch in the C8 requires holding the brake pedal down and bringing the engine up to a speed where it’s producing a lot of power, but not so much that it will overwhelm the rear tires and cause them to spin. Then it requires releasing the brakes and applying full throttle in such a way that doesn’t overwhelm either the tires or the engine. A good launch generates either zero or next to zero wheelspin. Ideally, the exact right amount of grunt is applied to the tires at the exact right time, and the car takes off with no drama because you’ve found the exact power level that can be put to the tires without exceeding their capability. Lacking perfection, a small amount of wheelspin, which is the tire spinning against the pavement for less than a full rotation, can also return a good launch. This is the chirping noise you will sometimes hear when a car accelerates hard. A rudimentary launch control system simply does the basic throttle application for the driver, revving the engine to a preset

speed and applying full throttle once the driver releases the brakes. It makes no attempt to modulate the throttle or apply the brakes to prevent the engine from overpowering the tires. A highly sophisticated one will manage both the throttle and even apply individual brakes as needed to eliminate as much wheelspin as possible. The C8 Corvette’s launch control falls somewhere in the middle. It’s sophisticated enough that our test drivers can’t beat it (not the case with previous Corvettes), but it’s not the best we’ve experienced. As Ayapana wrote in his notes, our long-term Corvette struggled to control wheelspin, meaning the car wasn’t taking full advantage of either its power or its traction. As a result, it couldn’t hit that incredible 2.8-second number, just a slightly less incredible 3.1 seconds. To be sure, we did repeated runs, as usual. The most sophisticated systems will learn from each run, recording the amount of wheelspin and adjusting their reaction on the next run. This is necessary to account for all the variables that determine traction, including tire temperature, pavement temperature, the type of surface, how clean or dirty the surface is, and more. Unfortunately, the Corvette showed no ability to “learn the surface,” as we call it, so additional runs didn’t produce a better result. We checked with Chevrolet, and the software hasn’t changed since the first car we tested, so we’re confident in this conclusion. Regardless, let’s not take much away from the C8 here. Its 3.1 seconds to 60 mph is still an incredible achievement, and our testing shows that changing variables such as surface, surface temperature, and more could result in a quicker time. It just means you’re stuck dealing with some variables beyond your control because the car isn’t as good at adapting to them as the best systems on the market. Thankfully, it’s something that can be improved with more software development, and we hope Chevrolet does so in the future. All that sorted out, here are the rest of the numbers. Continuing past 60 mph, our C8 traps an 11.4-second quarter mile at 120.4 mph, which is seriously moving. Serious stopping from 60 mph is achieved in 99 feet—anything less than 100 qualifies it as a supercar in our book. Going around a corner, it pulls a supercar-worthy 1.01 average lateral g, and with a 23.4-second figure-eight lap at 0.86 average g, it’s supercar-adjacent (though far from the top of the list). Swap the standard Michelin Pilot Sport 4S tires for a set of Pilot Cup 2s like most of the list-topping cars wear, and you might see a better result. We may just try that down the road.

A slow-responding touchscreen is one of our few early Odyssey complaints.

2021 Honda Odyssey

WORKS FOR YOU...

Service Life: 2 mo/3,409 mi Average Fuel Econ: 19.7 mpg

OR YOUR MONEY BACK !

“Two Arizona road trips revealed a lot about the Odyssey.” Edward Loh Unresolved Problems None Maintenance Cost $0 Normal Wear $0 Base Price $39,635 As Tested $39,635 EPA City/Hwy/Comb Fuel Econ 19/28/22 mpg

s mentioned in our kickoff piece, our 2021 Honda Odyssey arrived with only 30 miles on the odometer. As we like to log at least 1,000 break-in miles before we first run the vehicle through our standard acceleration, braking, and handling tests, some serious driving was in order. How best to log miles in a hurry? Loan it out, of course. Our colleague Matt came to us with a tale of woe. The transmission in his wife’s SUV was having issues, and he had to get his son to Arizona for a weekend baseball tournament. Could we help him out? Absolutely. The trip from our headquarters in Los Angeles to Chandler, Arizona, and back would easily put more than 1,000 miles on the clock, and those long miles would no doubt generate some thoughtful feedback from a unique, higher-thannormal perspective. At 6-foot-4, Matt is a full 7 inches taller than the average height of an American male, age 20 and older (per the Center for Disease Control’s Anthropometric Reference Data for Children and Adults). Perhaps as a result, he’s also a longtime owner of traditional American SUVs. In his garage are a 2015 Chevrolet Suburban and 2013 Ford Explorer. How would he find the Odyssey, a front-wheel-drive, unibody minivan against his V-8 and V-6 rear-drive SUVs? Would the driving position and cabin comfort work for him? Would he be cramped or comfortable for the long haul? After clocking 1,200 miles of mostly interstate driving, he didn’t mention any ergonomic issues at all. In fact, the first thing he texted back was, “Great ride.” When pressed for details—good, bad, or ugly—Matt found a lot to like and little to criticize about his maiden odyssey in an Odyssey. First gripe: a bit of slowness (latency) in the response from the infotainment touchscreen while using Apple CarPlay. Another touching insight: Our Honda newbie reported that “aside from

having to wiggle the steering wheel every 10 seconds or so,” the adaptive cruise control worked well. Matt’s 12-year-old son enjoyed stretching out in the Odyssey’s rear and taking advantage of the space and amenities. “He was able to use the charging capacity to power a PS4 and iPad Pro to game on during the trip there and back,” Matt said. Overall, he was seriously impressed, enough to do a bit of poking around in our Buyer’s Guide for pricing and spec details. “It’s pretty amazing that for the highest-level trim cost of a Honda Odyssey, you only get a base model Tahoe or Yukon. For hauling surfboards, kids, people, even on a long-distance drive, I would trade in my Suburban for it.” But would someone swap a fine German automobile for Honda’s American-made MPV? To rack up even more miles, we offered up our Odyssey to another colleague, Mike, for his eighth wedding anniversary road trip to Sedona, Arizona. Like Matt, Mike is a family man with two young kids, but instead of American SUVs, he favors German hatchbacks and American classics as his family haulers; he has a 2012 Audi A4 Avant wagon, 2014 VW GTI, and 1964 Pontiac Bonneville convertible in his stable. With his newest vehicle seven years behind our Honda, how did he find all the buttons, sensors, and software? “The adaptive cruise control and lane keep was a game changer on those long, desert highways where you’re basically pointed straight for hundreds of miles,” he said. “I felt far less fatigued, both physically and mentally, by the end of our nine-hour trip from L.A. to Sedona, and I think that was largely due to the Odyssey’s technology assist. Just beware during slow traffic caravans: The following distance will never be close enough to discourage wannabe racers from diving in front of you and pushing you further back in the pack.” But despite more than 1,000 miles of Honda Sensing–assisted cruising, Mike isn’t ready to give up his German or American metal just yet. “It’s definitely the best [minivan] we’ve driven to date,” he said, “but there is something about all of them where I still feel like I’m driving on top of the car, not necessarily in the car.”

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MT GARAGE I Updates

2021 Toyota Venza

2021 Kia Seltos

Service Life: 6 mo/9,824 mi Average Fuel Econ: 33.9 mpg

Service Life: 2 mo/2,226 mi Average Fuel Econ: 20.3 mpg

“Cargo room is our Venza’s biggest flaw, but it still has sufficient space.”

“Our Seltos gets one small but annoying demerit.”

Miguel Cortina

Unresolved Problems None Maintenance Cost $0 Normal Wear $0 Base Price $37,175 As Tested $39,735 EPA City/Hwy/Comb Fuel Econ 40/37/39 mpg ne of the reasons MotorTrend staffers appreciate our Toyota Venza is because of its comfortable ride, luxurious style, and well-appointed cabin. Those traits also make the Venza a popular horse for road trips, and although it already saw some good action during our 4,000mile round trip to Texas, the Venza remains booked solid for out-of-town forays. This time, it was the Loh family, who decided to take a trip to Sacramento for a long weekend, and after driving for more than 750 miles, they were enamored with the Venza. Editorial bossman Ed Loh, his wife, Julia, and newly born Evan made the trip to visit family in the California capital, and the Toyota was such a perfect hauler that they’re now looking at it as a candidate to become their next vehicle. “If it had a volume knob, it would be perfect,” Julia said. Our Venza XLE comes with the Premium Audio package, which replaces the 8.0-inch touchscreen with a massive 12.3-inch touch display that sits atop the dash. Although it looks premium and modern, the change also deletes the volume knob in favor of capacitive buttons, but the staff agrees with J-Loh—volume and tuning knobs are always appreciated. The Lohs, who have been searching for a family vehicle for a while, also applauded the SofTex seats, which were easy to clean when baby Evan did what babies do—make messes. Ed and Julia spent time looking at a 4Runner and RAV4, and neither convinced Julia, but the Venza’s premium cabin and refined design have her thinking one might end up in their family. “We drove 378 miles back from Elk Grove, a suburb of Sacramento, to Redondo Beach, a suburb of L.A., on one tank of gas, while cruising on the freeway at 75 to 80 mph,” Ed said. “The Venza and its relatively tiny tank—only 11 gallons—returned a very respectable 35 mpg.” In our previous update, we called out the Venza’s small-forthe-segment cabin, but that wasn’t an issue for the Lohs, who stashed a bunch of Evan’s gear in the cargo area. “We’re seriously considering buying this Venza, as Julia even likes the color,” Ed said. “She likes white cars but looked at one online and thinks this blue metallic is the best one.” For a family that has been on the hunt for a new car for a year, the Venza might finally be the one to seal the deal.

Conner Golden Unresolved Problems None Maintenance Cost $0 Normal Wear $0 Base Price $26,610 As Tested $26,915 EPA City/Hwy/Comb Fuel Econ 25/30/27 mpg

88 MOTORTREND.COM OCTOBER 2021

The Seltos has proven a competent city car, but we have yet to test its limits.

etting to know a new cast member of MotorTrend’s eclectic long-term fleet—in this case, our 2021 Kia Seltos S Turbo—is always an exciting process. With less than 100 miles on the odometer, the car gave us the feeling of a grand summer (and beyond) vacation lying ahead. No mileage limits, no pre-programmed routes, and best of all, a 12-month expiration date. Like a kiddo at the top of the school’s front steps for the final time of the year, our stint with the new smallish Kia crossover stretched out before us, bursting at the temporal seams with daydreamed road trips, weekend adventures, and endless exploration. The Seltos’ honeymoon phase wicked away after the first 1,500 miles or so, the dealership gleam scraped off by the banality of commutes, errands, and in the case of us metroplex dwellers, hunting for overnight parking. The kicker here is that this humdrum daily operation is the glue holding our long-term tests together; the fun earned on our road trips and weekend expeditions is built on the muck of the mundane. And mundane it has been. At the time of this writing, the majority of the miles rolled under the Seltos’ Kumho Majesty 9s were dispatched in the pursuit of groceries, local hiking trailheads, and playing support rig for our tireless photo crew. The activities might be as bland as wet sand, but that’s certainly not the Kia’s fault. The new in-betweener subcompact plays the part of commuter companion with aplomb, imparting the same above-average driving experience and stylish presence around L.A.’s clogged and craggy streets that we found on some of our earlier tests. We’ve made little use of the Seltos’ cargo capacities—or potential lack thereof—thus far. Other than a few grocery bags and an old office chair we hauled to Goodwill, its cargo area and its back seats have sat empty. Give us time—we’ll put both to good use as we venture out on those road trips. At the risk of sounding spoiled rotten, we’re a bit miffed that $26,915 fails to buy keyless entry and ignition. It’s the second-most expensive Seltos you can buy, yet we still must take the key out to lock, unlock, and start our Neptune Blue SUV. Again, feel free to call us out of touch, but a keyless system is tech that should be approaching standardization, particularly for a brand that sets itself apart from the pack with additional standard equipment. We’re less salty about the manual seats and the lack of automatic climate control, and conversely we’re big fans of the heated seats and Kia’s slick infotainment system. We’re also glad we at least have the 1.6T to distract us from what we don’t have. For now, we’ll keep plugging away those city miles and fantasizing about a weekend trip.

Even when you know what model you want, selecting the right trim can be tricky. Is this the right Outback for you?

2020 Subaru Outback XT Service Life: 11 mo/13,555 miles Average Fuel Econ: 20.9 mpg

“After nearly a year with the Onyx XT trim, we compare it with another option in the Outback lineup.” Zach Gale Unresolved Problems None Maintenance Cost $214.03 (oil change, tire rotation, inspection) Normal Wear $0 Base Price $35,905 As Tested $37,995 EPA City/Hwy/Comb Fuel Econ 23/30/26 mpg ould you rather spend a little more to enjoy the 2021 Subaru Outback Touring’s fancy features, or stick with the speedy Onyx XT model? It’s the $505 question. Both are great values if you’re cross-shopping midsize SUVs, and—as luck would have it—I’ve spent time in both sub-$40,000 Subarus. So if you’re not willing to pay for the pricier Touring in its 260-hp XT form, this is how the Outback Touring 2.5 compares to an Onyx XT like our test car. After thousands of miles behind the wheel of the Onyx XT, I never tire of the power from the 260-hp turbo-four. It’s a refreshing change from the previous generation’s 256-hp Outback 3.6R, a model that felt like it should have been quicker. The 2020 and 2021 Outback XT models only make 4 horsepower more, but it feels significantly quicker on the road. The MotorTrend-tested numbers support this subjective impression: Our Outback reaches 60 mph in only 5.9 seconds, a full second before a 2018 Outback 3.6R we’ve tested. That’s not to say the new Outback 2.5 models react like slugs; Subaru has improved the base-engine models, too. Our testing reveals a 0.7-second improvement from the previous-gen model to the current one. If you really use full throttle at every green light (who does that?), avoid the base-engine Outback 2.5 models. The truth is that for most everyday driving, the Outback 2.5’s 182-hp powerplant gets the job done. The Outback Onyx also has a dualmode X-Mode setting for mud and snow—under 25 mph, the traction control switched off and the engine mapping more readily delivers torque when you need it. Most buyers will probably be just fine with the standard AWD system, but this is an Onyx-exclusive feature. There are aesthetic differences, too. The Onyx offers way less shiny trim than the Touring—you’ll have to decide how much shiny trim you want on a rugged off-road-ready wagon. If the other car in your driveway is an Aznom Palladium luxury truck/sedan, the Outback Touring will feel right at home. The silver side mirror caps and extra chrome on the roof-rail crossbar system make an impression. Paired with silver trim on the door handles, front grille, and lower front

fascia, the Touring model does a great job visually differentiating itself from the rest of the line. The Onyx takes a different route, with darkened headlight trim, black front fascia trim, and gloss black wheels. We’ve described the Outback 2.5 as underpowered—and it is compared to most midsize SUVs—but how you react to its 182-hp engine depends on what you drive right now. If you can imagine driving a 182-hp version of a midsize SUV alternative like the Outback, the Touring 2.5 model is worth considering. The 2.5-liter engine feels slightly more refined at idle—I occasionally feel slight vibrations at idle in the Onyx. The Outback 2.5’s transmission tuning is also better than that of the Onyx XT, though it’s not perfect. Still, in everyday driving, the Outback 2.5 is

slightly smoother. Anyone who has driven an Outback Onyx on the highway will appreciate the other huge advantage of the Touring and Limited trims: the upgraded sound system. With 12 speakers to the six in the Onyx and Premium trims, the high-end Harman Kardon system offers a significantly richer sonic experience. Given how much value the Outback Onyx already offers, I understand a six-speaker unit may help keep prices down. On the other hand, though, we disliked our Outback Onyx’s sound system enough that when my family purchased a new 2020 Forester, checking the options box for a better sound system was a must-do. Thinking this through, it wouldn’t actually be a difficult decision for me. The Onyx’s transmission tuning and lesser sound system would probably lead me to consider the 2.5-liter version of the Touring, which, as another bonus, has a highway driving range of more than 600 miles (about 55 more than the Onyx). I’d have to plan my passes more carefully, but I’d be sitting in a more comfortable seat and listening to music on a more powerful sound system. Besides, it would only take a few years for the Touring 2.5 to pay back its $505 price premium over a loaded Onyx in gas savings.

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The Big Picture Pay-no-mind appliances? That’s modern cars for you.

he check engine light. It’s one of those weird cultural artifacts, like the all-seeing eye on a dollar bill. I mean, look at it: a glowing outline of what looks like a 1960s Chevy small-block, complete with a radiator fan sticking out from the water-pump drive and a pancake air cleaner over a downdraft carburetor. There hasn’t been a new car sold in America with a carburetor for about 30 years now. And other than at a classic car show, I can’t recall the last time I looked under a hood and saw a radiator fan physically connected to the engine. Most people never give the eye on the dollar bill a second thought. Same with the check engine light, it seems. I read recently that fewer than 40 percent of drivers said they would take their car to the shop within a week of the check engine icon lighting up, and nearly 30 percent would wait between one week and one year before going to find out what the problem is. A staggering 25 percent said they wouldn’t bother at all. Of course, a check engine light doesn’t necessarily mean your engine is about to become a smoking mess of hot oil and shattered metal. But you’d think folks would want to find out what was wrong, even if only to get rid of the small-block Chevy icon glowing balefully on the instrument panel. That so many people are so blasé about the check engine light shows how bulletproof most automobiles are now. Back in the so-called good old days, most engines needed a valve grind and de-coke every 60,000 miles—or less, in the case of many of the rackety old British engines my dad worked on regularly—and you had to change the oil religiously every 3,000 miles. Carburetors needed adjustment, points needed replacing, and spark plugs needed cleaning. I remember relining brakes, flushing radiators, repacking wheel bearings, and crawling under cars with

90 MOTORTREND.COM OCTOBER 2021

a grease gun to lube the chassis. (Do they even make grease guns anymore?) In terms of maintenance, my first car, a 1968 Mini—6 years old, with 68,000 miles on the clock when I bought it—was a permanent work in progress. It was like having the Golden Gate Bridge parked in my driveway. I can’t imagine today having to put as much work into any mass-market 68,000-mile car, truck, or SUV made in 2015 to keep it running. Modern automobiles are built not only better but also smarter. I remember being astonished when the BMW 735d I ran as a long-term test car back in 2003 clocked up nearly 18,000 miles before it told me it needed its first oil change. And just as it told me when it needed new oil, it told me when it needed new brake pads, when the windshield-washer fluid bottle needed filling, and when it needed air in the tires. Checking the oil, the fluids, and the tire pressures used to be a weekly ritual for millions of car owners. No more. That BMW’s onboard monitoring systems were at the time cutting-edge technology. But even mainstream, mass-market vehicles have become as smart and selfreliant. Fixing a car used to be a sensory experience: My dad would have to look, to listen, to feel, to smell, to figure out exactly what was wrong with an engine or a transmission or a chassis component. Now technicians can plug into the car’s electronic neural network and wait for it to tell them what the problem is. In an era when our car keys have more computing power within them than was used to get Apollo 11 to the moon, we’re no longer awed by the complexity of combustion, the miracle of motion. We just get into our cars, thumb the start button, and without a second thought expect them to simply work, like a smartphone or a microwave oven. Even when the check engine light is on. Q

For decades, the automotive experience was visceral, hands-on, and mechanical. For most people today, however, it’s more laissezfaire and digital.

kia.com

STINGER SCORPION. THE WORLD IS YOUR QUARTER MILE.

There you are. At the end of your driveway. Flexing your black-finish alloy rims and sleek rear spoiler. Engine growling like a volcano. That’s when you realize that behind the wheel of the 2022 Kia Stinger Scorpion with a 368-hp Twin Turbo V6 that goes 0–60 in 4.7 seconds and has a top speed of 167 MPH* — there’s simply no stretch of road you can’t own. 2022 Stinger Scorpion shown with optional features. Some features may vary. *Estimates determined by Kia. Rear-wheel drive and premium gasoline required. Results may vary. Do not attempt to verify results. Drive safely.