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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 The Ford F-150 Lightning leads the way to our electriﬁed future. Photo: Steven Pham

SEPTEMBER 2021

COVER STORY

FUTURE CARS

We take a look beyond the automotive horizon at some of the most intriguing new vehicles coming down the pipe. MotorTrend Staff

EST. 1949 VOL. 73 NO. 9

MotorTrend (ISSN 0027-2094) September 2021, Vol. 73, No. 9. 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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MotorTrend Car Rankings See more at MotorTrend.com/Cars

FEATURE Tory Belleci, Faye Hadley, and Bisi Ezerioha are bustin’ myths on MotorTrend’s new series Motor MythBusters.

Departments & Features 12 14 24 26 28

Editor’s Letter Geeked for the electric future. Intake This month’s hot metal. Technologue Green gasoline? Maybe. Your Say Readers respond to recent issues. Myths Busted A new twist on a TV classic takes aim at automotive mysteries. Aaron Gold 82 The Big Picture Has Ford cracked the EV code?

FIRST TEST The new 2022 Honda Civic rocks a redesign we didn’t know we wanted.

PHOTOGRAPHY DARREN MARTIN

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adventures of Dax Shepard, Rob Corddry, and Jethro Bovingdon at MotorTrend.com/TopGearAmerica 8 MOTORTREND.COM SEPTEMBER 2021

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NEWS I OPINION I GOSSIP I STUFF

Jonny Lieberman

Every Day, I Am Driving

Jonny Lieberman @MT_Loverman

You’d best be geeked about our electric performance future

hange is the only constant in life. So said Greek philosopher Heraclitus some 2,500 years ago. Boy, was he right. Especially, it seems, vis-à-vis the car industry these days. Cadillac has announced the CT5-V Blackwing will be the last car it ever launches with an internal combustion engine. This statement amazes me, but Caddy made the proclamation because its GM parent is going electric, as are Volvo, Volkswagen, Jaguar, and many other carmakers. Electric vehicles are here, and many more are coming quickly. Now, I love cars. Like, really, truly, weirdly, obsessively, wife-worryingly love them. Especially the extra-potent ones. Not to brag—well, maybe a little—but I spent a recent weekend driving a Bugatti Chiron Pur Sport, AMG GMC Hummer EV SLS Black Series, AMG GT-R Pro, McLaren 765LT, and Lamborghini Urus. Am I depressed about the internal combustion Except, you really won’t. Huh? Well, you won’t as a driver. Well, engine’s inevitable demise? Not even a little bit! you won’t when you drive a car hard. Sound is simply not something Why not? Well, have a look at what’s coming. Top of mind for me you pay attention to when you’re behind the wheel and going for is the new Hummer. I can’t stop thinking about it. I’ve been on a bit it. From outside the car? Oh, absolutely yes. It’s the big problem of an off-roading kick during the past few months, and the notion with Formula E racing: There’s no aural delight or drama. That of an electric super SUV has me all giddy. How can you not love said, from inside the car when you’re concerned with hitting your its WTF mode? That stands for “Watts to Freedom,” by the way, braking points and apexes, sound’s not such a big deal. so get your mind out of the gutter. WTF will unleash all 1,000 of Anecdotes to prove my point: I recently drove the McLaren the new Hummer’s horses, plus approximately 1,000 lb-ft of peak, Elva, a car with 804 hp and no windshield. That last part means instant torque, which the Hummer will sustain from 0 to 40 mph. you must wear a full-face helmet when out on a canyon drive. With What’s that mean? GMC’s claim of 0–60 mph in 3.0 seconds is a the wind ripping by and helmet on, you literally cannot hear the lowball number. And despite weighing 4.5 tons, the new Hummer twin-turbo V-8 screaming away a foot behind your back. You shift should be as capable off-road as any other production gears when you feel the air pressure build up on your vehicle. I hear it jumps well, too. chest. Does not being able to hear the Elva make it a Speaking of quick, have you heard about the new bad car? Absolutely not. The Elva is one of the most Croatian hotness, the Rimac Nevera? Yeah, the $2.4 wonderful, whimsical automobiles I’ve ever driven. million price tag is a bit of a bummer, but 1,877 hp Another one: I got a lap in a Lucid Air prototype means the quarter mile will be dispatched in a claimed around WeatherTech Raceway Laguna Seca. Aside from 8.6 seconds. That’s shatteringly quick. Fast, too, as the a little bit of motor whirl, the car is essentially silent. Nevera should be traveling at 171 mph by the time it’s traveled Once the tires were warm enough, the driver uncorked all 1,080 hp 1,320 feet. Insert wide-eyed emoji here. For the record, the around Turn 5. I’m still in disbelief of how quickly we flew. It was quickest gasoline-powered car we’ve ever tested is a LaFerrari—a at that moment I witnessed the death of the internal combustion hybrid—which did the quarter in 9.7 seconds with a trap speed of engine in performance cars. Silently witnessed, I should say. 148.5 mph. Quite the difference, no? If I may ask another question, Change is hard. Humans, if not naturally conservative, are overly what exactly do we need gasoline for? nostalgic. When it comes to cars, we’re nostalgic through rose-tinted I know, you’re probably thinking about engine sound. Yeah, glasses. I’d love to see the Venn diagram of people who rend their it’s true the LaFerrari’s V-12 sounds approximately eleventy garments online about the manual transmission’s demise who then billion times better than the noise produced by the Nevera’s four go and buy vehicles with automatics. I imagine it might look like motors. Just imagine how sweet the upcoming V-12 in the Ferrari one circle. Did our gearhead ancestors complain when the spark 812 Competizione will sound. lever (manual control of ignition timing) was taken off the steering A 6.5-liter naturally aspirated wheel? You’d better believe it. Did we keep driving, and just as 12-cylinder that spins to 9,500 important, did cars continue to improve? Yes, yes, 100 times yes. rpm? Marone. If I may quote The future is about fun, so bring on the Tesla 70 percent of all comments on Roadster that levitates using SpaceX rocket Instagram EV posts, “Electric tech. I’ll fly it over a bouncing Maybach. Change cars have better performance, is coming, change is here—so let’s wrap our Rimac Nevera but I’ll miss the sound of ICE.” oil-stained hands around it. Q

12 MOTORTREND.COM SEPTEMBER 2021

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.

NEWS I OPINION I GOSSIP I STUFF

Trend 9.21

2022 Honda Civic Sedan FIRST TEST

WORDS CONNER GOLDEN

An unnecessary upgrade we’ll happily take

ell, now Honda’s just showing off. Despite ﬁve model years packed under the 10th-gen Civic’s timing chain, there was little incentive for the company to revamp its perennial subcompact sedan superstar for the 2022 model year. The outgoing car, in its many permutations, remained on top of its hyper-competitive segment right to the end. Instead, Honda executed one of the greatest redesigns we didn’t know we

wanted. At face value, the new Civic addresses one of the prior model’s few sore spots by rounding out and nip/tucking the Gundam Wing styling. Think of this glow-up as the new Civic taking after big-brother Accord, wearing its older sib’s more mature hand-me-down duds in place of its collection of anime graphic tees. The Accord’s sleek, tapered vibe slips snugly over the old Civic’s bones, pushing the A-pillars back by about 2 inches, complemented by nearly an inch drop in

The Civic’s handsome new interior and dressed-down exterior are a perfect match. 14 MOTORTREND.COM SEPTEMBER 2021

the front beltline. Both height and width are unchanged—at least on the sedan—but overall length stretches by 1.3 inches, and the wheelbase extends an extra 1.4 inches. The cutting continues in the rear, with 1.2 inches lopped from beneath the C-pillar. This aesthetic shift bleeds into the cabin, as well, where a similar reduction in stylistic noise turns the prior fighterjet-style cockpit into a clean, modern environment. The cabin brims with small details that add up, our favorite being the hexagonal honeycomb grille that stretches the length of the dash. It’s standard on all trims, a nifty design flourish that hides the air vents and is one of the most charismatic bits seen in a Honda interior in at least a decade. Much of the new Civic’s “first-ever” headline tech is gated behind the Touring trim level. All new Civics arrive with a nifty 7.0-inch infotainment touchscreen, but only the Touring gets the 9.0-inch unit. The Touring is also the exclusive recipient of a new 12-speaker Bose sound system—the first such name-brand system ever offered in the Civic—alongside the nameplate’s first all-digital gauge cluster.

PHOTOGRAPHY DARREN MARTIN

FIRST LOOK 2022 Civic Hatchback Overall materials aren’t improved appreciably versus the outgoing car, but that was never a particular weak point. Soft-touch plastic surfaces are cushy, and the hard plastic controls are some of the segment’s best, alongside Mazda. The hard center console trim that surrounds the shifter and cupholders is a pseudometallic textured plate that’s wonderfully resistant to fingerprints, a welcome shift from passé piano black. With the carryover platform also come carryover powertrains. The Civic LX and Sport buzz around with the familiar 2.0-liter naturally aspirated four-cylinder, still rated at 158 hp and 138 lb-ft. The EX and Touring’s 1.5-liter turbocharged four-cylinder gets a slight boost to 180 hp and 177 lb-ft. Both fourpots are stuck to the same continuously variable transmission, beefed up slightly for the 1.5T’s extra juice. On our test strip, the turbo Touring turned in a 0–60 run of 7.4 seconds, with the quarter mile completed in 15.7 seconds. Hardly a match for the outgoing Type R, but seeing as the workaday Civic sedan is best engineered for bus- and truck-clogged city streets, this performance is a perfect match for on-ramp runs and careful passing. How it feels on a tight country road is far more impressive. The stiffened, spruced-up chassis significantly outpaces the Touring and the Sport’s standard 235/40R18 all-season tires. Against comparable compact sedans, driver inputs are Porsche-like in their weight and mapping, with a reassuringly firm brake pedal and a reasonably snappy throttle. The electric steering is understandably light, but it’s neither overly quick nor artificial, with predictable load-up.

s with the 10th-gen Civic, the new 11thgen car will offer a hatchback variant alongside the sedan. Compared to the outgoing Civic hatch, the new model has a more rakish roofline and a cleaner profile, thanks largely to the elimination of the old car’s trunk spoilers. Cargo space with the rear seats in their upright position is less than in the old car, but Honda says it will still be best-inclass in this department. A more rakish nose

and honeycomb-pattern grille further differentiate the 2022 hatchback from the sedan. The new Civic hatchback will once again offer a six-speed manual transmission, paired with the 2.0-liter engine in the Sport trim and the 1.5 turbo in the top-of-the-line Sport Touring. A continuously variable transmission is optional for these cars and standard

2022 Honda Civic Touring BASE PRICE PRICE AS TESTED VEHICLE LAYOUT ENGINE

$29,295 $29,295 Front-engine, FWD, 5-pass, 4-door sedan 1.5L/180-hp/177-lb-ft turbo DOHC 16-valve I-4

TRANSMISSION

Cont variable auto CURB WEIGHT (F/R DIST) 3,038 lb (61/39%) WHEELBASE 107.7 in LxWxH 184.0 x 70.9 x 55.7 in 7.4 sec 0-60 MPH QUARTER MILE

15.7 sec @ 91.4 mph 122 ft LATERAL ACCELERATION 0.88 g (avg) 26.7 sec @ 0.64 g (avg) MT FIGURE EIGHT BRAKING, 60-0 MPH

EPA CITY/HWY/COMB FUEL ECON

31/38/34 mpg

ON SALE

Now

on the entry-level LX and midrange EX-L. Honda says the suspension tuning is similar to the sedan’s setup, but hatchback models receive more aggressive tires. Expect the upcoming Civic Type R to once again share the hatchback body shell. Honda has not announced a precise date, but the Civic hatch goes on sale sometime later this year. Aaron Gold

The new battened-down platform pays its largest dividends over rougher roads. Suspension damping is both nearly hot-hatch tight and impressively smooth on broken pavement and regular surface streets. There’s a level of sophistication here that is reserved usually for VWs or base-level compact luxury cars. Fabulous on the road, decent on the test track, then. “On the skidpad, it’s largely neutral with very mild understeer,” road test editor Chris Walton said, “but stability control cannot be shut off, so it chops the throttle.” It clocked a best figure-eight lap of 26.7 seconds at 0.64 g, but Walton noted the car isn’t all about official figures: “Even if the numbers don’t show it, the new Civic feels much more sophisticated than any previous version. It’s as if it has finally grown up.” As egalitarian transportation, the Touring trim is spectacular. In general, the new Honda is comfortable and well equipped from Sport to Touring, with a smartly packaged interior that complements the new exterior. Sound good? There’s even better news: The Civic jumps only microscopically in price. The LX starts at $22,695 and tops out at the Touring’s $29,295. SEPTEMBER 2021 MOTORTREND.COM 15

TREND I 9.21

Intake 2021 Ford Mustang Mach 1 FIRST DRIVE PHOTOGRAPHY BRANDON LIM

Don’t call it Carroll

ver since the Mustang ditched its live rear axle, it’s seemed as if the Blue Oval was only interested in providing ultimate handling prowess on Shelby versions. Various “performance packs” and special editions never got it done, and you had to slide into a GT350 or GT500 to go around a corner properly. With the GT350 retired, however, the curse is broken. The new Mach 1 is a GT350 replacement in everything but engine and carbon-fiber wheels. The Mach 1 amalgamates parts and ideas from various recent go-fast Mustangs. The Recaro seats are familiar, as is the gaping void where the rear seats would go in any other Mustang. (Removing them is a $250 option.) Michelin Pilot Sport Cup 2 tires are welcome, as is the rear “s’wing”—that’s spoiler plus wing—from the GT500, both part of a $3,750 Handling package. The Mach 1 even pinches the cue-ball shift knob from the Bullitt for the delightful Tremec six-speed manual. The GT350’s 5.2-liter Voodoo flat-plane V-8 lived hard and died young, but some of its soul lives on in the Mach 1’s revised 5.0-liter cross-plane-crank V-8. As did the Bullitt, the Mach 1 uses the Voodoo’s intake manifold to wring an extra 20 horsepower for a total of 480. Twenty ponies don’t make much of a herd, so it’s unsurprising the Mach 1 is no quicker to 60 mph than a standard GT, at 4.2 seconds. Protip: Don’t bother with launch control—even with some difficulty finding the proper launch rpm, our test driver beat the software by nearly half a 16 MOTORTREND.COM SEPTEMBER 2021

2021 Ford Mustang Mach 1 BASE PRICE

$53,915

PRICE AS TESTED

$64,860

VEHICLE LAYOUT

Front-engine, RWD, 2-pass, 2-door coupe

ENGINE

5.0L/480-hp/420-lb-ft DOHC 32-valve V-8

TRANSMISSION

6-speed manual

CURB WEIGHT (F/R DIST)

3,829 lb (54/46%)

WHEELBASE

107.1 in

LxWxH

188.5 x 75.4 x 54.3 in

0-60 MPH

4.2 sec

QUARTER MILE

12.6 sec @ 113.1 mph

BRAKING, 60-0 MPH

96 ft

LATERAL ACCELERATION

1.05 g (avg)

MT FIGURE EIGHT

23.7 sec @ 0.82 g (avg)

EPA CITY/HWY/COMB FUEL ECON

14/22/17 mpg

second. For reference, a GT350 hit 60 in 4.0 seconds, the GT350R in 3.9. It’s also slower through the quarter mile (12.6 seconds at 113.1 mph) than either (12.3 at 117.0 and 12.1 at 119.6, respectively). Lightweight carbon-ﬁber wheels are also missing from the build sheet, but we really do love the look of the webbed metal pieces included in the Handling package. No doubt they’re a far sight cheaper, too. Whatever the weight difference between them and the Shelby’s carbon rollers, it didn’t affect the Mach 1’s ability to stop from 60 mph: It needed only an extra foot compared to the upgraded 2019 GT350. And really, its 96-foot result is supercar territory—and impressively far shorter than any other Mustang’s. Not only is the Mach 1 basically as quick to go and stop as the GT350, but it also drives like one. “A very racy experience,” road test editor Chris Walton reported,

“with powerful and predictable brakes, excellent turn-in, loads of grip, and a limited-slip differential that is freaking magic. At first, I thought I didn’t have traction control off because it was putting the power down so well, but then I jabbed the accelerator to see and kicked the rear out. Near perfect balance on the skidpad with just a whiff of understeer at more than 1.00 g. The engine sounds delicious, but it’s not what I would call snappy and responsive. It’s one of the quickest, most confident Mustangs we’ve ever tested on the figure eight.” As good as the Mach 1 was at the track, it took more courting on the road. In the GT350 and GT350R, you were confident with the handling characteristics within 100 feet on your favorite winding road. The Mach 1 doesn’t have that same easy charisma; it requires more time to get tabs on its behavior. It feels a bit nervous at first, somewhat heavy and awkward, but once you learn to read its movements, you realize these are false flags, and you can push much harder than you think. With a full understanding of its capabilities in your mental file, the Mach 1 becomes a GT350 with a lower redline. This car isn’t a Shelby, and Ford doesn’t claim it is. But it certainly is more than just a hodgepodge of GT, Shelby, and Bullitt parts. A touch of Shelby spirit makes it something special. We already miss the GT350 and GT350R, but the Mach 1 is a worthy replacement. And at $53,915, it’s a screaming deal compared to the $60,000-plus commanded by the last GT350s. Pick one up if you can—the Mach 1 is a hell of a Mustang. Scott Evans

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TREND I 9.21

Intake 2021 Acura TLX Type S FIRST DRIVE

The coveted badge is back!

early 13 years after the Type S badge left the U.S. market, the 2021 Acura TLX Type S has arrived. The return of the Type S subbrand will continue with the MDX three-row crossover, and Acura says there’s more Type S news coming later this year. The popular RDX will also get the sporty badge. The TLX Type S is powered by a 355-hp, 354-lb-ft 3.0-liter V-6 with a twin-scroll turbo. It also employs a 10-speed automatic transmission that sends power to all four wheels via Acura’s Super Handling All-Wheel Drive system. The engine is a signiﬁcant step up from the 272-hp, 280-lb-ft 2.0-liter turbo-four that powers the standard TLX, and although the torque-vectoring AWD setup is the same one available across Acura’s lineup, here it can send up to 70 percent of the torque to the rear axle and 100 percent of that torque to the right or left rear wheel.

Acura also made important changes to the chassis, suspension, and transmission to make the TLX a true Type S. Torsional rigidity increased by 13 percent thanks in part to an “A-brace” behind the rear seats. The front control-arm suspension’s springs are 40 percent stiffer, and the anti-roll bars are larger and ﬁrmer, by 9 percent in front and 31 percent in the rear. The 10-speed automatic is tuned to shift 40 percent quicker. Acura likewise upgraded to better brakes. The four-piston red Brembo calipers in the front squeeze 14.3-inch rotors, and the rear rotors measure 13.0 inches. They are a massive enhancement over the two-piston calipers in the regular TLX. During a drive at WeatherTech Raceway Laguna Seca, the Type S sliced conﬁdently through corners. With optional Pirelli P Zero summer tires and lightweight 20-inch wheels—the sole option

available—the car showed great grip. The AWD system allows a driver to rotate the car when exiting corners in a way that provides conﬁdence to push harder: There’s no fear of spinning out, yet the handling is lively. More power was the only thing we wished for; the car’s chassis feels like it could handle additional thrust. On the street, the Type S demonstrated its roots. Its electric steering is tuned for quicker response. There’s a vast difference between the Type S and the TLX A-Spec we drove to Monterey, California. The Type S is quicker and feels more athletic. Press the throttle aggressively, and the gearbox doesn’t hesitate to downshift. In Sport or Sport+ mode, the transmission will also hold gears longer, and the adjustable steering and suspension deliver a sportier drive. Compared to the 349-hp, 369-lb-ft Audi S4—the Type S’ closest competitor—the Acura doesn’t feel as nimble or dynamic. It’s fun to drive, but its added weight, larger proportions (its wheelbase is 2.0 inches longer, its length 7.1 longer), and similar power make the TLX feel tamer. Although premium performance sedans generally don’t score high on value, the TLX Type S stands out. The starting price is $53,325, and it maxes out at $54,125 should you opt for the high-performance wheels and summer tires. Compared to a similarly specced S4, the TLX Type S seems like a bargain, as the Acura is about $9,000 cheaper than the Audi. Miguel Cortina

2021 Acura TLX Type S

The TLX Type S offers four drive modes: Economy, Normal, Sport, and Sport+, the latter of which is unique to the Type S.

PRICE

$53,500 (est)

LAYOUT

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

ENGINE

3.0L/355-hp/354-lbft twin-turbo DOHC 24-valve V-6

TRANSMISSION

10-speed automatic

CURB WEIGHT

4,250 lb (mfr)

WHEELBASE

113.0 in

LXWXH

194.6 x 75.2 x 56.4 in

0-60 MPH

5.3-5.8 sec (MT est)

EPA CITY/HWY/COMB

19/25/24 mpg

ON SALE

Now

TREND I 9.21

Intake

2022 Volkswagen GTI FIRST TEST

PHOTOGRAPHY RENZ DIMAANDAL

They still do make ’em like they used to

t’s good that cars can’t have panic attacks. For a second, we wanted to throw a weighted car cover over the 2022 VW GTI and slip some sort of vehicular benzodiazepine into its gas tank. If it could, the shapely little hatch might incessantly blare its horn and idle at 4,000 rpm out of pure existential angst. Could you blame it? It’s a new gaspowered compact car from an automaker whose future is both electric and ﬁlled mostly with SUVs. It’s enough to make any car a bit nuts. But we’re probably overstating the issue: The MkVIII GTI is an absolute hoot to drive. It uses the augmented bones of the excellent outgoing model, but it’s spruced up signiﬁcantly. The changes include new or reworked suspension bushings, springs, adjustable damper software, and wheel mounts, as well as revised steering software and a new brake master cylinder

that modulates pressure based on driving style and mode. Power still comes from the EA888 2.0-liter turbocharged four-cylinder, but that’s the last thing we’d have changed. Output is now a stout 242 hp and 273 lb-ft of torque, routed to the front wheels through a six-speed manual or, as in our test car, a seven-speed dual-clutch transmission. Crucially, a limited-slip differential is standard. It all added up to a 5.4-second 0–60 run on its way to a 13.9-second quarter mile, beating the DSG-equipped MkVII by 0.6 second in both metrics once we worked around the big torque and tricky launchcontrol and transmission tuning. The steering is very good and never feels artiﬁcially heavy or light; we were similarly impressed with the brakes, which offer short pedal travel, solid feel, and a 60–0mph stopping distance of 104 feet.

The numbers are good, but how the new GTI fares on roads both straight and curvy is of far greater import. There, it has blissful neutrality, the LSD and revised front suspension purging any previous understeer and helping to prevent calamity if you scorch into a corner. The GTI remains an elemental driving experience, with software helpers that do their work in the background—so much so, we left them on for most of our driving. Power is plentiful, and when the front wheels hook up, the acceleration and speeds you can achieve are shocking from something with a GTI badge. In Comfort mode, though, everything relaxes, transforming a riotous sport compact into a regular hatchback. Bumps, crags, and expansion joints are both physically and acoustically well isolated. But it wasn’t all sunshine. VW seems keen on imposing the all-electric ID4’s interior tech onto its other products, meaning the interior has few buttons. Instead, capacitive panels adorn the dash and steering wheel, and despite hours of seat time, they never became second nature. They can also be slow to respond. Pricing wasn’t ﬁnalized as of this writing, but we expect a $31,000 opening sticker when the GTI hits dealers this fall. Whatever it costs and however long the wait, it’ll be worth it. As the industry weans itself from internal combustion, it’s nice to know joyful cars like the 2022 GTI can still rip through the scene. Conner Golden 2022 Volkswagen Golf GTI BASE PRICE

$31,000 (est)

PRICE AS TESTED

$39,000 (est) Front-engine, FWD, 5-pass, 4-door hatchback

VEHICLE LAYOUT

ENGINE

2.0L/242-hp/273-lb-ft turbo DOHC 16-valve I-4

TRANSMISSION

7-speed twinclutch auto

CURB WEIGHT (F/R DIST)

3,046 lb (62/38%)

WHEELBASE 0-60 MPH

103.8 in 168.7 x 70.4 x 57.3 in 5.4 sec

QUARTER MILE

13.9 sec @ 103.9 mph

BRAKING, 60-0 MPH

104 ft

LATERAL ACCELERATION

0.96 g (avg)

MT FIGURE EIGHT

25.0 sec @ 0.74 g (avg)

EPA CITY/HWY/COMB FUEL ECON

Not yet rated

LxWxH

20 MOTORTREND.COM SEPTEMBER 2021

REAR VIEW

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Technologue Constructing green gasoline from scratch using renewable methane

hortly after our June “Green Issue” dropped, an enthusiast reader wrote to us to say we missed a key alternative fuel technology from Houstonbased Nacero: green gasoline constructed from renewable natural gas using renewable energy. He’s counting on this miracle fuel to feed his beloved pony car well into the forecast EV future. Sure enough, Nacero’s “green gasoline” products appear quite promising. These fuels aren’t carbon-free, but their carbon footprint is allegedly at least half that of petroleum-refined gasoline. And they’re naturally free of sulfur, which degrades catalytic converter effectiveness and contributes to ground-level ozone. Nacero’s process builds the complex hydrocarbon chains that constitute its gasoline (typically comprising five to 12 carbon atoms) by assembling smaller CH4 methane molecules from natural gas. By contrast, crude oil is composed of long, complicated hydrocarbon chains and myriad impurities like sulfur that must be deconstructed and refined to make gasoline. And although gasoline is the high-value output, refiners must do something with all the heavier, dirtier hydrocarbons, which end up getting burned as bunker oil for shipping and power generation. The refining process itself involves a significant carbon footprint, as does drilling, pumping, and transporting the crude oil. By locating its first plant in Penwell, Texas, in the heart of oil country, Nacero plans to tap as its feedstock the methane that might otherwise be flared at nearby oil fields and refineries. If it would have been flared anyway, burning it as gasoline creates no new CO2. By tapping the methane emissions from municipal landfills, decomposing animal waste, etc., the natural gas can be considered renewable. Nacero has licensed TIGAS technology from Denmark’s Haldor Topsoe to convert natural gas to gasoline through a series of catalytic reactions that first produce methanol and then upconvert it to gasoline via a proprietary process. The methane-to-methanol step involves superheating to produce syngas (a brew of carbon monoxide, carbon dioxide, and hydrogen). The energy required for this step will come from a huge onsite photovoltaic solar energy farm. Once the methane is cracked, the waste heat is used to generate steam to drive compressors and pumps. The steam is also involved in a subsequent steam-reformation step in the process. Upconverting methanol generates CO2, which Nacero will capture and pump into a CO2 pipeline running along the Penwell plant’s property line. This CO2 gets pumped into low-producing oil wells to bolster their production, thereby sequestering it. Adjusting the last few stages of the process can alter properties like the octane rating and volatility (to suit 24 MOTORTREND.COM SEPTEMBER 2021

NACERO PROCESS

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summer, winter, or high-altitude usage). After the typical additives go in, Nacero gasoline is chemically and functionally indistinguishable from anyone else’s, save for the lack of sulfur and other impurities that occur naturally in crude oil. By only paying $15–$18/gasoline-equivalent per barrel for its natural gas feedstock—about 75–80 percent less than the going rate for crude oil—Nacero is confident its gasoline can compete with crude-based gasoline on price. Factoring in applicable state and federal incentives for renewable fuels and the public’s likely willingness to pay a little more to lower its personal carbon footprint only sweetens the business plan. And the technology is already proving itself out in Ashgabat, Turkmenistan, where Turkmengaz just opened a similar TIGAS operation last year. Construction on the Penwell plant begins later this year with a goal of producing 70,000 barrels per day within four years, increasing to 100,000–120,000 barrels a few years later. Regional distribution via pipeline further minimizes the carbon footprint, with the southwest and Colorado targeted initially. Nacero plans for additional facilities near the gas-rich Marcellus shale formations in Pennsylvania, and in Kingman, Arizona. The company eventually hopes to open its own retail stations in these regions, marketing its Blue and Green gasoline products, with the latter connoting the highest percentage of renewable natural gas. Reader Marc, here’s hoping this “green gasoline” keeps your Shelby GT350 running for decades to come! Q

GASO GENERALINE TION

Incoming natural gas gets superheated to produce syngas. Steam reformation converts this to methanol, with pure hydrogen as a salable byproduct. Then the TIGAS process upconverts the methanol to gasoline, producing CO2 that gets pumped into low-producing oil wells.

Nacero’s Penwell, Texas, plant will be America’s first to produce gasoline from natural gas using solar energy plus carbon capture and sequestration.

TREND I 9.21 WRITE US AT: 831 S. Douglas St. El Segundo, CA 90245 Email us at MotorTrend@MotorTrend.com

Your Say... Not your Type? I still think the best, most honest thing I’ve ever read about the Honda Civic Type R is that the advantage of being in it is that you don’t have to look at it. Ron Humphrey Bellflower, California

Only the BMW M3/4 takes better advantage of that.—Ed.

Correcting an acronym In Angus MacKenzie’s July column, he refers to the Federal Highway Administration as the “FHA.” This is incorrect. “FHA” is the acronym for the Federal Housing Administration. The acronym for the Federal Highway Administration is FHWA. Although the article is correct for the federal gas tax at 18.4 cents and the federal diesel tax at 24.4 cents, the amount going for the Highway Account of the Highway Trust Fund is 15.44 cents for the gas tax and 21.44 cents for the diesel tax. The Mass Transit Account receives 2.86 cents, and the Leaking Underground Storage Tank Trust Fund receives 0.01 cent. This information and other statistics can be found in the FHWA publication Highway Statistics. The distribution of federal motor-fuel taxes can be found in table FE-21B. Tom Benedict Via e-mail

Rosy retrospection The July article comparing old and new Porsche Boxsters waxes nostalgic about driving the original car, including “you’re now destined to scour the first-gen Boxster for-sale listings.” While this may be a great car to drive, MT should also mention its abysmal reliability. Early Boxsters and 996-series 911s were plagued with catastrophic engine failures. So serious were these problems that owners initiated a class-action lawsuit that Porsche eventually settled. MT should not shield companies from their engineering and manufacturing failures. Stanley De Passos Fountain Hills, Arizona

26 MOTORTREND.COM SEPTEMBER 2021

Reader on Location This month’s reader on location is Brett Nein from Fort Lauderdale, Florida: “With fans now finally allowed to attend the Indy 500 this year, I was able to see this famous race in person for the first time in my life! After waiting almost two years since I was given the tickets by my wife as a 60th birthday present, my son and son-in-law joined me for the experience. As a longtime MotorTrend reader, I had the recent June Green Issue in my backpack for some down-time reading. My son snapped the quintessential Reader on Location shot you see here. It was a great race, with awesome weather that made the Indy traditions special for this in-person race rookie. Another bonus was seeing Hélio Castroneves (a fellow Fort Lauderdale resident) join the four-time winners club.”

If a Porsche of this vintage is on your wish list make sure to inquire about the condition of its infamous intermediate shaft (IMS) bearing. IMS bearing failures wreak havoc on the engine. Data surrounding the Eisen v. Porsche Cars North America lawsuit indicates approximately an 8 percent failure rate for single-row bearings and 1 percent for the later dual-row bearing design. Regardless, proven aftermarket solutions for the problem exist, and it’s not uncommon to see Porsches listed for sale that have undergone the fix. Consider making that investment if the Boxster or 911 you want hasn’t had it done. If it has, anticipate nostalgic waxing.—Ed.

Sounds and fury “Infuriating” describes my feelings about the letters published in your July issue deriding manual transmissions sent by Texans Mike Fleming and Dr. Fouad Azim. It seems the pure pleasure of mechanical engagement and involvement in rowing your own was lost on them. In rationalizing the automatic, Fleming quoted the Porsche’s acceleration times while Dr. Azim further implied it was control over intelligence of and/or speed of gear changes. Both blithely overlooked the enjoyment driving a stick provides. While the claim “a few tenths quicker” was once the manual’s domain, the automatic has held that crown since the early 2000s. Yet despite the auto’s acceleration and efficiency advantages, there remains

a very dedicated and vocal group of enthusiasts and purists—myself included—that would never buy a sports car that didn’t have a manual transmission. We appreciate everything a manual provides that the automatic does not—the joy of completing a well-executed shift, the mechanical connectedness, and the amazing sounds only a stick-shift car can make. Automatics are great for commuting, errands, and track times, but for a fun weekend drive, it’s no contest. All else being equal, your automatic might get you around marginally quicker than me, but I’ll have more fun getting there. Dean Hared Rockville, Maryland

No paddle-shifted transmission will ever be more physically involving than a threepedal manual. That said, if you haven’t tried a sports car with a great manually controllable automatic—Corvette, 911, GT500, Giulia Quadrifoglio, the list goes on—do. Forget numbers; the experience is enjoyable in a different way. And the fact you can choose auto for the cruise home can be a big selling point. Or maybe we’ve sat in L.A. traffic for too long.—Ed. In his July report about the 2022 Volkswagen Golf R, Erik Johnson lauds the titanium Akropovic exhaust: “It sounds maniacal, serving up fat blats on overrun and a shredding buzzsaw note under power.” The problem is his (and your) point of view. Loud sound is not a wonderful thing. It is an environmental pollutant, as damaging and dangerous as carbon dioxide in the air or lead and mercury in the water. As a collective voice of the autoloving public, you should recognize that blats and buzzsaws, howling motorcycles, and the machine-gun rattling of diesel engine “jake brakes” are not things to encourage. They are destructive, not only to adults but to children, wild animals, even cats and dogs. That’s not me talking; that’s the World Health Organization. So how about praising silence for a change? Paul Stevens Malvern, Pennsylvania

You’ll get your wish as we enter our electric future. To enthusiasts who like their car to make noise, fret not: The sounds Porsche, Ford, and BMW M have crafted for their high-performance EVs sound otherworldly cool, even if they are artificial.—Ed.

Veteran MythBuster Tory Belleci (left) is joined by newcomers Faye Hadley (center) and Bisi Ezerioha (right) in the new MotorTrend series, Motor MythBusters.

Y L L A E R U O Y CAN MOTIVE O T U A S E L K C TA S R E ST U B H T MOTOR MY D OF R A E H N E V E R E V E N E AV H TALES YOU MAY

WORDS AARON GOLD PHOTOGRAPHY RENZ DIMAANDAL AND GILLES MINGASSON/GETTY IMAGES 28 MOTORTREND.COM SEPTEMBER 2021

his is the best Honda CR-Z we’ve ever driven. We’re pretty sure it’s the best CR-Z anyone has ever driven. Goose the gas, and the unmufﬂed exhaust’s ear-splitting buzz is pierced by the jet-engine scream of the giant turbocharger that practically bursts out of the comically bulged hood. The instrument panel is awash in yellow warning lights, the car’s ECU dimly aware something is amiss with the hybrid system. It doesn’t know exactly what’s wrong, but we do: It’s been fooled into force-feeding extra juice to the CR-Z’s electric motor.

Downshift to second and drop the hammer—yeah, it’s a stick— and the “Hot Rod Hybrid” responds with a rush of air, fuel, electricity, noise, and acceleration, hunkering down on its lowered suspension and tearing through the corner. The CR-Z evokes village-idiot-sized grins—it’s fantastic! And better yet, it was created in the serious scientiﬁc pursuit of better fuel economy. Who could have created such a marvelous monstrosity? To die-hard fans, the car’s duct-tape wrap is an instant giveaway: This Honda has MythBusters written all over it. Cars and car-related myths were an integral part of the original MythBusters series, and the new Motor MythBusters show (it premieres August 4 on the MotorTrend app) focuses exclusively on automotive-related myths. “We’re looking at car stuff you’ve always wondered about but would never have the time or resources to actually test,” says host Tory Belleci, a veteran of the original MythBusters series. “I’ve always loved cars, and on the original show, whenever we had experiments that involved precision driving, I was usually the person to do that, so of course I was on board.” Belleci is joined by two new faces: Bisi Ezerioha, racer and founder of Bisimoto Engineering, and Faye Hadley, professional wrencher and co-host of MotorTrend’s All Girls Garage. “It’s fun to see their excitement, and I’m

DO THAT? Motor MythBusters’ Hot Rod Hybrid aims to see if a turbocharger can make a hybrid more fuel efficient— and it’s also one hell of a drive.

AIM YOUR PHONE’S CAMERA HERE TO START WATCHING MOTOR MYTHBUSTERS AND MORE ORIGINAL MT SHOWS. SEPTEMBER 2021 MOTORTREND.COM 29

Bisi Ezerioha figured out how to fool the CR-Z’s hybrid system into producing more power, and legendary customizer Gene Winfield helped with the decor.

learning a ton from them about taking cars apart and putting them back together,” Belleci says. Ezerioha was eager to participate in the new show. “I have this wonderful knack where I can ﬁgure things out quite easily,” he says. “When it comes to Motor MythBusters, that’s the little thing I bring to the table.” But he’s selling himself short: Ezerioha has a degree in chemical engineering (his parents wanted him to be a chemist so he could take over the family cosmetics business) and a track record of building insanely fast cars, including a 1,000-horsepower Honda Odyssey minivan, and numerous twin-turbo and all-electric Porsches. In his racing days, Ezerioha drew on his chemistry background and made fruit-scented gasoline, just to annoy his competitors. Hadley was a bit more hesitant to participate. “This was a totally different thing for me, way out of my comfort zone,” she says.

30 MOTORTREND.COM SEPTEMBER 2021

“All Girls Garage is just basically doing what I already do. I’m not a fabricator. I don’t do a lot of custom stuff. I’m a mechanic; that’s what I do.” But Hadley soon found her expertise was vital to the new show. “When the producers were trying to figure out what was possible, they kept asking me, ‘Can this be done? Can that be done?’” she said. “They needed someone who had been through the experience of actually doing it. At first, I thought, ‘They’re all going to hate me because every time they come up with an idea, I’ll be like, no, this is not going to work.’ But we started working on the first day, and we all got along perfectly. It was like we’d

known each other for a million years.” “We’ve become great friends, just based on our experiences on this show,” Ezerioha adds. “When you go through these trials and tribulations together and problem-solve as one unit, you get pretty close. This is what I love about Motor MythBusters. As an engineer, you always think, ‘What if? Is it possible?’ This show allows us to test and see the results firsthand, results that are solid, and to be able to make concrete conclusions based on the evidence we gather. It’s amazing to be able to put these myths to the test scientifically. I wish I could do this show every day of my life.” Working out of a new shop called the Carthedral, the three hosts will put some of motoring’s longest-lived legends to scientific test. Can you increase the boost of a turbocharged engine using a soda can tab? Do birds prefer to poop on red cars? If your car overheats, can you really replenish the radiator using, er, available bodily fluids? And can you improve a hybrid’s fuel economy by turbocharging it? Motor MythBusters aims to answer these pressing questions, and many more. But although Belleci is steeped in MythBusters history, the show required a shift in thinking for his co-hosts. “I went to engineering school,” Ezerioha says. “I focus on the data. I’m all about the technology. Faye is an amazing mechanic. When it comes to diagnosis and repairs, she is spectacular. And then we have Tory, who loves blowing things up. At first I was, like, ‘Why would you do that? We spend so much time building things, and you want to blow them up!’ But now I’ve started to enjoy it. He’s a perfectly bad influence on me.”

PHOTO: ERIK VOAKE/GETTY IMAGES

Motor MythBusters isn’t all about destruction. Often, the aim is to rebuild junk cars into something far more interesting.

Belleci, however, is quick to address the original show’s appetite for destruction. “If you know MythBusters, we do a lot of builds, but then we also do a lot of hard tests where things break and explode and get destroyed,” he says. “In Motor MythBusters, we’re trying to ﬁnd the balance of building cars and testing them in a way that we don’t completely destroy them. Every time I post a photo of a car from this series, everyone is like, ‘Oh, no, don’t blow it up!’ They just assume we’re going to drive everything off a cliff or trash it.

“Some of these are classic cars we don’t want to wreck just for the sake of wrecking,” he continues. “Some cars are junkers we tore apart and rebuilt to be way cooler than they ever would have been in their previous lives. We’re taking the vehicles very seriously. They are precious, and we try to pay respect to them. We’re doing a lot of weird builds and a lot of testing and finding things that people can easily do to their own vehicles to make them cooler and faster.” The Hot Rod Hybrid we’ve just driven is a great example of the Motor MythBusters approach. “The myth itself was that if you added a turbocharger to a hybrid, it would be even more fuel efficient,” Belleci says. “We took the stock hybrid on two courses, one flat and one in the mountains, and measured how much fuel we consumed. Then we SEPTEMBER 2021 MOTORTREND.COM 31

Bisi Ezerioha and Faye Hadley are new to the myth-busting scene but no strangers to amazing automotive creations.

brought it back to the shop, made our modiﬁcations, and drove those same courses again.” Of course, nothing is ever quite so simple when left to the Motor MythBusters crew, and this was where Ezerioha’s engineering background came to the forefront. Along with turbocharging the engine, he came up with a way to boost the hybrid system’s output, as well. “The motor control module looks at torque output, electric current coming in and out, charge levels, all that fun stuff,” he explains. “I intercepted the signals going to the motor control module. I put a resistor in that signal that fools the control module into thinking the power output is less than demanded, so it compensates and puts more energy out.” “Bisi’s a genius,” Belleci says, and Hadley agrees: “He is so freaking smart.” But because this is Motor MythBusters, 32 MOTORTREND.COM SEPTEMBER 2021

merely making the car more powerful wasn’t enough. “We called in Gene Winfield, the famous car customizer,” Belleci says. “He’s designed and built some of the coolest cars in television and movies. He’s a legend of hot-rod building, and he gave us some pointers: Change the bumpers, change the fenders, paint it with flat gray primer and make it look all Mad Max–like. I said, ‘Why don’t we just cover it with duct tape?’ We followed the lines of the car with the tape, and it just looked so ridiculous and MythBusters-esque. I mean, who soups up a hybrid?” The car that resulted is perfectly bonkers, in the sense that it’s as bonkers as it is perfect. It’s quick, it’s noisy, and it’s way the hell more fun than it ought to be. Does it work, or was it totally busted? Like you, we’ll have to wait until the show airs to find out.

The Cars of Motor MythBusters Money Carlo, the Poor Man’s Turbo Can you really increase a car’s turbo boost with a soda can tab, the way Vin Diesel’s Dominic Toretto character did in The Fate of the Furious? Motor MythBusters took a 1973 Chevrolet Monte Carlo, stripped it down for lighter weight just like in the movie, and added a turbo to its classic 350-cid V-8. Were the hosts able to successfully replicate the soda tab device? Let’s just say the Motor MythBusters crew built a better mousetrap.

Ruster, the Chopped Van Does chopping a car increase its top speed by improving its aerodynamics? Motor MythBusters started with the least aerodynamic vehicle the crew could ﬁnd, a 1973 Dodge Tradesman van, and chopped its top—an operation that was surprisingly more difﬁcult and required

THE THREE HOSTS WILL PUT SOME OF MOTORING’S LONGEST-LIVED LEGENDS TO SCIENTIFIC TEST.

BUILD IT, DRIVE IT,

RACE IT!

CHECK OUT THE HOTTEST DRAG RACING EVENT IN PERSON OR FOLLOW ALONG AT: HOTROD.COM/EVENTS

SEPTEMBER 12, 2021:

SEPTEMBER 15, 2021:

U.S. 131 Motorsports Park, Martin, MI (Tech and Registration day)

Lucas Oil Raceway, Indianapolis, IN (Race Day 3)

SEPTEMBER 13, 2021:

SEPTEMBER 16, 2021:

U.S. 131 Motorsports Park, Martin, MI (Race Day 1)

SEPTEMBER 14, 2021: Summit Motorsports Park Norwalk, OH (Race Day 2)

Byron Dragway, Byron, IL (Race Day 4)

SEPTEMBER 17, 2021: U.S. 131 Motorsports Park, Martin, MI (Race Day 5, Finals Day)

FEATURE I MythBusters

way more skill than the hosts imagined. Once again, they wouldn’t tell us the results, but Ezerioha gave us a hint: “I’m starting to think I should chop every car I build.”

The Bedrock Buggy

Motor MythBusters puts the hosts in scenarios they never would have imagined in their previous positions.

34 MOTORTREND.COM SEPTEMBER 2021

Can a human being really drive a car with a wooden chassis and stone wheels? The Motor MythBusters team created an actual Flintstones car, complete with a set of “Fred feet” to make it go. “Tory came from a lumberyard with two large logs,” Ezerioha says. “We whittled them down by hand. I’ve never wielded an ax before. Never had the opportunity to play with a chain saw. I never had to do that in engineering school.” Q

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FUTUREC THE MOST EXCITING NEW CARS, TRUCKS, AND SUVS COMING IN 2021 OR LATER, ALL IN ONE PLACE

WORDS MOTORTREND STAFF

e’re all still on the wild ride that began in earnest 18 months ago, but if nothing else, a lot of things sure do feel different right now than they did at this time last year. We’ll save talk about challenges faced by new-car dealers and customers for our Buyer’s Guide issue next month; right now, it’s time to look toward what’s beyond the horizon. Whether you’re most interested in peering ahead to the near term or further down the road, we have you covered with all of our latest intel on cars of the future. And with info that breaks down more than 50 of the most noteworthy vehicles set to arrive within the next few years—from the continuation of some of the world’s most famous conventional gasoline-powered models to a quickly growing ﬂeet of EVs—there’s sure to be more than a few cars here that catch your eye. So, get reading, and look forward to the time when the recent unpleasantness will hopefully be even further in our rear view and the models featured on these pages hit the streets. They’ll all be here before you know it. 38 MOTORTREND.COM SEPTEMBER 2021

Today’s DBX (shown) will become even hotter.

2023 Aston Martin DBX AMR WHAT IT IS: A high-performance version of Aston Martin’s stylish SUV. The DBX AMR is aimed squarely at Lamborghini’s Urus. WHY IT MATTERS: Aston Martin’s first SUV is already a hit, quickly accounting for close to half the marque’s total sales despite being launched in the middle of the pandemic. New Aston Martin CEO Tobias Moers believes DBX sales could reach 5,000 vehicles per year, so he has made expanding the DBX family a priority. As such, the DBX AMR won’t be the only addition to the DBX lineup: Two hybrid models are also coming within two years.

ARS Aston Martin Valhalla

PLATFORM AND POWERTRAIN: Whereas the AMG-sourced 4.0-liter twin-turbo V-8 in the regular DBX makes 542 hp, the DBX AMR is expected to get a Mercedes-AMG GLE 63 S engine with at least 603 hp— and perhaps up to 650 hp, Aston insiders say—and 627 lb-ft or more of torque. To match the 641-hp Urus, the quickest SUV we’ve ever tested, the DBX AMR will need to scoot from 0 to 60 mph in about 3.0 seconds, almost a second quicker than the standard DBX. The mild hybrid version of the DBX will have a turbocharged and electrically supercharged 429-hp 3.0-liter straight-six under the hood, plus a 21-hp motor mounted between the engine and the nine-speed automatic transmission. It’s basically the AMG 53 powertrain, and in the Mercedes-AMG GLE 53 Coupe, it delivers a 0–60 time of 5.2 seconds and city/highway fuel economy of 18/23 mpg. The plug-in hybrid DBX will likely be powered by the potent AMG E-Performance powertrain scheduled to make its debut in the forthcoming Mercedes-AMG GT73e four-door coupe. Combining the 603-hp version of the AMG twin-turbo V-8 with a 201-hp motor mounted at the rear axle, that means this PHEV Aston SUV should pack more than 800 horsepower.. ESTIMATED PRICE: $180,000 EXPECTED ON-SALE DATE: The Aston Martin DBX AMR is expected to go on sale in 2022. The MHEV DBX goes on sale later this year, and the PHEV DBX is scheduled to arrive in 2023.

2024 Aston Martin Valhalla WHAT IT IS: A limited edition mid-engine supercar that borrows key technologies from the Adrian Newey–designed multimillion-dollar Aston Martin Valkyrie halo car. WHY IT MATTERS: Aimed at niche hypercars like the Ferrari SF90 and the McLaren Senna, the mid-engine Valhalla is designed to showcase Aston Martin technology and to fill the gap between the ultra-exotic V-12-powered Valkyrie and the mainstream mid-engine Vanquish. Although it shares some of the Valkyrie’s design and aerodynamic features, the Valhalla is designed to be a more all-around usable car. The interior is still relatively minimalist, but it has much more room. PLATFORM AND POWERTRAIN: Whereas the Vanquish has a bonded aluminum chassis, the Valhalla will have a carbon-fiber monocoque like the Valkyrie, as well as lots of lightweight components and dramatic ground effects/aerodynamic elements. Like the Vanquish, the Valhalla was intended to be fitted with a 3.0-liter turbocharged V-6 developed in-house by Aston Martin. However, the engine was canceled last year after new CEO Tobias Moers found it was still in the very early stages of development and would have cost too much to ultimately put into production. The Valhalla will be powered by a hybrid powertrain built around a version of the AMG-sourced 4.0-liter twin-turbo V-8 fitted with unique components to boost power and torque. This engine will be significantly different from the V-8 fitted to the Vanquish. Like the Vanquish, though, the Valhalla will be all-wheel drive, with electric motors at the front axle providing extra traction and improved agility via torque vectoring. Total system output should be around 1,000 horsepower. ESTIMATED PRICE: $1 million EXPECTED ON-SALE DATE: Q1 2023

2025 Aston Martin Vanquish WHAT IT IS: Aston Martin’s first “mainstream” mid-engine supercar. The Vanquish will be priced and equipped to compete with Ferrari’s F8 successor and Lamborghini’s next Huracán. WHY IT MATTERS: The mid-engine Vanquish is designed to expand Aston Martin’s regular sports car lineup and will be sold alongside the company’s traditional front-engine Vantage and DB11 models. Although only a clay model of a coupe version has been shown, it is suspected that a convertible is under development, as well, with more powerful iterations likely to appear before the end of the decade. CEO Moers, who formerly headed Mercedes-AMG, believes the company could sell up to 3,000 Vanquishes per year. PLATFORM AND POWERTRAIN: The Vanquish platform is constructed from bonded aluminum, and the car will feature an all-wheel-drive, hybrid powertrain with electric motors powering the front wheels. When Aston Martin announced in 2019 it was building the Vanquish, the car’s internal combustion engine was intended to be an all-new Aston-developed 3.0-liter twin-turbo V-6. But that powerplant, which had scarcely progressed beyond the early prototype phase when Moers arrived last August, has been axed. Instead, the Vanquish will be powered by a version of AMG’s 4.0-liter twinturbo V-8, revised for a mid-engine configuration. To be competitive against its Italian and British targets, the Vanquish is expected to pack 700 horsepower or more. The Vanquish will also get the new Aston Martin infotainment system being rolled out in refreshed versions of the DB11 and Vantage over the next three years. ESTIMATED PRICE: $300,000 EXPECTED ON-SALE DATE: Fall/winter 2024 SEPTEMBER 2021 MOTORTREND.COM 39

FUTURE CARS

2024 Audi A6 E-Tron WHAT IT IS: An electric version of the A6, one of Audi’s core nameplates, as previewed by this year’s A6 E-Tron concept. Whereas Audi’s first serious electric vehicle efforts have been the low-volume E-Tron SUV and E-Tron GT fastback sedan, this sleek-looking A6 EV is a sign of mainstream things to come for the four-ring brand. And surprise: It’ll be sold alongside the more conventional-looking regular A6. WHY IT MATTERS: Audi reports 95 percent of the concept will translate to the production car. The sleek new sheetmetal shows off the latest evolution of Audi’s design language, including the new “inverted face” front end, which swaps the traditional dark grille area and body-color front bumper treatment of its conventional cars and SUVs. In profile, the concept car looks more like an A7 than it does an A6. Credit the fastback roofline, which imparts not only style but also slipperier aerodynamics: The A6 E-Tron concept has an impressively low claimed 0.22 coefficient of drag, just 0.02 higher than Mercedes-Benz’s pedestrianlooking EQS flagship. PLATFORM AND POWERTRAIN: The sleek A6 E-Tron uses a new platform co-developed with Porsche. Dubbed Premium Platform Electric, or PPE, it will underpin all electric Audis—as well as Porsches and Bentleys—for the foreseeable future. This modular platform supports single-motor rear-drive and dual-motor all-wheel-drive powertrains, and it’s capable of up to 270-kW charging speeds. That’s about 80 kW less than initially promised but still 20 kW more than the quickest Tesla Supercharger. The production A6 E-Tron will showcase PPE’s flexibility, offering rear- and all-wheel drive, as well as single or dual

40 MOTORTREND.COM SEPTEMBER 2021

motors. The concept’s two motors produce a total of 469 horsepower and 590 lb-ft of torque, splitting the performance difference between the current Audi S6 and RS6. Unlike the E-Tron GT, we expect the A6 E-Tron concept to have a single-speed direct-drive transmission instead of a two-speed unit. Audi says its concept can accelerate from 0 to 60 mph in less than 4.0 seconds, which we assume the road model will match. Thanks to its 100-kWh battery pack, the A6 E-Tron concept claims more than 435 miles on a charge—albeit as measured on the rather optimistic European WLTP test. For comparison purposes, the 2021 Audi E-Tron SUV is WLTP-rated at 248 miles of range, but its EPA rating is 222 miles. Expect the 2024 A6 E-Tron to score north of 300 miles on the EPA cycle when it goes on sale here in 2024. Assuming you can find a station capable of charging at that 270-kW max, 10 minutes of charging is said to add 186 miles of range. Juicing the battery pack from 5 to 80 percent requires as little as 25 minutes on said charger, according to Audi. ESTIMATED PRICE: $55,000 (single motor) EXPECTED ON-SALE DATE: Spring 2023

It’s easy to see how the Audi A6 E-Tron concept’s eyecatching design is intended to translate well to the production model.

PHOTOS: ANDREAS MAU, CARPIX

2023 Audi Q6 E-Tron WHAT IT IS: Audi’s first two electric vehicles, the E-Tron SUV and E-Tron GT fastback, are flagships of sorts for the automaker. But the upcoming 2023 Audi Q6 E-Tron is slated to be Audi’s first heart-of-market electric luxury SUV. This Q5-sized compact electric SUV (and its future electric Porsche Macan stablemate) will be Audi’s answer to the Tesla Model Y, Jaguar I-Pace, and Mercedes EQC, among others. WHY IT MATTERS: Automakers have finally realized that in order to sell electric-powered vehicles, they have to build cars people actually want to buy. This means compact SUVs, and especially luxury ones. For Audi, the 2023 Q6 E-Tron will be the SUV counterpart to the brand’s coming A6 E-Tron sedan, helping to amortize costs for the (likely) slower-selling A6 and providing an alternative for those who find the Q4 E-Tron too small and others who find the original E-Tron SUV too large. PLATFORM AND POWERTRAIN: Like the A6 E-Tron, the Q6 E-Tron will be built on the Premium Platform Electric (PPE) architecture co-developed with Porsche and Bentley. Officially, Audi hasn’t yet disclosed powertrain details for the Q6 E-Tron, but we’d be shocked (no pun intended) if it didn’t mirror the A6 E-Tron lineup. We expect the top powertrain option on the Q6 E-Tron to feature dual motors with about 470 hp and 590 lb-ft of torque, backed up by a 100-kWh battery pack. A smaller battery pack and singlemotor rear-drive option are also likely. You can expect a driving range north of 250 miles for the Q6 E-Tron. Like the A6 E-Tron and E-Tron GT, the Q6 E-Tron will be capable of quick-charging at seriously quick speeds—up to 270 kW, or 20 kW higher than Tesla’s latest V3 Superchargers. That will make the Q6 E-Tron road-trip friendly, with a theoretical 5–80 percent charge time of just 25 minutes. ESTIMATED PRICE: Expect a base Q6 E-Tron to sticker for somewhere in the $50,000–$55,000 range before any applicable federal, state, and local rebates and incentives. EXPECTED ON-SALE DATE: Fall 2022

This electric SUV is massively important to Audi’s future product lineup, and the final version should look as sharp as its E-Tron siblings.

SEPTEMBER 2021 MOTORTREND.COM 41

2023 Bentley Flying Spur Hybrid WHAT IT IS: A plug-in hybrid version of Bentley’s luxurious four-door sedan. WHY IT MATTERS: Bentley has announced that by 2030 it will produce nothing but electric vehicles. Before it moves away from internal combustion engine road cars, though, Bentley will offer plug-in hybrid versions of all its lineup over the next three years. The Bentayga Hybrid has just gone on sale in the U.S.; the Flying Spur sedan will be next, followed by the Continental GT coupe and convertible. PLATFORM AND POWERTRAIN: Being part of the VW Group—and being closely aligned to Porsche within the group—gives Bentley ready access to a bunch of useful hardware and technology. For example, the Flying Spur shares all of its structure ahead of the firewall with Porsche’s Panamera, and its center section with the long-wheelbase Panamera Executive. The rear section of the platform is unique to the Bentley, however. It allows for a more

42 MOTORTREND.COM SEPTEMBER 2021

comfort-oriented suspension setup and features a roomy conventional trunk instead of the Porsche hatchback. The Flying Spur Hybrid will thus get a version of the plug-in hybrid powertrain used in the Porsche Panamera 4 E-Hybrid. That means a 325-hp 3.0-liter twin-turbo V-6 under the hood, aided and abetted by a 134-hp motor mounted between the internal combustion engine and the eight-speed dual-clutch transmission. Total system output will be 455 hp and 516 lb-ft of torque. The 17.9-kWh battery pack will add about 500 pounds to the car’s overall weight compared with the 542-hp/516-lb-ft Flying Spur V8, but it should provide about 14 to 18 miles of EV range. Despite more weight and less power, the Flying Spur Hybrid should still accelerate from 0 to 60 mph in about 5.0 seconds and have a top speed in excess of 170 mph. ESTIMATED PRICE: $189,000 EXPECTED ON-SALE DATE: Early 2022

Get it while it’s gas: The Bentley Flying Spur Hybrid might one day be seen as a classic relic that recalls a seismic automotive shift.

FUTURE CARS

2023 BMW 7 Series WHAT IT IS: The 7 Series is BMW’s biggest, most luxurious sedan and its model with the most gravitas. First launched in the late 1970s, the 7 has long served as Bavaria’s answer to Stuttgart’s S-Class. It should exemplify the best of BMW, and it has usually boasted a number of engine options and wheelbase lengths. For most of its existence, it’s been the driver’s choice among large luxury cars. WHY IT MATTERS: In an SUV-dominated world, this big Bimmer wants to show it still has a place. With this new generation—the 7’s seventh—it will still be able to serve as eminently comfortable and luxurious chauffeured transportation. It should also be good enough to drive that owners who don’t want to get hauled around can take the wheel and feel satisfied. Recent 7 Series models have failed to deliver in the latter regard, and our fingers are crossed that this next-generation car brings just as much “ultimate driving machine” to the table as bleeding-edge infotainment, safety, and advanced driver assistance tech. PLATFORM AND POWERTRAIN: The 2023 BMW 7 Series will be built on the modular architecture that underpins the current i4 and offer a plethora of propulsion options. The turbocharged I-6 and V-8 engines are likely to carry over from the current 7 Series, and they might produce slightly more power. However, the V-12 found in the M760Li is almost assuredly shuffling off its gas-fueled coil due to tighter global emissions regulations. An eight-speed automatic transmission will route power to either the rear or all four wheels. The headline powertrain news, however, is that the 2023 7er will also be available as a fully electric vehicle. Although details on this version’s setup are scarce, it’s safe to assume range, power output, and motor configurations will, at the very least, match those of the BMW i4 M50. That means—in the top-spec version—at least 500 horsepower from a pair of electric motors, a 100-kWh battery, and at least 300 miles on a single charge. There’s no word on whether the EV will take on the “i7” moniker, though. For those not ready to make the full EV switch, plug-in hybrid power is in the cards. EXPECTED PRICE: The current 7 starts at more than $86,000, but the new car’s base price will creep closer to $90,000. With the M760Li removed from the range, the top-of-theline 7 Series will be the most powerful and longest-range EV variant, which will likely peg at $140,000 or so. EXPECTED ON-SALE DATE: Summer 2022

ILLUSTRATION BY ABIMELEC DESIGN

2022 BMW i4 EV Nose jobs: Once (if?) you can look past BMW’s new family face, there’s plenty of compelling vehicular content coming down the pipe.

WHAT IT IS: BMW’s most conventional electric car and i brand model to date, the i4 is a fastback sedan rather similar to the gas-powered 4 Series Gran Coupe. Under the sheetmetal, though, this one is packed with batteries and electric motors. Although the unfortunate bucktooth grille is present and accounted for, it’s at least functional, housing sensors needed for advanced driver assistance systems. WHY IT MATTERS: Whereas every other i model has been a rather extreme experiment in design, the i4 will appeal to folks interested in EVs who prefer not to drive a rolling science project. Comparatively, it’s far and away the safest bet, mixing traditional appeal with impressive range and power. It’s the first i model to get an M variant, though the i4 M50 is more of an M Sport than a full-fledged M car. PLATFORM AND POWERTRAIN: Built on BMW’s new EV platform that’ll underpin a range of new cars, the i4 promises up to 300 miles of range and up to 536 hp, though not on the same trim level. The basic rear-drive i4 eDrive40 is the range winner, while the power-champ M50 comes in at 245 miles, as both models use the same 84-kWh battery. That battery can be charged from 10 to 80 percent in 31 minutes on a 200-kW DC fast charger. The single-motor eDrive40 will make 335 hp and 317 lb-ft of torque, enough to hit 60 mph in 5.7 seconds, BMW says. The dual-motor M50 makes up to 536 hp and 586 lb-ft of torque in overboost mode and can hit 60 mph in 3.9 seconds, per BMW. (Normally, it makes 469 hp and 538 lb-ft.) ESTIMATED PRICE: The i4 eDrive40 will start at $56,395, and the i4 M50 at $66,895. Adaptive M suspension is standard on the M50 and optional on the eDrive40. EXPECTED ON-SALE DATE: Early 2022

SEPTEMBER 2021 MOTORTREND.COM 43

FUTURE CARS

2022 BMW iX EV WHAT IT IS: BMW’s flagship all-electric SUV comes with a long list of brand firsts. It features a new platform, new styling language inside and out, new technology, and more. Roughly the size of the brand’s X5, the iX is BMW’s long-awaited entry in the electric luxury SUV segment. And yes, the bucktooth false grille is really happening; it’s a convenient place for BMW to mount the sensors needed for advanced driver assistance systems. WHY IT MATTERS: BMW says the iX is its new technology flagship, a big deal for a company that’s long heralded its 7 Series as its technological standard bearer. The iX introduces a new aluminum and carbon-fiber structure, housemade electric motors, and the most advanced computer system BMW has ever put in a car. It’s also designed and built with sustainability in mind, BMW says, from material sourcing to assembly to end-of-life recyclability. PLATFORM AND POWERTRAIN: BMW’s done electric cars before, but the iX ushers in a new generation and a new platform to go with it. Like most, it packages the batteries, co-developed with a supplier, in the floor. Front and rear electric motors designed and built by BMW provide 516 hp and 564 lb-ft of torque and will allow the iX to hit 60 mph in 4.6 seconds. The 112-kWh battery should provide 300 miles of range, and it can be charged from 10 percent to 80 percent in less than 40 minutes on a 200-kW DC fast charger. ESTIMATED PRICE: Flagships don’t come cheap, and neither do luxury SUVs. BMW says the iX xDrive50 will start at $84,195, and it’s a safe bet you’ll be able to add thousands

44 MOTORTREND.COM SEPTEMBER 2021

of dollars in options, among them adaptive dampers and air suspension. The company hasn’t said whether there will be multiple configurations of batteries and motors, but its competitors have taken the approach of introducing the most expensive configuration first and adding less powerful models with shorter range later. A 600-plus-hp iX M60 has been announced. EXPECTED ON-SALE DATE: Early 2022

The electric BMW iX is much better than a Styrofoam cup, with recyclability an intended feature along with impressive innovations.

FUTURE CARS

2023 Cadillac Lyriq and Celestiq WHAT IT IS: The 2023 Cadillac Lyriq midsize crossover SUV is the luxury brand’s first battery electric vehicle. Serving up 340 hp and 325 lb-ft of torque, the Lyriq has a familiar five-passenger, four-door layout but with its own cool, black-accented face, illuminated Cadillac crest, animated approach lighting, gigantic wheels, and a rakish rear window. Inside, a 33.0-inch curved LED screen capable of displaying more than a billion colors and a 19-speaker AKG audio system provide the wow factor. The Lyriq will be offered in a choice of two colors at launch: Steel Metallic or Black Metallic. (We know which one Catherine Wheel fans will be ordering.) It will initially be rear-drive only, and the model is expected to travel more than 300 miles on a single charge. A second drive motor at the front axle will add all-wheel-drive capability later, and sporty variants are also in the plan. GM’s Super Cruise automated driving technology will deliver hands-free operation in certain scenarios. The Lyriq will be followed by the Celestiq, a limolike fourdoor sedan that will take over as Cadillac’s flagship. The interior is intended to coddle chauffeur-driven passengers sipping Champagne in the second row under a transparent, four-quadrant glass roof. Up front, the large dashboard screen stretches the width of the car. It will feature all-wheel drive, a hatchback cargo opening, and four-wheel steering. WHY IT MATTERS: General Motors wants Cadillac to lead its EV push, so every one of the brand’s new models moving forward will be electric. That starts with the Lyriq, followed by the Celestiq sedan, the Optiq and Symboliq SUVs, another sedan/coupe, and an electric version of the Escalade full-size SUV. The Lyriq sets the styling tone for the lineup.

46 MOTORTREND.COM SEPTEMBER 2021

PLATFORM AND POWERTRAIN: The Cadillac Lyriq will use the same BEV3 architecture and Ultium battery system as the 2022 GMC Hummer EV pickup. The battery cells are packaged as modules to allow the creation of vehicles of any size or shape. GM is building a new Ultium battery plant in Tennessee to supply the Lyriq, which uses a 12-module, 100-kWh pack versus the Hummer’s 24 modules. Future crossovers for the Chevrolet and Buick brands will share a similar layout. The Celestiq is more of a one-off vehicle and a surprise addition to the portfolio. It will have at least two motors, and the long body provides a lot of underfloor space for energy storage. It will be able to fast-charge at 800 volts and likely provide at least 300 miles per charge. ESTIMATED PRICE: The Lyriq starts at $59,990, and the Celestiq is expected to command at least $200,000. EXPECTED ON-SALE DATE: Lyriq, Q1 2022; Celestiq, as early as 2023.

Cadillac’s future looks as impressive from the inside as it does from the outside.

2023 Canoo Pickup and Van

The company’s name might inspire thoughts of paddling up a river, but Canoo’s vehicles kind of look like ones you might see employed during a Mars expedition.

WHAT IT IS: The Canoo Pickup and Canoo Van family of electric vehicles feature rounded, faux forward-control styling evocative of 1960s vans and trucks. These products will share mechanicals with a line of commercial vans that employ a more angular, interior-volume-maximizing design. In the passenger van, tall seating areas with no combustion engine in the way accommodate seven people in a compact car footprint, and a loft-inspired interior features recycled materials and facilitates a high degree of potential customization. The truck pairs a 2+2-passenger extended cab with a full 6-foot bed in an overall length 21 inches shorter than today’s smaller-box compact pickups. A slide-out floor extends the box length to 8 feet, and the barn-door-style tailgate includes fold-out panels to enclose the additional space. Portions of the box’s tall walls fold down to provide workspace, and there’s a storage frunk. Power outlets in the box and frunk can provide power at a campsite or on the job. WHY IT MATTERS: The Southern California–based EV startup enjoys Chinese investment backing, and its founders cut their teeth at Faraday Future and BMW. The retail van and pickup are expected to pioneer a subscription-based ownership model while sales of the commercial

delivery van keep the company’s lights on. The compelling design, high degree of product standardization, and costsaving innovations like selling a single exterior color with wraps that provide individuality seem to tilt the odds of long-term viability in Canoo’s favor. PLATFORM AND POWERTRAIN: Economies of scale are realized by sharing a fully electric skateboard chassis with a 112.2-inch wheelbase. Initial power offerings will include a 300-hp, 332-lb-ft single rear motor or front and rear motors that Canoo says provide up to 600 horsepower and 550 lb-ft of torque combined and all-wheel drive. An 80-kWh battery is said to deliver 200 miles of range in the AWD pickup and 250 miles in the rear-drive van. Different commercial-van wheelbases, battery-pack sizes, and motor combinations are expected to follow. The AWD pickup truck is rated for 1,800 pounds of maximum payload, but towing capacity has yet to be announced. ESTIMATED PRICE: Canoo has yet to divulge details of its subscription model, but we expect retail pickup and van pricing will fall somewhere between $35,000 and $50,000. EXPECTED ON-SALE DATE: Spring 2023

SEPTEMBER 2021 MOTORTREND.COM 47

FUTURE CARS

2023 (and Beyond) Chevrolet Corvettes WHAT IT IS: The mid-engine Chevrolet Corvette Stingray won our 2020 MotorTrend Car of the Year award, but that car is just the starting point. Chevy Performance is gearing up to roll out five high-performance variants of the C8, and a new Z06 will be the first to arrive. Expect about 625 horses from its 9,000-rpm 5.5-liter naturally aspirated flat-plane-crank V-8. With its aggressive aero and sticky tires, you can assume some serious Ferrari 458 Speciale vibes. The Z06 will be followed by a ZR1, which will likely bolt two turbochargers onto the Z06’s powerplant, pumping out about 850 hp. Around the same time, expect to see a Corvette Hybrid, which will be the first production AWD version in the model’s history. The rear wheels will be powered by the C8’s 6.2-liter V-8 (or possibly something with a couple fewer cylinders) and an electric motor. The front wheels will each get an electric motor, and plug-in capability is likely. Those same two electric motors will be joined by a third motor on the all-electric Corvette E-Ray. Finally comes the Zora, a 1,000-plus-hp PHEV hypercar that mates the Corvette Hybrid’s electric motors to the ZR1’s monster engine. The exotic car world is hereby put on notice. WHY IT MATTERS: Although the eighth-generation Corvette captured our COTY honors, it placed fifth out of seven at our 2020 Best Driver’s Car competition. Chevy needs highperformance variants to keep up with and even beat the likes of Porsche, Lamborghini, Ferrari, and McLaren. We know what Chevy Performance is capable of, and when world-class power and handling combine with the Corvette’s relatively low price, the results should be world beating. PLATFORM AND POWERTRAIN: There’s a lot of room for more plumbing in the C8’s engine bay. Likewise, filling up 48 MOTORTREND.COM SEPTEMBER 2021

the frunk space with motors makes packaging sense. We also know the 5.5-liter flat-plane V-8 in the C8.R race car was developed with more than just endurance racing in mind. Although a production engine would lose the 500-hp restrictor plate, it’s unclear what vibration countermeasures will be required to meet durability standards with such a large flat-plane V-8 engine. ESTIMATED PRICE: $90,000 seems like a good starting price for the Z06, whereas the ZR1 will probably start in the $120,000 neighborhood. Details are sparse for the Hybrid and E-Ray, but $80,000 and $100,000 make sense, respectively. Expect to pay close to $200,000 for the Zora. EXPECTED ON-SALE DATE: Early 2022 makes sense for the Z06. The Hybrid should appear toward the end of 2022, followed by the ZR1 and the E-Ray in 2023. The Zora should appear by 2024, about halfway through the C8’s life span.

ILLUSTRATION BY ABIMELEC DESIGN

If you subscribe to the idea that says you can never have too many Corvette variants, then the C8 is poised to deliver.

2023 Ferrari Purosangue

ILLUSTRATION BY AVARVARII

WHAT IT IS: The Purosangue is Ferrari’s first-ever crossover and is designed to compete with Lamborghini’s Urus and Aston Martin’s forthcoming hotted-up AMR version of the DBX. WHY IT MATTERS: Former Ferrari boss Luca di Montezemolo routinely proclaimed the company would never build an SUV. But the Purosangue, with all-wheel drive, high ground clearance, and a long-travel suspension, is a Ferrari SUV in all but name. Ferrari’s technical chief Michael Leiters has confirmed the Purosangue effectively replaces the two-door GTC4Lusso in the Ferrari lineup. “Our intention is to create a new segment for Ferrari,” he says. PLATFORM AND POWERTRAIN: The original thinking was the Purosangue would share its underpinnings with the all-wheel-drive GTC4Lusso, but in fact it will be built on the new modular front-engine GT architecture that made its debut in 2020 with the Roma coupe. Critically, this architecture not only can package AWD hardware but has also been developed from the get-go to accommodate a plug-in hybrid powertrain. The Purosangue will therefore be available with a version of Ferrari’s 3.9-liter twin-turbo V-8 under its long hood, supported by a 161-hp electric motor to produce a total system output of about 700 horsepower. The Purosangue’s launch engine may be the Scuderia’s 6.5-liter naturally aspirated V-12, even though this charismatic powerplant is under threat from the forthcoming Euro 7 emissions and fuel consumption regulations. “We are fighting and fighting to maintain the naturally aspirated V-12,” Leiters says, “and with the limits we see and the regulations that are in discussion, we think we can make it.” The latest iteration of the engine pumps out 789 horsepower in the newly launched Ferrari 812 GTS. The V-12 would give Ferrari bragging rights over archrival Lamborghini, whose Urus SUV is only available with a 4.0-liter twin-turbocharged V-8. Regardless of engine, the Purosangue will send its might to the ground via an eight-speed dual-clutch transmission. Expect a height-adjustable suspension and a specially developed version of Ferrari’s acclaimed Side Slip Control vehicle dynamics system tuned to handle low-friction surfaces such as gravel and snow. ESTIMATED PRICE: $300,000 EXPECTED ON-SALE DATE: The Purosangue will make its debut in 2022, though Ferrari sources cannot confirm whether it will arrive in the U.S. in the first or second half of the year.

2023 Chevrolet Silverado EV WHAT IT IS: Chevrolet’s first battery-powered full-size electric pickup truck. WHY IT MATTERS: If General Motors is to make good on its promise to (probably) eliminate internal combustion engines by 2035, its popular and profitable full-size pickups will have to go electric. And they need to do it soon: Tesla has proven what an electric startup can do to traditional automakers, and Rivian had planned on a summer 2021 launch for its R1T pickup. Meanwhile, Ford plans to put the 2022 F-150 Lightning into production in the spring of 2022. Electric pickups might be a tough sell for hardcore truck owners, who tend to be conservative in their mechanical druthers, which is probably why GM will lead the electric truck charge with the 2022 GMC Hummer EV. PLATFORM AND POWERTRAIN: The Silverado EV will share its powertrain with the GMC Hummer EV pickup, but while the Hummer’s distinctive styling screams “early adopter,” the electric Silverado will wear more traditional pickup garb. Chevrolet has not announced powertrain

information, but it will offer the electric Silverado in both fleet and consumer models, built alongside the Hummer EVs at GM’s new Factory Zero. We expect the Silverado EV will offer dual- and triple-motor setups like the Hummer, and perhaps even a low-cost single-motor powertrain. GM announced the electric Silverado will offer up to 400 miles of range, and the automaker and partner LG are already at work on the next-generation Ultium battery. It promises better energy density and therefore greater range. ESTIMATED PRICE: EVs typically sell for a premium compared to their internal combustion counterparts. But as the electric Silverado strategy includes work and fleet trucks, the pricing needs to be considerably lower than the GMC Hummer EV pickup’s starting price of $79,995. We imagine Ford’s starting price of $41,669 for the F-150 Lightning will be a good target. EXPECTED ON-SALE DATE: The Hummer EV Edition 1 comes this fall, with less expensive versions to follow in 2022, and we can’t imagine the Silverado EV will be far behind.

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FUTURE CARS

2023 Fisker Ocean WHAT IT IS: There are a lot of exciting automotive startups with compelling electric SUVs in the works, but only one is helmed by an experienced auto designer who’s had a run at this sort of thing before. Henrik Fisker spent decades at BMW and Aston Martin before setting up Fisker Automotive. While that venture foundered—eventually becoming Karma Automotive—the experience likely taught Fisker even more about full-scope automotive business. The new company, Fisker Inc., hopes to start building its Ocean electric SUV late next year. And unlike some of its peers, the new Fisker has inked some significant deals with big players, including Magna (which will assemble the Ocean in Austria), Electrify America (a charging network partnership), and Foxconn (which will build an unnamed vehicle in North America in a joint venture with Fisker). There are no guarantees, but these deals suggest some measure of viability. WHY IT MATTERS: The Ocean doesn’t stray too far from the pack of EV SUV intenders, with sharp, futuristic looks and big

range targets. But there’s a more overt focus on environmentalism, with a low chemical emissions interior consisting of vegan materials, a heavy use of recycled components, and even a full-length solar panel on the roof. PLATFORM AND POWERTRAIN: The Ocean uses an all-new, purely electric platform, and Fisker Inc. intends it to be just the first of several vehicles on those underpinnings. Battery capacity is close to 80 kWh, and the company has recently upped its range estimates, with the longest-range variant now said to reach 350 miles on a charge. Two- and all-wheel-drive variants will be offered, but details such as motor output and the like are unknown at this time. ESTIMATED PRICE: The $37,499 starting point is ambitious and would put the entry-level Fisker in position to undercut serious competition from big-name brands: The Volkswagen ID4 starts at $41,190, the Ford Mustang Mach-E at $43,995, and the Tesla Model Y at $53,190. EXPECTED ON-SALE DATE: Late 2022

Will the lessons Fisker learned during its previous go-around allow the Ocean to ride a wave of success?

2025 Ford Bronco Pickup WHAT IT IS: Ford’s answer to the Jeep Gladiator. But wait, doesn’t the existing Ranger fill that role? Yes and no—the Bronco-styled, off-road-focused pickup will target adventure-minded truck enthusiasts who gravitate toward the Gladiator, Toyota Tacoma TRD Pro, and Chevy Colorado ZR2. Therefore expect the Bronco pickup to wear essentially the same bodywork as its SUV sibling, albeit with a short cargo bed; removable doors and roof panels are a given. WHY IT MATTERS: With no more cars to sell besides the Mustang, Ford needs its SUV and truck efforts to crush it by being both good and plentiful. A Bronco pickup, despite overlapping heavily with the Ranger—on which the Bronco is based, anyway—is intended to be additive rather than redundant, offering buyers a more stylish midsize truck. You can bet Ford won’t complain about the extra profits this surely pricier model will rake in, either. And lest you think Ford is cravenly chasing cash, keep in mind the original Bronco was offered as a (tiny) pickup, so there’s precedent.

PLATFORM AND POWERTRAIN: There’s no surprise here. The Bronco pickup truck is expected to share the next-generation Ranger’s frame and underpinnings, albeit beefed up to match its promise of greater off-road capability. Look for the same 2.3-liter turbocharged I-4 and 2.7-liter twin-turbo V-6 engine choices offered in the Bronco SUVs, as well as those rigs’ 10-speed automatic transmission and—fingers crossed—seven-speed manual transmission option. ESTIMATED PRICE: Jeep’s Gladiator starts at more than 35 grand, rich for a midsize pickup, particularly one lacking power windows, door locks, mirrors, or even a solid roof. Such is the “fun tax” for a truck with standard four-wheel drive and the iconic Wrangler’s sense of adventure. The Ford Bronco pickup, like the SUV version, will probably slightly undercut the Jeep’s price and come standard with more features. Even so, that’ll place the Bronco truck’s MSRP thousands higher than a similar Ranger’s. EXPECTED ON-SALE DATE: 2024

ILLUSTRATION BY ABIMELEC DESIGN

Ford has been deluged with customer orders for the new Bronco and Bronco Sport, and it aims for the pickup to line its pockets further.

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FUTURE CARS

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But wait! There’s even more Bronco to get excited about, especially if you’re a performance enthusiast.

ILLUSTRATION BY ALEXANDER STOKLOSA

2022 Ford Bronco Raptor WHAT IT IS: An even more off-road-capable Ford Bronco. Although there was some thought Ford might call this version the Warthog, the latest intel says the well-known Raptor badge will be applied. That name and treatment would dovetail nicely with Ford’s other maximal off-road models, such as the F-150 Raptor offered here and the smaller Ranger Raptor sold only in foreign markets. Like those Raptors, expect the Bronco version to deliver the suspension, tire, and driveline modifications to allow for high-speed desert running. This makeover is particularly fitting for the Bronco, which has a rich history at the Baja off-road race. Look for this model to leverage Ford’s racing heritage, too. WHY IT MATTERS: Billy-goating up some rocks at low speed is thrilling in its own way, and the regular Bronco is more than able to scramble any place a Jeep Wrangler can. But bombing down sand washes and over desert whoops at speed in a new 2022 Ford Bronco Raptor will fire the synapses in a whole different way. Who hasn’t dreamed of cosplaying as Parnelli Jones, conquering the Baja California Peninsula in a rugged Ford 4x4 as fans cheer you on from dangerously close proximity? The closest Jeep gets to this sort of off-roader is the Gladiator Mojave, though the Mojave desert-runner package will likely migrate to the Wrangler eventually. PLATFORM AND POWERTRAIN: The playbook for the Bronco Raptor has already been written. Simply read the specs for the latest F-150 Raptor for a preview: Fox shocks, a lifted suspension, beefier axles, BFGoodrich T/A K02 tires, angrier styling, extra running lights, and hopefully a bit more horsepower. Forget the Bronco’s entry-level fourcylinder engine, as the Raptor likely will start with the up-level twin-turbo V-6, and it should build upon its 330 hp. We think 400 hp—or beyond—is more likely. ESTIMATED PRICE: Don’t bring less than $50,000 to your Ford dealer. Jeep long ago kicked down the barriers separating its special Wrangler models from unhinged pricing. With Wrangler Rubicons trading for similar money and the new V-8-powered Wrangler 392 costing about 70 grand, Ford can charge pretty much whatever it pleases for this. EXPECTED ON-SALE DATE: 2022

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2022 Ford F-150 Lightning

Ballroom blitz: This Lightning throws features and capabilities at you from all corners.

WHAT IT IS: This is the electric expansion of the F-150 pickup truck’s family. It has a super crew cab, a 5.5-foot bed, and a lockable 14.1-cubic-foot frunk up front where a combustion engine would normally be. The Lightning comes standard with 4WD thanks to motors in the front and back, skidplates for off-roading, a 2,000-pound payload capacity (400 of those pounds in the frunk), and 10,000 pounds of max towing. The batteries provide 96 kW of juice to power tools, toys, or even a home that has lost power. The Lightning’s styling is a bit smoother and more aerodynamic with more dramatic lighting, but the truck is still easily recognizable as an F-150. Additionally, its dimensions are the same as a standard F-150’s, so customers can continue to use their accessories. Pricing is startlingly low: You can almost buy three base Lightnings for the price of a single 2022 GMC Hummer EV Edition 1. WHY IT MATTERS: This is Ford’s highestvolume vehicle, and creating an electric version vaults the Blue Oval forward in its efforts to electrify its fleet and get more EVs on the road. The Lightning shows consumers that EVs need not be compromised versions of existing models but instead can be affordable and the most desirable version within a lineup. This also marks the return of the Lightning name, which was first applied to a performance version of the F-150 in 1992. PLATFORM AND POWERTRAIN: The Lightning rides on a skateboard platform designed for the F-150 that still uses a ladder frame. But it fills the space

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between the rails with battery packs, and it protects them with steel plates that can take a beating. It’s also the first F-150 with an independent rear suspension. The Lightning has two motors, front and back, for standard 4WD. Ford engineers say it will accelerate to 60 mph in about 4.5 seconds with the extended-range battery, which generates 563 hp and 775 lb-ft of torque and provides 300 miles of range on a single charge. The standard battery provides the same torque but drops to 426 hp and 230 miles of range. The Lightning is the first vehicle to use this dedicated Ford electric vehicle platform, but it won’t be the last. There are no plans to add a third motor for a performance version or add more cab and bed configurations, but this could change if Ford feels there’s enough demand. PRICE: $41,669 for the base truck for retail and fleet customers. Ford will also offer XLT, Lariat, and Platinum trims in the $90,000 price range. EXPECTED ON-SALE DATE: May 2022

FUTURE CARS I Custom FUTURE CARS

PHOTOGRAPHY BY STEVEN PHAM

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FUTURE CARS

2022 Ford F-150 Raptor R WHAT IT IS: Ford’s answer to the supercharged Ram 1500 TRX. It arrives a year-plus late, which suggests the Hellcat-powered Ram caught the Ford F-150 Raptor developers off guard. Fear not, as Ford has its own blown V-8 that serves up 760 hp and 625 lb-ft of torque in the Mustang Shelby GT500. As with the Hellcat, some high-rev horsepower will be sacrificed to bolster lower-end torque for truck duty, so the Raptor R will likely cede specs superiority to the 702-hp, 650-lb-ft TRX. But the Ram’s iron-block 6.2-liter one-cam, two-valve V-8 faces extinction due to increasing compliance costs, so Ford’s more advanced aluminum 5.2-liter four-cam, four-valve Predator engine will likely outlive the Hellcat. WHY IT MATTERS: The V-10-powered Ram SRT-10 may have been king of the street-racing-pickup hill from 2004 to ’06, but Ford invented the factory desert-race-ready pickup class in 2010 with its Baja 1000–inspired F-150 Raptor. A decade later, the 2021 MotorTrend Truck of the Year–winning TRX mounted the first serious challenge to Raptor’s desert-running superiority. Ford’s third-gen Raptor responded with a new optional 37-inch tire package (which requires its own unique frame) plus superior ground clearance and better approach, breakover, and departure angles. But the Raptor’s 3.5-liter twin-turbo EcoBoost V-6 falls well short of Hellcat output, at a carryover 450 hp and 510 lb-ft. The supercharged V-8 in the Raptor R aims to even the score, at least in terms of acceleration performance. PLATFORM AND POWERTRAIN: The F-150 Raptor’s two new frames both feature a Ram-inspired coil-sprung rear suspension for improved wheel articulation and are expected to carry over to the R with minor modifications to

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mount the V-8. The GT500 engine will be comprehensively retuned to suit the Raptor R’s dramatically different mass and duty cycle. Rumors suggest Ford’s development trucks experienced durability problems whenever the V-8’s wick was turned up beyond 650 hp. As a result, peak output figures are likely to trail the TRX’s, but the Raptor’s lighter weight and additional transmission ratios should even the drag-racing odds until the TRX’s V-8 bites the dust. ESTIMATED PRICE: The TRX carries a base price of $72,110, and if the Raptor R can’t claim complete specs superiority over it, we expect a price that undercuts it slightly, probably near $70,000. EXPECTED ON-SALE DATE: Early 2022

No leaf-sprung axle can match the articulation of trailing links and coil springs. Expect this to be Ford’s deftest desert runner ever.

2024 GMC Hummer EV SUV WHAT IT IS: A large four-door, five-passenger electric SUV cousin to the 2022 GMC Hummer EV pickup truck. The 2024 GMC Hummer EV SUV will start production with the limited Edition 1 in Moonshot Green Matte, but additional colors will be available on lower trims. The SUV’s cool features include a removable roof, a lighted crystal “Hummer” bar on the front, the lunar Sea of Tranquility etched into the speaker grilles and on the floor, and large digital displays. An Extreme Off-Road package provides 18-inch wheels and available 37-inch tires, underbody armor, rock sliders, a front eLocker, and virtual rear lockers to augment the standard four-wheel drive with rear torque vectoring. The Hummer also has Super Cruise hands-free driving assist, an adaptive air suspension, four-wheel steering, and extras such as Extract and Crab Walk modes to get out of dicey situations on the trail. There is a ferocious launch control sequence known as Watts to Freedom—or WTF— and with three motors, the top-trim Hummers generate 830 horsepower and about 1,045 lb-ft of torque, enough to blast from 0 to 60 mph in 3.5 seconds. Over time, more affordable models will be added with one fewer motor, less power, lower range, and fewer features. WHY IT MATTERS: The pickup and SUV bring back the iconic Hummer name but on zero-emissions vehicles. They are part of a wave of new EVs from General Motors in all shapes and sizes, for all brands and markets, and these new vehicles are being developed in half the usual time. The Hummer uses GM’s Ultium battery system for up to 300 miles of range on a single charge. The SUV is expected to outsell the pickup, and GM hopes the pair proves to consumers that legacy carmakers can make cool and capable electric vehicles. PLATFORM AND POWERTRAIN: The Hummer pickup is the first EV on GM’s new dedicated platform that will support the Hummer SUV and Chevrolet Silverado electric pickup trucks, as well as large SUVs. GM’s Ultium batteries are packaged into modules and provide a range of 250 to 300 miles per charge, depending on the trim level, which also dictates whether the model has two or three electric motors. Horsepower ranges from 625 to 830. The base SUV comes with 58 MOTORTREND.COM SEPTEMBER 2021

400-volt fast charging; the rest of the lineup uses 800 volts. A bidirectional charger allows power to flow in or out, so it can power accessories, provide juice to your home during a blackout, or charge another electric vehicle. ESTIMATED PRICE: The Edition 1 starts at $105,595. The rest of the lineup will launch by spring 2024 at prices ranging from $79,995 to $99,995. EXPECTED ON-SALE DATE: Q1 2023

Where have all the old Hummers gone? We don’t see many on the streets today, but expect this new generation to be a common sight.

PHOTOGRAPHY BY STEVEN PHAM

FUTURE CARS

2022 Honda Civic Type R WHAT IT IS: Before the 11th-generation Honda Civic sedan’s engine had time to turn over after its official debut earlier this year, a new Civic Type R was confirmed to be on its way. This will be the sixth generation of Honda’s habanero-hot hatch but only the second version to be sold on our shores. Like prior Civic Type R’s, expect this new car to arrive in hatchback configuration only, leaving the sporty-sedan space to the lesser Si. WHY IT MATTERS: The current Civic Type R is one of the best driving cars on the market—hot hatch or otherwise—so we breathed an exhaust-tinged sigh of relief when Honda flashed the green light for a new one. The regular versions of the new Civic are more fun to drive than before (see page 14), so as sublime as the current Type R is, the new one

should blow our minds all over again with superb balance, near-perfect control inputs, and gutsy power. PLATFORM AND POWERTRAIN: All 11th-gen Civics ride on an updated version of the preceding model’s bones, so the same is true of the next Type R. Similarly, regular Civic sedans use mildly tweaked versions of the prior powertrains, so we expect the ’22 Type R to pack a juiced-up version of the existing 2.0-liter turbocharged four-cylinder with power ratings somewhere in the range of 315 to 335 hp. Rumors of tradition-breaking all-wheel drive and a hybrid powertrain are unlikely to come to fruition. Expect a front-wheel-drive car sans battery pack. ESTIMATED PRICE: $40,000 EXPECTED ON-SALE DATE: Spring 2022

ILLUSTRATION BY ABIMELEC DESIGN

Can we get a time warp? As we already know how good the standard new Civic is (page 14), the next Type R can’t get here soon enough.

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2024 Hyundai RM20e WHAT IT IS: For a brand without any deep motorsports legacy, Hyundai has made waves with its latest N-badged models like the Veloster N. Yet a hot hatch—even a great one—hardly breaks new ground. Hyundai initially pinned its hopes on the RM19 N prototype, which was essentially a mid-engine Veloster N built in the vein of the Volkswagen Golf GTI W12-650 and the Peugeot 205 Turbo 16. But the launch of the mid-engine Chevrolet Corvette—not to mention its $60,000 starting price—helped to make the RM19 N’s business case murky. The electric mid-motor Hyundai RM20e hopes to clear things up. WHY IT MATTERS: The inevitability of electrification presents a once-in-a-lifetime opportunity, and the RM20e aims to be to Hyundai what the Corvette is to Chevy. Although the latest prototype still outwardly appears to be Velosterbased, its packaging hides a mid-mounted motor (instead of axle-mounted like most EVs) and hints that a resulting production car could be much more enticing. PLATFORM AND POWERTRAIN: Underpinning the RM20e’s Veloster-ish body is Hyundai’s new mid-engine platform dubbed RM. Details about this platform are scarce, but the mid-engine, rear-drive architecture seems capable of supporting both internal combustion and electric power. Whereas the RM19 N prototype was powered by a 385-hp version of the 2.0-liter turbocharged I-4 and eight-speed dual-clutch automatic found in the Veloster N, the RM20e sports an electric motor said to make 810 hp and 708 lb-ft of

torque. Hyundai estimates the RM20e can accelerate from 0 to 60 mph in less than 3.0 seconds and hit 124 mph in 9.88 seconds. Hyundai isn’t talking batteries or range, but given the car’s massive front splitter, rear diffuser, and wing—not to mention its compact dimensions and blistering performance claims—it can’t be particularly economical when driven with the hammer down. ESTIMATED PRICE: $55,000 EXPECTED ON-SALE DATE: Hyundai hasn’t committed to producing the RM20e. However, given its commitment to introduce 44 new “eco-friendly” models by 2025, we think we’ll see this car in one form or another by that time.

According to Hyundai, RM stands for “Racing Midships,” a reference to the car’s purpose and the location of its powertrain.

The all-electric Jaguar flagship is likely to be a more conventionally styled car than the company’s groundbreaking I-Pace; expect a low-slung sedan profile, though it will have a large rear hatch instead of a conventional trunk. A proposal for an electric XJ dubbed Project Miami, developed several years ago as senior JLR execs argued over the car’s future underpinnings, was said to resemble a longer and sleeker Porsche Taycan. Top-spec XJs are likely to be equipped with a 100-kWh battery and four electric motors developing a total of 800 hp. ESTIMATED PRICE: $100,000 EXPECTED ON-SALE DATE: 2025

As seen above, the previous XJ replacement made it deep into development, but everything under the camo was binned for a new approach.

2026 Jaguar XJ WHAT IT IS: The electric replacement for Jaguar’s flagship. WHY IT MATTERS: After the launch of the all-electric I-Pace, most observers assumed the next-generation XJ would also be a battery electric vehicle. Those assumptions were fueled by the failure of Jaguar’s flagship to dent sales of the segment heavyweight, the Mercedes-Benz S-Class. But after much internal wrangling, JLR decided instead to build the next-generation XJ on the company’s new Modular Longitudinal Architecture (MLA), a convergence platform shared with Land Rover that allows for mild and plug-in hybrid drivelines as well as a fully electric powertrain. Although JLR had begun testing hybrid XJ prototypes built on MLA, new JLR CEO Thierry Bolloré threw the entire plan in the dumpster early this year, announcing that by 2025 every new Jaguar will be a pure electric vehicle. “Although the nameplate may be retained, the planned XJ replacement will not form part of our new, focused portfolio,” he said. PLATFORM AND POWERTRAIN: Parse Bolloré’s comments carefully—“the nameplate may be retained”—and it’s almost certain the flagship vehicle in Jaguar’s post-2025 lineup will be called XJ. Such a car would be built on a lengthened version of the skateboard platform that underpins the I-Pace, which itself will be refreshed in the coming year. The XJ version would have a longer wheelbase to provide interior room rivaling the new Mercedes EQS, along with a bigger battery for better range and performance. 60 MOTORTREND.COM SEPTEMBER 2021

2023 Jeep Wagoneer Trailhawk WHAT IT IS: A more serious, off-road-focused version of the new Wagoneer. WHY IT MATTERS: The excitement surrounding the recently revealed Wagoneer and Grand Wagoneer hasn’t even died down yet, and we have it on good authority Jeep isn’t done making news with this vehicle family. There will be a long-wheelbase model coming, along with a PHEV version. And as highlighted here, don’t be surprised if eventually there’s a more off-road-capable version, as well. It might not wear a “Trail Rated” badge due to its size, but the Wagoneer is still a talented off-roader from the factory— and a Trailhawk version would be more so. PLATFORM AND POWERTRAIN: A regular Wagoneer will offer an adjustable air suspension, 18-inch wheels, skidplates, tow hooks, and a traction management system. The market for off-road versions of full-size SUVs is evidenced by the Ford Expedition FX4, Chevy Tahoe Z71, GMC Yukon AT4, Toyota Sequoia TRD Pro, and even the full-size Range Rover. Jeep started the red tow hook trend, and it isn’t going to sit on the sidelines and let the Yukon AT4 be the only full-size SUV sporting them. An off-road variant of Jeep’s largest offering would be based on the more mainstream Wagoneer and not the ultra-luxurious Grand Wagoneer. Following the strategy of Jeep’s existing Trailhawk lineup, we expect enhancements

ILLUSTRATION BY ABIMELEC DESIGN

to the base vehicle’s capabilities and hardware: more aggressive tires on the Wagoneer’s 18-inch wheels and more robust underbody protection, along with some sort of rock rail/step combination to protect the rockers. In order to improve the approach and departure angles, we imagine front and rear fascias will be reshaped. A special wheel design with greater offset will give this off-roadready Wagoneer a wider stance and add stability. Powertrain and suspension changes should be modest but effective upgrades to the already capable Wagoneer. Jeep will likely replace the base mechanical limited-slip differential with a driver-selectable rear locker. Expect some retuning of the adaptive suspension for more control off-road. A new electronic stability strategy would allow for more driver engagement, and a bank of auxiliary upfitter switches (or something similar nested in the Uconnect system) will allow owners to add electrical accessories. Because the Wagoneer is not technically badged as a Jeep, it might not share the Trailhawk name with its lesser siblings. If that ends up being the case, you could be getting a first glimpse here of the 2023 Trailwagon. ESTIMATED PRICE: $69,995 EXPECTED ON-SALE DATE: 2023

The Wagoneer Trailhawk will put a modern twist on the nameplate’s livable off-roader ethos of the 1960s and ’70s.

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2024 Jeep Wrangler EV WHAT IT IS: A fully electrified version of Jeep’s iconic Wrangler 4x4. Jeep has lobbed hints about this project for years—we even drove an electric Wrangler prototype in 2008. Since then, the industry has hurtled in earnest toward an electrified future, and Jeep unveiled the Wrangler 4xe plug-in hybrid and—more tantalizingly—the Wrangler Magneto EV concept. Both offer clues to what Jeep could be up to with the production Wrangler EV: batteries tucked in multiple places, including under the rear seat, in the cargo area, and/or under the hood; an electric motor placed pretty much where the engine normally would be; and even Electrify America charging stations installed at off-road trailheads around the country. These stations are becoming reality right now for 4xe owners, but they are clearly intended to serve more than a niche trim level. WHY IT MATTERS: As Tesla has shown, Americans will buy electric cars if those EVs are interesting, and we can think of no bolder confirmation of a new reality than an electric Jeep Wrangler. Next to the whole “making history” bit, there’s the not-insignificant matter that electrification could actually enhance the Wrangler experience. That’s because electric motors are torquey, and their instant-on power is a boon during precision off-road maneuvers—as we found wheeling the Wrangler 4xe plug-in hybrid up an off-road trail in EV-only mode.

PLATFORM AND POWERTRAIN: So far, we can only speculate as to how Jeep might lay out a production Wrangler EV. The Magneto concept’s “stuff-batteries-where-they’ll-fit” strategy could win out, but we believe Jeep will integrate the batteries and motor more holistically in the actual electric Wrangler. This would mean batteries tucked between (modified) frame rails, and perhaps even axles with built-in electric motors front and rear, rather than a single motor driving the transmission and transfer case like a traditional engine would. After all, removing driveshafts and central four-wheel-drive equipment would free up a ton of space under the floor for batteries—keeping the center of gravity low (possibly even lower than on a regular Wrangler), maintaining passenger space, and providing enough juice for the 250-plus miles of driving range modern EV customers have come to expect. ESTIMATED PRICE: The Wrangler 4xe plug-in hybrid is pricey, but that’s partially because Jeep limits the powertrain to nicer Wranglers and equips them well. We suspect the all-electric Wrangler will be even pricier but with the same equipment tossed in to incentivize buyers. A $50,000 or higher MSRP is almost a given, though cheaper models could be introduced in the future. Imagine a basic Wrangler EV with manual windows, a cloth top, and not much else. EXPECTED ON-SALE DATE: 2024 or beyond

2023 Karma GX-1 WHAT IT IS: The GX-1 will be the first SUV from Karma, manufacturer of the Revero and upcoming GS-6 plug-in hybrid sedans, as well as the GSe-6 electric car. The GX-1 will launch as a battery-powered SUV, with a range-extended plug-in hybrid (PHEV) powertrain to follow, and possibly a hydrogen fuel cell–powered variant. WHY IT MATTERS: Although electric cars have traditionally been, er, cars, every automaker knows SUVs are where the market is growing quickest. Karma, which rose from Fisker’s bankrupt ashes, already makes a line of sexy, high-end plug-in hybrid sedans based on the Fisker Karma. However, judged by its patent images, the GX-1 electric SUV could be the company’s big seller. PLATFORM AND POWERTRAIN: Modern car design trends toward powered platforms that can be topped with different “hats,” so we expect the GX-1 will be based closely on the machinery that underpins the GS-6 and GSe-6. Karma plans both electric and PHEV versions of the GX-1, and we expect powertrains and battery options that echo those of the GS 62 MOTORTREND.COM SEPTEMBER 2021

cars, including an 85-kWh battery that provides about 230 miles of range and a 105-kWh pack with 300-plus miles. (Those ranges could be shorter in the GX-1 due to its greater bulk.) The GS-6 PHEV gets a dual-motor drive delivering 536 hp and 550 lb-ft of torque, with 54–61 miles of EPA-rated range and a three-cylinder BMW engine as a range extender. We expect to see that powertrain, or something similar, in the plug-in GX-1. Karma also plans to show a hydrogen version of the GX-1, though we don’t know if it’s slated for production. ESTIMATED PRICE: When it launched the GS-6 and GSe-6, Karma told us there was limited space in the six-figure segment where the Revero plays, so the GS cars are slated to go on sale with prices in the mid-$80,000s. We expect the GX-1 to sell for a similar sum. But we won’t be surprised to see a six-figure high-performance version. EXPECTED ON-SALE DATE: Karma says it will launch a two-row, battery-powered version of the GX-1 in late 2022, followed by a three-row version and the plug-in hybrid.

Successfully launching an SUV will be critical if Karma is to break out of its niche.

FUTURE CARS

2023 Land Rover Defender SVR WHAT IT IS: The most muscular version of the rough-andready Defender, one of the hottest SUVs on the planet right now—in fact, Land Rover is still scrambling to meet demand. As hot as the off-roader is, though, our 2021 SUV of the Year is really just getting started, especially if you’re a fan of hugely powerful SUVs. The lineup already includes four-cylinder, V-6, and V-8 models, but the forthcoming SVR will build on the Defender V-8 with more horsepower, sportier design elements, and unique suspension tuning to deliver the ultimate street version. Both the 110 and 90 versions will still kick ass off-road, of course, but think of the SVR as the Mercedes-AMG G 63 to the regular Defender V-8’s Mercedes-Benz G 550. WHY IT MATTERS: This will be the first sporty Defender in history, and maintaining interest in its excellent 4x4 by pumping out more—and more profitable—variants will ensure cash flow as Jaguar Land Rover transitions to an all-electric future sometime in the next decade or two. Additionally, its engine should preview the upcoming top-spec Range Rover powertrain. PLATFORM AND POWERTRAIN: The Defender SVR will naturally use the same Modular Longitudinal Architecture as its lesser kin, but we hear it’ll pack a different engine than the

non-SVR V-8. That model uses Land Rover’s long-serving 5.0-liter supercharged V-8 to stump up 518 horsepower, but the SVR just may raid the BMW bin and leverage the Bavarians’ 4.4-liter twin-turbo V-8 for 600-plus horses—it makes 617 hp in the BMW M5 Competition—a meaningful bump up from the regular V-8. Both BMW and JLR use ZF’s eight-speed automatic transmission, which should make overall powertrain calibration easier, and BMW’s more modern engine will help JLR pass ever stricter global emissions regulations. This isn’t unprecedented; the thirdgeneration Range Rover initially came with a BMW V-8. ESTIMATED PRICE: It’s likely you’ll need to cough up $125,000 to get into the basic Defender 90 SVR. Think $130K for the 110, and options and accessories will push the stickers up from there. (Land Rover also plans an even longer Defender 130, but it’s not clear if that will get the SVR treatment.) Think the SVR is expensive? It will still represent a roughly $30K discount on a G 63. EXPECTED ON-SALE DATE: Spring 2022

ILLUSTRATION BY ABIMELEC DESIGN

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FUTURE CARS Consider us big fans of the LF-Z concept’s interior—except the inane steering yoke. Leave that to airplanes and race cars, please.

2025 Land Rover Range Rover EV WHAT IT IS: Land Rover’s first production EV. WHY IT MATTERS: All forthcoming Land Rovers—the smaller Discovery Sport and Range Rover Evoque, and the larger Defender, Discovery, and Range Rover models—will be built on one of two convergence architectures that allow for both hybrid and battery electric versions of the same vehicle. Six all-electric Land Rovers are due for launch in the next five years, and JLR CEO Thierry Bolloré says 60 percent of Land Rover’s lineup will be battery powered by 2030. PLATFORM AND POWERTRAIN: Land Rover’s two new platform architectures are called MLA (Modular Longitudinal Architecture) and EMA (Electric Modular Architecture). MLA is designed for the bigger Land Rovers—the Defender, Discovery, and Range Rover families—and EMA will underpin the next-generation Discovery Sport and Range Rover Evoque models. Land Rover will build MLA-based models in its famed Solihull plant, and it will build EMA models in the company’s Halewood factory, where it produces today’s Discovery Sport and Range Rover Evoque. The convergence platform strategy offers manufacturing flexibility but results in a heavier and more compromised architecture because of the need to accommodate two completely different powertrains. However, as Bolloré insists, Land Rovers must remain the most capable SUVs in their segment. That includes having internal combustion engine models able to operate in remote areas; the 64 MOTORTREND.COM SEPTEMBER 2021

convergence platform is probably the best solution in the intermediate term. Bolloré says Land Rover “will achieve zero tailpipe emissions by 2036,” by which time we can assume all models will be built on a dedicated BEV platform. Land Rover’s first EV was going to be a sporty, low-slung model, internally dubbed the Road Rover. But with Jaguar moving to become a pure electric brand by 2025, that idea has been axed. Instead, expect a battery-powered version of the fifth-gen flagship Range Rover, the final design of which is expected to be an evolution of today’s model. ESTIMATED PRICE: $120,000 EXPECTED ON-SALE DATE: 2024

Swift, silent electric power makes sense for a posh flagship like the Range Rover, and it will still deliver capability off the beaten path.

2025 Lexus LF-Z Electrified WHAT IT IS: The Lexus LF-Z Electrified provides a glimpse of the design and powertrains electrified Lexus models will adopt in the future. Lexus says we’ll see the styling and technology found in the LF-Z Electrified in production models by 2025. The styling could apply to cars and crossovers, but we don’t know which ones. WHY IT MATTERS: The LF-Z is touted as “the next generation of Lexus,” and it’s an important concept as almost every automaker goes electric. The company’s controversial hourglass-shaped spindle grille is gone—at least the grille part is—but the spindle shape echoes in the concept car’s nose and extends well up into the hood. The LF-Z’s bodyside makes extensive use of creative surfacing to produce a variety of visual planes. In back, the LF-Z has a full-width taillight and plenty of lines and creases that remind us of the first-generation Toyota Mirai. And although we like the way “LEXUS” is spelled out across the taillight, does the brand really plan to put “Electrified” in illuminated letters across the rump of its future production cars? The interior, however, is pretty sharp—except the part where it has a yoke in place of a steering wheel. The yoke connects to a drive-by-wire steering system, which at least allows on-the-fly steering ratio changes. Perhaps the

best news is the presence of a touchscreen instead of the touchpad controller found in many modern Lexus models. PLATFORM AND POWERTRAIN: We expect future Lexus battery electric vehicles to use the e-TNGA platform, which is the basis for the upcoming Toyota bZ4X, that brand’s first dedicated electric crossover. However, Lexus says the LF-Z concept uses a drive system called Direct4, which allows two motors to vary power delivery to each of the four wheels. With Direct4 and the drive-by-wire steering, Lexus says the LF-Z is better able to go in whatever direction its driver desires. The concept is powered by a 90-kWh lithium-ion battery, with a targeted range of 373 miles on the (often optimistic) European test cycle. ESTIMATED PRICE: As the LF-Z doesn’t preview a specific vehicle but rather a design language and electrified powertrain, it’s difficult to project overall pricing information. However, if Lexus’ first electric car is about the size of the bZ4X, we expect it to start around the $45,000 mark. EXPECTED ON-SALE DATE: Lexus says we can expect to see this design language and powertrain in production models by 2025. Given that Toyota is launching the bZ4X next year and has said it will add 15 electric vehicles by 2025, we hope to see at least one electric model before then.

The electric powertrain gave Lexus the freedom to experiment with its spindle grille (above left), and we’re always down for more fastbacks (right).

SEPTEMBER 2021 MOTORTREND.COM 65

FUTURE CARS

2022 Lexus LQ WHAT IT IS: The LQ is the luxury brand’s new flagship SUV. Previewed by the stunning LF-1 Limitless concept shown here, the LQ will be a sybaritic, two-row model that leans far more toward the cushy side of things than the off-roadcapable LX, which will still exist. To put a finer point on it, think of an SUV that takes its cues from the LS sedan. WHY IT MATTERS: The LQ will sport an all-new design language for Lexus production cars when it’s revealed by early next year. A new version of the spindle grille will draw plenty of attention, as will strong lines that flow from the hood to the A-pillars and on toward the rear. We expect the concept’s wide proportions to carry over to the LQ, as should the relatively straight roofline, which imparts a dynamic appearance. Inside, the LQ will revolve around the user experience. We expect the LF-1’s LED light show in its grille to make it to the LQ, welcoming occupants as they prepare to clamber into the comfortable cabin. Although a three-seat second-row bench will probably be standard, a two-seat option—as in the LS—might be available. We also expect to see Lexus’ newest infotainment system in the flagship. PLATFORM AND POWERTRAIN: Lexus built the LF-1 on Toyota’s TNGA-L platform, which also underpins the LS and the LC coupe. The LQ would be the first SUV to use this reardrive-based architecture, though we expect Lexus will offer all-wheel drive. In addition, despite being wider and taller than the LS, the LQ is likely to ride on a shorter wheelbase if the concept’s dimensions carry over. Finally, expect something on the order of 8.5 inches of ground clearance.

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The TNGA-L architecture is versatile enough to accommodate gasoline, hybrid, electric, and fuel cell powertrains, though we doubt the LQ will make use of all of them. Educated guessing says the LQ could share the LS’ 3.5-liter twin-turbo V-6, which makes 416 horsepower and 442 lb-ft of torque, though a hybrid option would be the efficiency winner while making 350 horses or so. Given that the LQ is slated to be the range-topper, there’s also a chance we’ll see a V-8. ESTIMATED PRICE: Watch for the LQ to start at $80,000 to $85,000, with top versions easily crossing the $100,000 mark. EXPECTED ON-SALE DATE: Spring 2022

The LF-1 Limitless concept’s cool, camera-fed “mirrors” are mounted to the instrument cluster; it’s too bad they’ll remain fantasy.

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FUTURE CARS

2022 Lucid Gravity WHAT IT IS: Not content with simply launching an all-new EV sedan with more than 1,000 horsepower and a 500-plusmile range, the mad and elegantly inclined geniuses at Lucid Motors are cooking up a new SUV called the Gravity. We still can’t confirm everything about the Gravity, but we do know two key things: First, the model will sit on the same long-wheelbase version of Lucid’s skateboard platform as the Air, so the crossover SUV’s length should be close to identical. The Gravity looks wider, however, and will of course be much taller. Second, vice president of design Derek Jenkins is an off-roading enthusiast who has built his own hot-rodded, VW-powered dune buggy, so it’s a safe bet the Gravity will have some serious off-road chops. WHY IT MATTERS: The car world has gone mad with SUV fever. Sedans are dying, so if Lucid hopes to become a

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true player, it needs to bring an SUV to market—and quick. Also, during the pandemic, Americans fell back in love with off-roading. Why should GMC’s upcoming Hummer EV have all the electric dirt-slinging fun? PLATFORM AND POWERTRAIN: The platform and motors should be nearly identical to the Air’s, so at one end of the lineup, look for a single-motor Gravity offering 480 or 620 hp and something like 360 miles of range. There will be two versions of the dual-motor SUV, with either 800 or 1,080 hp. Depending on the wheel and tire fitment, range figures should stretch to 400 or 450 miles. No word on a three-motor Gravity to match the mightiest Air, but why on earth not? ESTIMATED PRICE: The SUV will land around $85,000 to start. Prices should top out just shy of $180,000. EXPECTED ON-SALE DATE: Summer 2022

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FUTURE CARS

2024 Mazda 6 WHAT IT IS: The aging Mazda 6 will leave the U.S. market after 2021, but don’t count it out for a return. As Mazda moves upmarket, the 6 will undergo a radical transformation, taking it out of the front-drive midsize sedan segment and evolving into a rear-drive, inline-six-powered sport sedan. If Mazda’s latest concepts are any guide, it should be an absolute stunner—with the classic proportions front-engine, rear-drive sport sedans are known for. WHY IT MATTERS: Mazda has always been a company with driving enthusiasm in its heart. Although the 6 is one of the sportiest offerings in its segment, Mazda hopes a rear-drive 6 will transcend it and swim among sport sedan stalwarts like the BMW 3 Series and Mercedes-Benz C-Class. We

expect a translation of recent concept design language will make it sleek, sinewy, and distinctively aggressive. PLATFORM AND POWERTRAINS: The 6, like Mazda’s other “large” vehicles, will move to a rear-drive platform that will feature all three of Mazda’s internal combustion strategies: traditional four-stroke gasoline, turbodiesel, and even the innovative Skyactiv-X spark-controlled compression ignition. Also expect a new eight-speed automatic transmission and available i-Activ all-wheel drive. Mazda’s planning documents tell us at least some of the inline-six applications will feature electrification to reduce carbon emissions. ESTIMATED PRICE: $40,000 EXPECTED ON-SALE DATE: Mid- to late 2023, at the earliest ILLUSTRATION BY ABIMELEC DESIGN

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It’s sad the current 6 is dying, but a rear-drive revival would set things right.

2023 Mazda CX-7 Hybrid WHAT IT IS: With consumers still favoring crossover SUVs and underdog Mazda seeking to maximize its punch in a hugely competitive marketplace, this new hybrid SUV could be just the ticket. Built in Alabama alongside the new 2022 Toyota Corolla Cross SUV, it’ll likely revive the CX-7 in size and spirit, if not name, and augment a lineup that includes the CX-30, CX-5, and CX-9 crossovers. As you might expect, it will leverage Toyota’s highly developed Hybrid Synergy Drive, too (which will also be applied to the Corolla Cross). WHY IT MATTERS: Mazda is a small player, so every vehicle in its lineup needs to pull its weight. The aging Mazda 6 sedan and cramped CX-3 subcompact SUV are going away in the U.S., while the newer CX-30 crossover is earning its keep. Mazda is missing a fuel-sipping hybrid, though, a vehicle type it has recently avoided in favor of innovative internal combustion tech. But its Skyactiv-D turbodiesel was a short-lived disappointment in the U.S., and the complex Skyactiv-X spark-controlled compression ignition tech isn’t

offered here. Because none of that R&D money is paying dividends in America, leveraging Toyota’s decades of investment in hybrid tech is a smart—and perhaps the only—play. Installing it in a family-sized crossover with a premium vibe maximizes the chances of sales success, too. PLATFORM AND POWERTRAIN: Larger than its factory mate, which will ride on the compact Toyota TNGA-C platform, the Mazda likely won’t share the Corolla Cross’ powertrains. The 2.5-liter I-4 hybrid setup found in the Toyota Venza, RAV4, and many others seems likely. It will almost certainly not use Mazda’s e-Skyactiv-G mild hybrid system, but it’s possible the new SUV could pair a Skyactiv-G engine with Toyota’s hybrid system, a concept the company explored years ago but didn’t pursue. ESTIMATED PRICE: $30,000 EXPECTED ON-SALE DATE: 2022

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FUTURE CARS

2023 Mercedes-Benz G-Class Hybrid and EV WHAT IT IS: An electrified version of the Mercedes-Benz G-Class luxury SUV seen here, first in hybrid form, then as a fully electric vehicle as part of the Mercedes-EQ brand. WHY IT MATTERS: Mercedes-Benz’s boxy luxury SUV is a hot-ticket item among the well-to-do. However, some elite circles might see thirsty gas-powered cars as a bit of a faux pas. Don’t worry too much, Geländewagen aficionados: The beloved G-Wagen is slated to play a role in Mercedes’ lineup far into the future. Daimler chairman and Benz chief Ola Källenius emphasized a strong commitment to the G-Class back in 2019 and confirmed plans for a zero-emissions version of the vehicle. Indeed, parent company Daimler AG has filed paperwork to own the names EQG 580 and EQG 560. Until the fully electric G makes its debut, we anticipate a hybrid model will fill the gap and be the first electrified version of the SUV to hit the market. With the GMC Hummer EV also headed to production, the macho EV SUV scene is heating up with some compelling contenders. PLATFORM AND POWERTRAIN: There hasn’t been any word on which hybrid drivetrain configuration will power the

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upcoming hybrid version of the G-Class. It could use a more powerful plug-in hybrid system than what’s currently available elsewhere in the lineup in order to keep the G-Wagen’s place toward the top of the brand’s product portfolio. The top-spec Mercedes EQG will likely get its motivation from the same motors producing the same figures as those in the luxurious Mercedes EQS 580 4Matic, which is powered by two electric motors that produce a combined 516 hp and 611 lb-ft of torque. Like the EQS, we expect the EQG to feature Mercedes’ 4Matic all-wheel-drive system. It’s unclear whether the EQG will ride on the G-Wagen’s existing architecture or if Mercedes will opt to build it on a modified version of its EQ-brand EVA2 platform. Either way, expect the Mercedes EQG to have the same T-square looks of its gas- and diesel-propelled predecessors. ESTIMATED PRICE: We estimate the EQG 580 4Matic will start somewhere north of the G 550’s $132,800 but less than the AMG G 63’s $157,550 starting price. As for the hybrid, it could slot below the G 550’s price if Mercedes opts to give it a hybridized turbocharged inline-six powerplant. EXPECTED ON-SALE DATE: Winter 2022

No promises, but we’ll try to avoid “Juice Box” headlines when the electric G arrives.

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2024 Mini Countryman EV WHAT IT IS: The Mini Countryman is a luxury subcompact SUV and the largest model in Mini’s lineup. In its second generation, the Countryman is available in four trim grades ranging from the base Cooper Countryman to the high-performance JCW Countryman All4. Earlier this year, BMW Group announced plans to transform Mini into a fully electric brand by the early 2030s. Every market segment in which BMW Group operates will include an all-electric option, and Mini will introduce its final model with an internal combustion engine as early as 2025. EVs are planned to account for half of all sales across Mini’s model range by 2027. WHY IT MATTERS: Today, the electric Cooper SE hardtop, equipped with a 32.6-kWh lithium-ion battery that delivers 110 miles on a single charge, is Mini’s only EV. Transitioning to a fresher electric architecture presents an opportunity for the Countryman EV to increase its driving range with a larger battery pack. Beginning in 2023, the next-generation Mini Countryman will be available in both gas-powered and fully electric variants. PLATFORM AND POWERTRAIN: Based on an all-new platform specifically developed for electric vehicles, the Mini Countryman EV crossover and final gas-burning model will be built at BMW Group’s Leipzig, Germany, plant beginning in 2023. From 2023 onward, Mini also plans to produce battery electric models in collaboration with China’s Great Wall Motors. ESTIMATED PRICE: $42,000, not reflecting federal tax credits or state incentives EXPECTED ON-SALE DATE: Fall 2023

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FUTURE CARS

2024 Polestar 4 (or 5) WHAT IT IS: Polestar’s low-volume, top-spec electric car, one based on the striking Precept concept from early 2020. The badge isn’t finalized; 4 is the favorite in the clubhouse, but 5 is still in the conversation. Whatever number it wears, the car will be positioned above the current 2 compact sedan and the soon-to-arrive large, swoopy electric SUV called the 3. Look for the 4 to lose very little in the transition to production car from show property, and expect it to share almost nothing stylistically with its Volvo cousins, save for “Thor’s hammer” daytime running lights. WHY IT MATTERS: The Precept proved Polestar’s intent to move far beyond Volvo in terms of technology and style, and it used materials such as old fishing nets, flax-derived plastics, and recycled cork and plastic in its interior. We expect the 4 to have a similar focus on sustainability. Stir in a massive panoramic roof, no rear window, and a creased, squared, and deeply interesting take on the Kamm tail. It all

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means the 4 will lay claim to new visual turf in a way not even Polestar’s first car, the lovely 1 hybrid, has been able to do. Boldness is required if you want to make a mark among luxury electric cars, and the Polestar 4 will be nothing if not bold. PLATFORM AND POWERTRAIN: Work continues on the 4’s underpinnings, which at minimum need to be an evolution of the SPA2 architecture that supports Volvo’s 60- and 90-series models, in order to properly package the necessary batteries. As in the Precept, the production model will likely have dual-motor all-wheel drive as its standard and only powertrain, critical to compete on equal footing with the Tesla Model S’s and Audi E-Tron GTs of the world. It’s possible the Polestar 4 will be offered in only one configuration; even so, expect at least 300 miles of range and piles of advanced driver assist and safety tech baked in from the factory. ESTIMATED PRICE: $80,000 EXPECTED ON-SALE DATE: Fall 2023

2023 Porsche Cayman GT4 RS WHAT IT IS: An even more capable, focused, and track-ready version of Porsche’s already magical 718 Cayman GT4 (pictured above). WHY IT MATTERS: From the moment Porsche launched the original Cayman for the 2006 model year, the car was lauded as a great choice for enthusiast drivers. Simultaneously, more than a few people wondered what an uncorked Cayman could do if Porsche would only give it the power and performance hardware reserved for the 911. As years passed, Stuttgart began upping the Cayman’s game, releasing models such as the Cayman R, the GTS, and finally the GT4. Now, the 718 Cayman GT4 RS takes another leap by receiving upgrades reserved previously for hardcore versions of the 911 GT3. The result should not only boost the driving fun of what is already a brain-meltingly great sports car but also lift the Cayman’s overall image in the eyes of track-day addicts looking for a hot new toy to flog. PLATFORM AND POWERTRAIN: The standard Porsche 718 Cayman GT4 is one of the most

impressive driver’s cars on the market, with stunningly high limits that beg to be explored on a racetrack. The Cayman GT4 RS will likely get the same sort of GT treatment Porsche consistently gives to its 911 GT3 RS big brother. That means less weight, more aerodynamic performance and grip thanks to a larger wing and more aggressive bodywork, an even more capable suspension, and, yes, more power. The standard GT4’s naturally aspirated flat-six delivers 414 hp and 309 lb-ft of torque, and it seems unlikely Porsche can squeeze much more from that 4.0-liter boxer. We won’t be surprised if the GT4 RS gets a 20-plus-hp bump courtesy of a new non-turbo six-cylinder, and logic says the engine could very well be a detuned version of the 502-hp 4.0-liter featured in the latest 911 GT3. As for the transmission, modern RS models have been equipped only with Porsche’s PDK dual-clutch gearbox, a trend that seems likely to continue here. ESTIMATED PRICE: $132,000 EXPECTED ON-SALE DATE: Fall 2022

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FUTURE CARS

2024 Porsche Macan EV WHAT IT IS: The second-generation Macan compact SUV will be a full battery electric vehicle, joining the Taycan in Porsche’s expanding EV lineup. WHY IT MATTERS: The Macan has been Porsche’s bestselling model for years now, so any significant change to the two-row SUV is bound to carry potentially large implications for the marque. After all, Porsche’s brand identity and appeal are tied heavily to its vehicles’ scintillating performance. The Macan is no exception, having been lauded for its excellent driving dynamics since the moment it went on sale in 2014. Switching the model to a fully electric platform that brings the extra weight inherent to such hardware is almost certain to fundamentally alter the overall Macan driving experience. PLATFORM AND POWERTRAIN: The Macan EV will share nothing in common with its conventional-engine counterpart. It will ride on the new Premium Platform Electric (PPE) chassis architecture the company is developing not only for its own vehicles but also for all future Audi and Bentley EVs. This platform separates it from the Scalable System Platform (SSP) developed for use by the broader Volkswagen Group. PPE incorporates 800-volt technology, so the Macan EV will be able to take advantage of 350-kW fast chargers.

We expect the SUV to offer various battery sizes globally, similar to Porsche’s approach with the Taycan, though U.S. models could very well arrive with only the largest battery spec, given this country’s obsession with driving range and on-paper performance. Indeed, Porsche has said it plans for the Macan to offer more range than the Taycan’s present 227 miles. Regardless of what supplies electricity to its drive motor or motors (we presume the SUV will offer single-motor rear-wheel-drive and two- and possibly three-motor all-wheel-drive options), the electric Macan is due to crib a number of key pieces from its lower-slung Taycan sibling. As well as sharing the 800-volt architecture, the two will almost certainly share a basic design language. For internal combustion Macan loyalists, Porsche intends the new EV and the present model to overlap on sales floors for an indeterminate length of time. In other words, the original version will hang around for as long as sufficient demand (and regulations) can justify its continued sale. Interestingly, we’ve heard talk about the electric Macan receiving an entirely new name to avoid potential customer confusion caused by having different vehicles with the same moniker occupying showrooms. ESTIMATED PRICE: $58,000 EXPECTED ON-SALE DATE: 2023

ILLUSTRATION BY ABIMELEC DESIGN

It’s possible the fully electric Macan won’t be called “Macan” at all. The new name probably won’t be Macan’t, though.

2024 Ram Dakota WHAT IT IS: Ram’s new midsize pickup—if it happens, that is. Ram has made statements committing to the Dakota’s return, but we haven’t heard much since the FCA-PSA merger that formed Stellantis. Pre-merger, Ram chief Mike Koval Jr. told MotorTrend the midsize segment was “the biggest opportunity” for the Ram brand. WHY IT MATTERS: Like GM and Ford, Chrysler dropped out of the midsize pickup market some time ago. In fact, it was in 2010 that the slow-selling Ram (Dodge) Dakota got the chop. Ram’s domestic rivals are seeing strong sales success with the reborn Chevrolet Colorado, GMC Canyon, and Ford Ranger, so Stellantis wants back into this once again lucrative segment. But what form might a new Dakota take? So far, Stellantis isn’t saying. PLATFORM AND POWERTRAIN: The most obvious way a new Ram Dakota could materialize would be as a small body-onframe truck. It might share bones with the Jeep Gladiator, which would make it competitive on powertrains with its crosstown competitors, or it could be based on a downsized Ram 1500 platform, which would enable class-exclusive fitment of a V-8 (which seems like a Mopar sort of thing to do). It’s also possible the Dakota could be reborn as a lifestyle pickup along the lines of the 2022 Hyundai Santa Cruz. Stellantis already sells such a pickup in Central and South America; it’s known as the Fiat Toro in Brazil, but in other Latin American countries it’s sold as the Ram 1000. 76 MOTORTREND.COM SEPTEMBER 2021

ILLUSTRATION BY ABIMELEC DESIGN

ESTIMATED PRICE: A body-on-frame Ram Dakota pickup would have to be price competitive with the Colorado and Ranger, which today start at around $26,000. Jeep sells Gladiators for $60,000 or more. Considering the array of comfort and convenience features available on Ram’s full-size pickups and the potential option of diesel power, it’s also easy to believe a high-end Ram Dakota with all the trimmings could easily exceed $50,000. EXPECTED ON-SALE DATE: 2023 or 2024

Midsize pickups are incredibly hot right now, and Stellantis—consult your doctor!—is missing out by not offering one with a Ram badge.

2022 Rivian Prime Van WHAT IT IS: This fully electric delivery van will be offered in three sizes capable of carrying 500, 700, or 900 cubic feet of packages. All share the same stand-up interior height. The smallest one is narrower than the larger two and is as roomy as today’s mainstream Mercedes-Benz Sprinter or Ford Transit delivery vans. The largest one has roughly the same turning circle diameter as smaller competitive vans to guarantee easy urban maneuverability. Because this design will eventually become ubiquitous nationwide and is expected to remain unchanged for years, Rivian’s designers gave it a friendly, smiley, cartoonish visage. WHY IT MATTERS: These vans were designed and developed exclusively for Amazon and will be built in the same plant as Rivian’s R1 line of products. This will provide Rivian reliable positive cashflow while the R1T and R1S products come up to speed and should help Amazon reduce its costs and shrink its carbon footprint. The contract calls for 100,000 Prime Vans to be delivered by 2030. The design prioritizes driver safety, ergonomics, and comfort, providing a hinged door with side-impact protection on the driver side and a sliding door on the passenger side with entry steps designed not to become dangerously slippery when wet or covered in slush. The van features driver assist handles for use while carrying packages. PLATFORM AND POWERTRAIN: The Prime vans will share their basic electrical and network architecture, ECUs, and battery pack design with the Rivian R1 models. They’ll also share the basic single-motor e-axle drive unit used in the entry-level Rivian R1 products. Range is said to be 150 miles. To manage costs, Prime Vans use a steel body on a steel ladder chassis instead of the R1’s aluminum. They’ll be assembled on a separate “low-feature-content” assembly line, though common body and paint shops will handle both vans and R1s. ESTIMATED PRICE: The public will not be able to buy a Rivian Prime Van, so official pricing may never be disclosed, but Jeff Bezos is no dummy. We expect the average price Amazon pays for each Rivian Prime Van will land in the ballpark of a primary competitor, the Ford E-Transit. That electric cargo van starts at $52,690 for the high-roof, extended-wheelbase version. EXPECTED ON-SALE DATE: Early production models have already entered the field, but volume production will ramp up next year with an aim of delivering the first 10,000 vans by the end of 2022.

Rivian’s Amazon Prime vans look adorable and friendly, which is good—there will soon be tens of thousands of them delivering everything from pet toothpaste to Star Wars underwear.

2023 Rolls-Royce Silent Shadow WHAT IT IS: During BMW’s recent annual meeting, CEO Oliver Zipse said the company will offer an EV “in 90 percent of segments—from the compact class to the ultra-luxury segment.” Rolls-Royce is BMW’s ultra-luxury brand, and its first production electric vehicle—and likely the first from any of the few brands in such rarified air—is believed to be called Silent Shadow. An entirely new entry in the brand’s portfolio (meaning it won’t replace any model, as has been rumored), it’s likely a sedan rather than an SUV. Rolls-Royce’s unique heritage and market position make it somewhat immune to the SUV craze, which has been handled by the Cullinan, anyway. Styling inspiration will come from the wild 103EX autonomous EV concept car from 2016 (seen here), though we expect carryover elements to be limited to specific details and the bulk of the vehicle to employ more traditional Rolls-Royce design and proportions. WHY IT MATTERS: Rolls-Royce floated the idea of an EV a decade ago with the 102EX concept, a fully electric seventh-generation Phantom, but found little appetite among its wealthy customers. Rolls people were also quoted as early as last year saying there still isn’t customer demand for electric ultra-luxury cars, but governments worldwide are pressing the issue. Although the twin-turbo V-12 engine under the current cars’ long hoods may still convey prestige, it’s falling out of favor with both air quality regulators and the increasingly environmentally conscious public. When this vehicle does premiere, it’ll be the first Rolls in more than two decades to offer anything but a 12-cylinder engine. PLATFORM AND POWERTRAIN: Lucky for Rolls-Royce, EV technology has advanced considerably since the 102EX offered all of 124 miles of range. Although it will be built on Rolls’ exclusive aluminum “Architecture of Luxury,” the new vehicle is believed to share a great deal of development and EV technology with the upcoming electric variant of the next BMW 7 Series, which may be called i7. Both use EV tech from the new BMW i4 EV sedan and iX SUV as a foundational building block, including those models’ in-house-built electric motors. On the Rolls, reports indicate a battery capacity of more than 100 kWh and a range figure cresting 300 miles. ESTIMATED PRICE: $380,000 EXPECTED ON-SALE DATE: Summer 2022

78 MOTORTREND.COM SEPTEMBER 2021

The 103EX concept is the embodiment of “screw you” money, and its detailing will inform the Silent Shadow.

FUTURE CARS

2022 Toyota bZ4X WHAT IT IS: Toyota’s first dedicated electric crossover falls between the C-HR and RAV4 in terms of size. It will be the first to wear the “bZ” badge, which stands for Beyond Zero—Toyota’s subbrand of battery electric vehicles. The bZ4X concept shown here made its debut at the Shanghai auto show, and the production version, which should be quite similar, is slated to be sold across the globe—including in the U.S.—next year. WHY IT MATTERS: Although Toyota has vast experience with SUVs, this is the first time it will produce a dedicated electric crossover; the bZ4X also introduces a new design language that can easily be confused for a Lexus SUV. The long wheelbase and short overhangs provide distinctive proportions. From the front, the fascia adopts sporty lines and air vents, and a grilleless nose quickly identifies it as an electric car. Shiny black trim flanks the slim headlights and extends to the wheel arches. Out back, a thin LED strip connects the taillights, borrowing a flourish from the also-small Lexus UX. The luxurious and modern interior is unlike any Toyota cabin we’ve seen. The capacitive climate control buttons

and big infotainment screen contribute to the upscale look, and the three-tone interior and the premium gray fabric covering the dashboard are new takes from Toyota. A smaller screen in front of the driver handles instrument panel duty, and a rotary gear selector replaces the traditional shifter and sits in the middle of the bridgelike center console, which is similar to the one in the new Sienna minivan. We expect to see 250–300 miles of range plus fastcharging capability, on par with other “long-range” competitors such as the Chevrolet Bolt EUV, Ioniq 5, Volkswagen ID4, and Ford Mustang Mach-E. PLATFORM AND POWERTRAIN: The bZ4X will be the first model based on Toyota’s new e-TNGA platform. It’s also the first fully electrified vehicle produced via the expanded venture between Toyota and Subaru. We expect to see front and rear motors to support its all-wheel-drive capability. ESTIMATED PRICE: $36,000 EXPECTED ON-SALE DATE: The production Toyota bZ4X will make its debut sometime in 2022.

We wanted to use this caption to tell you more about the bZ4X, but we just can’t get past its inscrutable name.

FUTURE CARS

2023 Volkswagen ID Buzz and Project Trinity WHAT IT IS: Project Trinity is a new Volkswagen initiative that aims to provide a sedan with “high range, extremely short charging times, and revolutionary production.” The ambiguously named project is still at least five years away, but another EV from VW is much closer to reality: It’s the rebirth of an icon, called the ID Buzz. And it’s almost enough to make us forget about VW’s disastrous “Voltswagen” April Fool’s gaffe earlier this year. WHY IT MATTERS: EVs still have a way to go before the mainstream buying public finds them as appealing as their gasoline-powered counterparts. Certainly, they need to be easy to charge quickly, and they must provide ample driving range. VW’s Project Trinity, along with its ID-badged cars, aims to deliver all of this in a package that’s both userfriendly and reasonably priced. PLATFORMS AND POWERTRAIN: Although vehicles from Project Trinity might use a new platform, all of VW’s present EVs ride on a modular architecture known as Modularer EAntriebs-Baukasten, or MEB. It’s a modular (i.e., stretchable or shrinkable) architecture that underpins the ID4 EV. It will also serve as the basis for the upcoming ID Buzz bus throwback, which recently entered its first phase of development. The bus won’t look dissimilar from the concept that first made an appearance in 2017. There will likely be more seating, the front will get real headlights, and the steering wheel won’t resemble a video game controller. The rest of the car, however, should make it into production pretty much unchanged—which is a good thing, given the concept’s excellent execution.

Surf’s up, cool bros and broettes: VW no doubt hopes the ID Buzz becomes an icon of the electrified era, as did the Microbus in the gas-fueled one.

80 MOTORTREND.COM SEPTEMBER 2021

Because MEB will underpin it, it’s probably safe to assume the Buzz’s specs will come close to what we’ve seen from other ID products, such as the ID4. That means at least 250 miles of range on a single charge and 201 hp and 228 lb-ft from a single electric motor mounted on the rear axle. More variants with more motors, more power, and slightly less range will likely come after the initial launch. ESTIMATED PRICE: $50,000 EXPECTED ON-SALE DATE: The ID Buzz should hit dealers in early 2023, with Project Trinity EVs landing closer to 2025.

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The Big Picture Ford may have cracked the code with its F-150 Lightning

“F

ord needs to be spending way more money on electric vehicles. The company that put the world on wheels with the Model T has missed the opportunity to lead the world again with an affordable, mass-market battery electric vehicle.” I wrote those words just four years ago. And at the time, it seemed a fair assessment. Forget Tesla, a company whose preposterous valuation then, as now, made no economic sense: Ford looked like it was being left behind by a swarm of legacy automakers planning to manufacture electric cars in the large numbers they knew how to produce, with build quality Elon Musk could only dream of. Volkswagen Group’s then e-mobility boss, Christian Senger, claimed his company would ultimately build more than 10 million electric vehicles on its new, highly flexible MEB platform. VW, Senger insisted, aimed to make its EVs no more expensive to buy than a comparable conventional car with a diesel engine. “When Volkswagen does something, it is large scale,” Senger said. “We are making electric cars for millions, not millionaires.” Meanwhile, Mercedes-Benz promised to launch 10 BEV models by 2022, covering all segments from city car to SUV, and BMW said it would have a similar number on sale by 2025. Audi was working on its E-Tron models, and Porsche was well advanced on what would become the Taycan and Taycan Cross Turismo. Volvo’s Polestar brand had previewed two all-electric models, and Jaguar was about to launch its I-Pace. Ford? It was about to pull the plug on the Focus Electric, a BEV version of its compact hatch whose sales over seven years would total fewer than 10,000 units. Ford’s low-key announcement of the creation of Team Edison, a special unit dedicated to electric vehicle research and development, was overshadowed by a show-and-tell at the GM Technical Center. There, its Detroit rival revealed it planned to launch 20 all-new electric vehicles by 2023. The recent launch of the Ford F-150 Lightning changes everything. Ford is no longer an also-ran in the electric vehicle game. It’s a player. 82 MOTORTREND.COM SEPTEMBER 2021

Make no mistake, the Mustang Mach-E is an important electric car, a key product milestone for Ford. But the F-150 Lightning is something much more significant: It puts not just the idea but also the reality of an electric vehicle indisputably at the heart of one of the world’s biggest and most competitive market segments. It’s an inflection point in the history of the automobile.

Hyperbole? I don’t think so. The F-150 has for years been best-selling truck. The F-Series truck family routinely accounts for roughly a third of Ford’s annual revenue, and last year an economic impact study by Boston Consulting Group concluded it alone generated more cash than the major American sports leagues combined. It drove more revenue than many Fortune 100 companies, including Nike, Coca-Cola, and Netflix. The study also showed this single product family, which is essentially sold only in North America, generated more than twice the revenue of Tesla’s entire lineup worldwide. That’s the sort of success with which you don’t mess. And Ford hasn’t. Part of the 2022 F-150 Lightning’s genius is that it looks, well, so ordinary. There’s none of Tesla’s Cybertruck silliness, just solid F-150 SuperCrew form and functionality, with the added benefit of extra lockable storage, standard all-wheel drive, and sizzling acceleration. The other part is, in the best Ford tradition, it’s affordable. Prices start at less than $42,000 for the work-spec model and less than $55,000 for midspec versions, which is slightly less than what today’s average F-150 buyer spends on their truck—and that’s before tax incentives. At press time, Ford held 100,000 reservations for the F-150 Lightning. That’s better than 10 percent of the F-Series’ average annual sales volume during the past few years. Based on 2020 sales figures, this would make Ford’s electric pickup one of the world’s five best-selling EVs. The Model T of BEVs? The affordable, massmarket F-150 Lightning could well be. Q

Like the Tesla Model 3 and Model S before it, the Ford F-150 Lightning marks a crucial step in the march toward electrification.

The 2022 Kia K5 GT has superior cornering performance, faster acceleration, and better overall handling performance than the BMW 330i.* With an available 2.5L Turbo engine, 8-speed Dual-Clutch Transmission, and sport-tuned suspension for precision handling, sedan may be too slow of a word.