1 Increased 320 lb-ft of torque delivered with 93 octane fuel. 310 lb-ft of torque with 87 octane fuel.
T H E M O R E P O W E R F U L 2 0 2 0 M A Z D A C X-5 S I G N AT U R E There’s nothing quite like the feeling of torque. So we gave the Mazda CX-5 Signature even more of it—so it now delivers up to 320 lb-ft1 of turbocharged exhilaration for those skilled enough to appreciate it. Combined with predictive i-Activ AWD ,® G-Vectoring Control Plus and steering-wheel-mounted paddle shifters, its advanced driving dynamics will change your expectations of what a crossover should be.
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VOL. 65, NO. 7
25 F E AT U R E
10Best We pick the 10Best vehicles of the year. Cars, trucks, SUVs: Everything goes on one list now. By the Editors
TABLE of CONTENTS
46
JANUARY 2020
64
68
C O M PA R I S O N T E S T
FIRST DRIVE
F E AT U R E
Idyll Speed 2020 Mercedes-AMG GT vs. 2020 Porsche 911 Carrera S. By Daniel Pund
2020 Ford Mustang Shelby GT500 Ford pushes its pony car to its limits with a 760-hp supercharged V-8. By Eric Tingwall
Above the Law Sovereign citizens believe they’re not subject to government intervention. By John Pearley Huffman
“THE 911 IS A CLEAN HIGH; NO SIDE EFFECTS.” —Daniel Pund, “Idyll Speed”
CA R AN D DR IV E R
3
TABLE OF CONTENTS JANUARY 2020
COLUMNISTS 10. Sharon Silke Carty Love, actually. 20. Daniel Pund Funny face. 22. Ezra Dyer The kids are alright.
UPFRONT
The joyful noise of the commentariat, rebutted sporadically by Ed. COVERED WAGON I was wondering how much you pay for your usually great covers. Why in the hell would you slap a label with my name and address over it? Most of the time, you have at least three corners on the back to put it. —Bob Connolly Sturgeon Bay, WI Don’t sell yourself short, Connolly. You’re cover-worthy—Ed.
FLIP THE SCRIPT I have subscribed to Car and Driver since about 1970, and the comparison test of sports cars in the October issue [“Deep Roots, Long Shad-
ows”] is conclusive proof that hell has most certainly frozen over. A BMW finishing last while a Porsche is topped by a Toyota and, heaven forbid, a Ford finishing first? Next I suppose you’re going to tell me that the new Corvette is actually going to be a mid-engine model! —Patrick Dee Albuquerque, NM Hurricane Irma did away with my perfect 2007 911, and I was not a fan of the subsequent generation, so I test-drove a 2018 718 Cayman at my local dealer. Returned with an enormous smile on my face and bought
the car then and there. Fabulous fun! I have a feeling the car you drove for the comparo might have made it to at least second place had it been $10,000 cheaper, like mine, and had it had the phenomenal six-speed manual, also like mine. Just sayin’. —David Benson Miami Beach, FL Having driven both F30 and G20 3-series, I must say that I concur with your gripe about BMW’s latest electric steering. It is atrocious when compared with prior generations’ hydraulic steering. What I can’t understand is how Toyota can tune the
12. Reveal: Aston Martin DBX The British sports-car specialist builds a survival vehicle. 16. Winners and Losers A look back at 2019. 18. Data Central The best and the worst, just the way you like it.
T H E R U N D OW N 77. 2020 Chevrolet Bolt EV Using a mountain to test the new battery. 79. 2020 BMW M8 An M5 and a Ford Mustang have a baby. 80. 2020 Lamborghini Huracán Evo As loud as it is quick. 82. 2020 BMW X4 M Competition The A to Z of the performance SUV. 84. 2020 Jeep Wrangler EcoDiesel A magic combination.
ETC. 4. Backfires Beard and Tesla fanatics, a chat with Nissan, de Sade references, Twain prizes, and Ed. buys some furniture. 88. The 10Best of 1970 We pick our 10 favorite cars from 50 years ago.
4
SIC YOUR DOGS ON US AT: ED I TO R S@ CA RA NDD RIVE R.CO M OR J OIN : BACK FI RES.CARA NDDR IV ER.COM ~ JAN UA RY 2020 ~ CAR AN D DR IV ER
Backfires
Q&A
10 Minutes with Ivan Espinosa
I’m not great at numbers, but the GT350 winning Mr. October over the 718 and M2 left me Supra surprised. The 718 lost the powertrain category because why? It has four cylinders in a 2.0-liter engine. The GT350 has twice as many cylinders in a 5.2liter. The 718’s horsepower plus my 2000 E320’s just about equals the GT350’s output. At 3141 pounds, the 718 is 680 pounds lighter than the GT350. That’s roughly equivalent to three mothers-in-law. Apples to apples, squeeze those charmers into the winning cargo hold of 15 cubic feet and each one would have five cubic feet to herself to stretch out. Except the 718 still has only half an engine. But it does have 20-inch wheels, which tops the other three. Let’s see. Carry the seven. Oh, I stand corrected. The GT350 did win after all. —Robert Best Sandy Springs, GA Hey, C/D! Long time, first time, and all that. Don’t make fun of me for not noticing this before, but in what world do car enthusiasts prefer lower-decibel engines? Your four-way comparison labels the GT350 as the best of the lot. Great! No arguments there, but I noticed that it placed last in sound level. The Stang’s V-8 throws a whole 95 decibels at you at full throttle! This is excellent, and it should easily
6
While we were in Tokyo for the Nissan VP of product planning
to discuss where his brand is going without Carlos Ghosn. C/D: Where do you see the most potential to satisfy the enthusiast base that’s been a big part of Nissan? Ivan Espinosa: We have three iconic nameplates: GT-R, Z, and Patrol; that last name doesn’t exist in the U.S., but you know it’s a popular SUV. Those three really describe what Nissan is about. The fun and excitement of making fun cars that excite people. C/D: Do you think the GT-R and Z are important to younger buyers? IE: We have robust data showing that most of GT-R awareness for younger buyers came from the Gran Turismo series. A lot of the younger audience learned about the car through that.
chin music Does David Beard have a beard? —Dylan Brooks Winston-Salem, NC Find him on Instagram @nameonface—Ed.
There’s excitement there, and I think it will remain. We will continue to work on keeping those cars relevant for the future. C/D: Is Nissan still committed to CVTs? IE: We’ll keep looking into available technologies and tap into those that satisfy our customers. Today, CVT is a big part of our lineup globally, but if market needs change, we might shift. There’s no unbreakable rules when it comes to customer satisfaction; so if there’s something we need to address to satisfy our customers, we will do it.
be marked as the best of the comparison (against a second-place 87 decibels from the M2). I get comfort and whatnot, but GT350 owners couldn’t give one about the engine being “too loud,” whatever that means. —Nathan McGhee Mechanicsville, VA Volume has its place, but silence is still golden—Ed. On my birthday, I find in the mailbox my October issue of Car and Driver, and guess what? The Mustang wins. No truck test. Life is good. —François Cyr Sainte-Thérèse, QC
C/D: What’s your favorite car in Nissan’s global lineup? IE: The Skyline coupe, 3.7liter with a manual transmission [known as the Infiniti G37 in the U.S.]. This is not a car that’s produced anymore, but it’s a car I drive every day. It’s an example of what Nissan is: an expensive sports-car experience in an affordable and accessible package. C/D: What was your first vehicle? IE: Volkswagen Jetta, 1985, red. Funnily enough, my second car was a Nissan Tsuru [a.k.a. B12 Sentra].
I’M TAYCAN I will never be able to afford one, but the 2020 Porsche Taycan intrigued me [“Electric Fatherland,” October 2019]. Now that I know it has electric motors front and rear, I wonder, where exactly are the whopping 17 cubic feet of cargo space? Is that a cumulative total of cubbies scattered about the vehicle, or does it have a dedicated cargo hold in the trunk or bonnet? —DC Taylor Purlear, NC The total cargo area includes the trunk and the space under the hood—Ed. JAN UARY 2020 ~ CAR AN D DRIV ER
S IC YO U R D O GS O N U S AT: E DI TOR S @ CA RA N DD R I V E R.CO M O R JO I N : BACK F I RES.CARAND D RI V E R.CO M P HOTO G RA P H BY M I C H A E L S IM A R I, IL LUST RAT IO N BY P E TER O UM AN S K I
Supra’s electric steering better than BMW did with the M2 Comp’s when both units are made by BMW. —Donovan H. Cupertino, CA
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Backfires
Wake me up when I can drive it cross-country in a reasonable amount of time.
Ignore Tesla? Apparently you missed it when we awarded the Model S two 10Best awards, spent 40,000 miles with one, timed one at VIR, and raced one against a Model T. We also road-tested every Tesla and just bought a Model 3. Shall I go on?—Ed.
EXPLAINED
In your comparison-test scoring, there is an objective category called “flexibility” [“Deep Roots, Long Shadows,” October 2019]. What is flexibility in terms of vehicles and how is it measured? I can touch my toes. What score would I receive? —Rob Gardiner, Madoc, ON
In your case, you get a four because you’re bending f\b_ X[RR` DR QR¼[R ½ReVOVYVaf N` aUR QVßR_R[PR ORadRR[ aUR aVZR Va aNXR` a\ UVa # Z]U±NPUVRcRQ Of N[f ZRN[` \S NTT_R``VcR YNb[PU [RPR``N_f±N[Q aUR " a\ # Z]U aR`a . `ZNYY TN] ORadRR[ aU\`R ad\ aVZR` V[QVPNaR` aUNa N cRUVPYRμ` NPPRYR_NaV\[ ]R_S\_ZN[PR V` Z\_R NPPR``VOYR N[Q NaaNV[NOYR dUVPU V` dUNa dR _RdN_Q V[ \b_ `P\_V[T Ad\ aUV[T` aUNa `\ZRaVZR` Y\dR_ ½ReVOVYVaf `P\_R`' ab_O\PUN_TRQ R[TV[R` aUNa _R^bV_R ReaR[QRQ O_NXR a\_^bV[T S\_ N `a_\[T YNb[PU N[Q Y\d a\_^bR R[TV[R` dUR_R N _RQYV[R PYbaPU Q_\] V` aUR ^bVPX R`a dNf \ß aUR YV[R AUR`R af]R` \S R[TV[R` dUVPU PN[ \aUR_dV`R OR QR`P_VORQ N` YNTTf \_ ]RNXf aR[Q a\ ]_\QbPR N dVQR_ TN] ORadRR[ aUR ad\ ZRa_VP` 6[ P\Z]N_V`\[ aR`a` dR Q\PX N ]\V[a S\_ RcR_f ! `RP\[Q QVßR_R[PR—Dave VanderWerp
8
next? Bacan? Porsche is really pulling its car names out of its nether regions. To add insult to injury, this car is priced in Tesla Model S territory. So for anyone interested in this car, you’ll need a lot of dough. —Rick Perrotta Erie, PA It’s a Porsche. What’d you expect, Perrotta?—Ed. I’m surprised you didn’t give Porsche a hard time for calling an upper trim of its electric car the Taycan Turbo. What’s next, the all-electric Aston Martin V8 Vantage? Then again, maybe Porsche is onto something. Honda could revive the Civic Hybrid at no expense just by making Hybrid one of the trim levels. Perhaps GM could improve sales of the four-banger Silverado nobody wants if it called that version the Turbo-Diesel. Speaking of trucks, why not make 4x4 a trim level regardless of drivetrain? Hey, these are just model names, right? They don’t actually mean anything. —Marc Rumsey Rochester, NY I gave up when the furniture salesman called my sofa a convertible—Ed.
FACE TIME If you have any time after you’re done processing the cancellation requests based on the October issue, can you please print a retrac-
I understand that a new editor means changes are inevitable, but why in the hell would you change all of the content of the magazine to cater to an entirely new target demographic? And when I say target demographic, I mean people who have never bought your magazine before. I especially hated your article about people who failed at their jobs to become young professionals but who now have YouTube channels [“New Faces of Automotive Enthusiasm”]. However, I understand it is relatable to you editors, as that’s where most of you will end up if the magazine continues this way. R.I.P., Car and Driver. —Ben Greenberg Maynard, MA
BRAND NEW In the article “New Cars for 2020” [October 2019], you point out that Cadillac has replaced the CTS with the CT5. Did it save some dough by straightening out the top of the S and using the same badge? Apart from the Escalade, how is one supposed to know one Caddy from another when each model name is a jumble of what appear to be randomly assigned letters? —A. B. Rubin Carlsbad, CA Marketing departments have apparently hijacked the auto industry. BMW JAN UARY 2020 ~ CAR AN D DRIV ER
S IC YO U R D O GS O N U S AT: E DI TOR S @ CA RA N DD R I V E R.CO M O R JO I N : BACK F I RES.CARAND D RI V E R.CO M I LLU ST RAT IO N BY CH RI S P H I LP OT
I was beginning to think you needed to change your name to Gas-/Diesel-Powered Car and Driver until Mercedes, Audi, and now Porsche built EVs. You won’t be able to ignore Tesla any longer. You can use Teslas (as you did in the October issue) as the benchmark for all other models to live up to. Your article mentions the Taycan can recoup an impressive 62 miles of range in four minutes of charging.
Editor ’s Let ter
Backfires
As a longtime subscriber of Car and Driver, I have noticed that as the years have passed, especially in this century, more and more articles in the magazine have concerned not cars as historically defined, but trucks and various categories of SUVs. And now, as noted in your October issue, we’re faced with an unprecedented list of discontinued cars. —Tyler Thompson Little Rock, AR We’re still upset about the death of the Grand Marquis and our inability to joke about the availability of the de Sade package—Ed. Anybody else think the new Volkswagen Passat’s nose looks like the one on a mid1970s AMC Matador sedan? —Michael Melton Hobbs, NM Pedro Romero killed some 5600 bulls in his 28-year career as a matador—Ed. Well, well, well! What have we here? Seems the comprehensive “New Cars for 2020” article has an echo chamber, what with the Silverado HD’s description repeated word for word with that of the Sierra HD, save for the substitution of the truck names. Sure, we know the trucks are carbon copies; badge engineering, I think it’s called. Still, a wee bit of verbal creativity would have been welcome. Some of us oldsters still do read, after all. Oh, did I mention one tiny
10
And then there were (actually) 10 need to start this letter by admitting that I’m not a superstar when it comes to arithmetic. But it didn’t take me too long in the new job to determine that our 10Best contest was a bit of a lie. With one 10Best list for cars and another for trucks, SUVs, and vans, we actually have been coming up with 20 10Best vehicles. This is not one of those internet math tricks. It’s true. Pull out your trusty TI-86 calculators and check my math, if you must. Separating cars and trucks made our lives easier, but we couldn’t live with the lie any longer. So this year, we decided that we’d combine all vehicles and choose only 10. We invited back last fRN_μ` dV[[R_` N[Q NYY aUR [Rd \_ `VT[V¼PN[aYf b]QNaRQ cRUVPYR` a\ arrive at 93 contestants competing for 10 spots. As in years past, we shook down all of them from our base camp at a Boy Scouts facility in rural Michigan. It wasn’t easy to pare down our list of favorites. There were plenty of comments, impassioned arguments, and desperate pleas for votes: “If the Kia Telluride isn’t on your list, consider a new career.” “I swear I’ll quit if the Jeep Gladiator is a 10Best winner.” “These doughnuts are stale!” After driving our 10Best loop in Michigan for two weeks and giving each car the same level of scrutiny we always do, we arrived at a list that feels like a nice cross section of all the things we love to drive and would buy. Listen, I can already hear your complaints. There’s no need to go buy N `aNZ] S_\Z aUR ]_V`\[ P\ZZV``N_f a\ ¼_R \ß N[ N[T_f UN[Qd_VaaR[ YRater. I know. We are Car and Driver, not SUV and Truck and Driver. But guess what? Most Americans are really, really into SUVs and trucks. We’d be ignoring a huge chunk of our audience if we pretended traditional cars were the only choice and unequivocally superior to their topheavy brethren for every task. And I get it. Change is hard. Take a couple deep breaths, squeeze your stress ball, and then turn to page 25 to take a look at what we believe to be the best of what’s for sale right now.
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S H A R O N SI L K E C A R T Y E D I TO R - I N - C H I E F
JAN UARY 2020 ~ CAR AN D DRIV ER
S IC YO U R D O GS O N U S AT: E DI TOR S @ CA RA N DD R I V E R.CO M O R JO I N : BACK F I RES.CARAND D RI V E R.CO M P HOTO G RA P H BY J E NN Y R I S H E R
hideously restyles its iconic grilles to suit China’s market, Chevrolet badly clones the Acura NSX, and Porsche slaps the Turbo name on a car with no engine at all. Apocalypse, if not now, then very, very soon! —M. Winter Toronto, ON
Editor-in-Chief Sharon Silke Carty
difference? It’s “trippy” for the Silverado and “déjà vu” for the Sierra. Good job, that. —Albert L. Papp Jr. Maplewood, NJ
CHILDREN OF ELON Why do you continue to shit on Tesla [“New Cars for 2020,” October 2019]? —Daryl Ashby Brisbane, CA Hey, hey. We just bought one. So where’s the cult meeting?—Ed.
SAMUEL CLEMENS “There’s none of the hoof clopping you might expect from the 21-inch wheels” [“Hide and Sleek,” October 2019]. I like that. You guys could teach Mark Twain a thing or two, if he were still alive. —Richard Szacki Brooklyn, NY Yeah, he’d probably have no idea how to pair his phone to a car. Or how to drive—Ed.
TAKEN OUTBACK I was somewhat surprised by your “[-]” comment about the Subaru Outback’s “slow design evolution” [“Gradual Evolution,” October 2019]. That’s a positive in my book when it’s based on a sound, customer-pleasing design. Also, there’s the matter of design integrity for any particular brand. When compared with Toyota’s design, where the changes don’t seem to maintain any consistency from one generation to the next, Subaru’s gradual evolution seems both superior and respectful to its customers. No one wants to shell out $40K or more for a vehicle
Print Director Tony Quiroga Executive Editor Ryan White BUYER’S GUIDE Deputy Editor Kirk Seaman Staff Editors Drew Dorian, Eric Stafford FEATURES Deputy Editor Jared Gall Senior Editors Rich Ceppos, Eric Tingwall Staff Editors Austin Irwin, Annie White • NEWS Deputy Editor Laura Sky Brown Senior Editor Joey Capparella Staff Editors Colin Beresford, Connor Hoffman Social Media Editor Michael Aaron REVIEWS Deputy Editor Josh Jacquot Editor at Large Daniel Pund Senior Editor Mike Sutton TESTING Director Dave VanderWerp Deputy Director K.C. Colwell Technical Editor David Beard Assistant Technical Editor Maxwell B. Mortimer Road Warriors Harry Granito, Keoni Koch, Scott Olman • CREATIVE Director Darin Johnson Deputy Director Nathan Schroeder Staff Photographers Michael Simari, Marc Urbano Assistant Photographer/Videographer Brad Fick Photo Assistant Charley M. Ladd Production Designer Jeff Xu Product Designer Landon Oliver • PRODUCTION Managing Editor Mike Fazioli Copy Chief Carolyn PaviaRauchman Associate Managing Editor Jennifer Misaros Editorial Operations Manager Juli Burke Research Editor Beth Nichols Copy Editors Rebecca Jones, Kara Snow • European Editor Mike Duff • Carolinas Editor Ezra Dyer • Contributing Editors Clifford Atiyeh, Brett Berk, Sebastian Blanco, Csaba Csere, Malcolm Gladwell, Fred M.H. Gregory, John Pearley Huffman, Bruce McCall, Jens Meiners, Scott Oldham, P.J. O’Rourke, Steve Siler, James Tate Online Production Designer Sarah Larson • Online Production Assistant Ron Askew Interns Chandler L. Horning, Mihir Maddireddy • Editorial Office 1585 Eisenhower Place, Ann Arbor, MI 48108 • PRINTED IN THE U.S.A. • Editorial Contributions Unsolicited artwork and manuscripts are not accepted, and publisher assumes no responsibility for return or safety of unsolicited artwork, photographs, or manuscripts. Query letters may be addressed to the deputy editor.
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that’ll look like a branding anachronism in just a few years’ time. So I respectfully suggest you rethink that design consideration. —Lon Baugh Fernandina Beach, FL Glad you liked the “novel programming improvement” of the CVT in the new Outback. Going from six fake gears to eight is indeed quite a breakthrough. You’ll probably love upcoming fake-gear improvements like 10, 12, and 25. —Bob Southard Lancaster, PA
the last letter of his family name) for the very clever title of his review [“Atlas Shrunked,” October 2019]; that is, unless he chose the title more or less Rand-omly. —Mike Vet Dallas, TX Kudos to Pund. As Simon and Garfunkel sang, “I been Ayn Rand’d.” —Mike Sheahan Clermont, FL
EDITORIAL FIAT
LET IT AYN
You guys need to lighten up on Fiat [“What to Fix: Fiat Edition,” October 2019]. —Richard Warrick Lawrence, KS
Apparently, your journalists were English majors! Congratulations to Daniel Pund (perhaps he should drop
There is no fix for Fiat. Having said that, I would start by making the Fiat badge on
Using Shell V-Power® NiTRO®+ Premium Gasolines and diesel fuels appropriately in all Car and Driver test vehicles ensures the consistency and integrity of our instrumented testing procedures and numbers, both in the magazine and online. CUSTOMER SERVICE Call 800-289-9464, email cdbCustServ@ CDSFulfillment.com, visit service.caranddriver.com, or write to Customer Service Dept., Car and Driver, P.O. Box 37870, Boone, IA 50037 for inquiries/requests, changes of mailing or email addresses, subscription orders, payments, etc. PERMISSIONS Material in this publication may not be reproduced in any form without permission. REPRINTS For information on reprints and e-prints, please contact Brian Kolb at Wright’s Reprints, 877-652-5295 or bkolb@ wrightsreprints.com. To order digital back issues, go to your favorite app store. Car and Driver© is a registered trademark of Hearst Communications, Inc. Copyright 2019, Hearst Communications, Inc. All rights reserved.
the grille smaller or change it to the Toyota emblem and make it in Kentucky. —Jack G. Lewis Manhattan Beach, CA Regarding the piece on how to fix FIAT (yes, all caps as it’s an acronym. Yes, still). “Who doesn’t want the romance of an Italian vacation in their garage?” Um, anyone who read your long-term Alfa Romeo Giulia test. —Greg Popp Albany, NY
FLOORED I have always wondered: How often can you floor your car and not harm your motor? —Bob Dietrick Oakdale, NY How did you get this magazine?—Ed.
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REVEAL OF THE MONTH
Shot Play Aston Martin builds a survival vehicle. Behind its badge, .`a\[ :N_aV[μ` ¼_`a @BC
Arguably the best-looking ultraluxe SUV, the DBX could double
is not a particularly original piece of thinking, but it is a necessary one. The Bentley /R[aNfTN 9NZO\_TUV[V B_b` N[Q ?\YY` ?\fPR 0bYYV[N[ UNcR `bPPR``VcRYf R_\QRQ aUR [\cRYaf \S aUR bYa_NYbeR @BC /ba dVaU .`a\[μ` S\_ab[R` SNQV[T N` ObfR_` ab_[ NdNf S_\Z a_NQVaV\[NY sports cars, it’s no exaggeration to say that the 1/E P\bYQ OR aUR P\Z]N[fμ` `NYcNaV\[ Like the entire Aston lineup, it scores on QR`VT[ AUR Zb`PbYN_ `afYV[T Y\\X` UN[Q`\ZR
from all angles. Aston’s familiar grille works well on the tall body of the DBX—much better than the grafted-on styling treatments of the Bentayga or Cullinan. “We wanted to make the most beautiful SUV in this space, not necessarily the quickest,” Aston CEO Andy Palmer says. “Although it is extraordinarily quick.” Palmer says he ordered work on an Aston Martin SUV just four days after taking control of the company in 2014. The goal was to create a vehicle that would broaden the brand’s appeal in Asian markets. Despite a sizable 198.4-inch length, the DBX will be the shortest ute in its superpremium segment—a huge 11.9 inches less than the Cullinan. Yet practicality is high, with a good amount Aston Martin’s of room front and rear, 22 cubic characteristic feet of cargo space, and a driving mustache grille position with enough adjustment looks good on an SUV. Under the to accommodate anyone from a
hood is a 542-hp
GETTING DIRTY — Chief engineer Matt Becker admits the DBX’s off-road prowess emerged as a byproduct of the engineering targets the company
REVEAL OF THE MONTH
95th percentile male to a 5th percentile female; Aston thinks the DBX will appeal more strongly to women than its existing lineup does. While it will be produced in a new factory in Wales, the DBX is constructed using Aston’s long-favored technique of fabricating a bonded and riveted aluminum structure. As with the Vantage and lesser versions of the DB11, power comes from a Mercedes-AMG-sourced twin-turbo 4.0-liter V-8, one that makes 542 horsepower and 516 pound-feet. Mercedes’s nine-speed automatic is employed here, too. Aston claims a 4.3-second zero-to-60-mph time and a 181-mph top speed. Despite Palmer’s insistence that looks trump speed, we’re told that prototypes have been lapping the Nürburgring Nordschleife at a pace that suggests the DBX could near if not beat the famous circuit’s 7:42.2 SUV record set by the Audi RS Q8, should Aston attempt it. 5bTR Rß\_a UN` ORR[ ]ba V[a\ ZNXing sure the DBX delivers an Astonappropriate dynamic experience. Though the SUV is fundamentally rear-wheel drive, a transfer case directs torque to the front axle when required. There is also an electronically controlled rear QVßR_R[aVNY aUNa PN[ R[YVcR[ \_ `aNOVYVgR the handling. Adaptive dampers and air springs are standard and have the ability to increase ride height by up to 1.8 inches or lower it by up to 2.0. The DBX also gets 48-volt active anti-roll bars to
14
STATELY DIMENSIONS LENGTH, in WIDTH, in HEIGHT, in WHEELBASE, in CURB WEIGHT, lb
DBX
Bentayga V8
Cullinan
Urus
198.4 78.7 66.1 120.5 4950
202.4 78.7 68.6 117.9 5450
210.3 78.7 72.2 129.7 6100
201.3 79.4 64.5 118.2 5300
RßRPaVcRYf [RTNaR O\Qf _\YY b[QR_ UN_Q cornering. Aston’s chief engineer, Matt Becker, admits his team opted to wind the system back slightly to allow a small amount of body lean. “It felt too unnatural without it,” he says. In addition to the usual array of on-road driving modes, aUR_R dVYY OR ad\ \ß _\NQ `RaaV[T` AR_rain and Terrain Plus. The DBX can be ordered now, with aUR ¼_`a B @ Pb`a\ZR_ PN_` `PURQbYRQ to arrive in the second half of the year. Pricing begins at $192,986—more than the Bentayga V8 but not as expensive as the Urus or Cullinan. Aston’s future depends on its success. —Mike Duff
Profit and Loss Aston needs the DBX to be a hit. The company’s stock price has lost 75 percent of its value since its IPO in late 2018. To keep itself solvent, the brand was recently forced to raise $150 million in debt by offering to pay the loan note back at 12 percent. Demand for its sports cars has fallen, but the continued uncertainty of the United Kingdom’s messy Brexit from the European Union has also affected confidence. Palmer is keen to talk up the strength of the business—“in terms of EBITDA [earnings before interest, taxes, depreciation, and amortization], it’s the most successful it’s ever been”—but admits that the DBX is expected to sell at a rate of more than 4000 a year globally, which would constitute approximately half of total production. “It means the company [doesn’t have] all of its eggs in one basket,” he says. JAN UARY 2020 ~ CAR AN D DRIV ER
YEAR IN REVIEW
Winners and Losers A few who won, a few who lost, and one who made “a very human mistake out of compassion” for an animal. WINNER: Gettin’ ’er Done
NASCAR bad boy Jimmie Johnson proved there’s No One Badder when UR XVPXRQ \ß & Of V[VaVNaV[T N pileup that took out almost half the P\Z]RaVa\_` V[ N ]_R°1Nfa\[N " ReUVOVaV\[ _NPR 7\U[`\[ RZR_TRQ b[`PNaURQ N[Q dVaU \[Yf RVTUa \aUR_ cars still on the lead lap, came away dVaU aUR dV[ 0UN[[RYV[T aUNa PUbagpah to benevolent ends, a powerlifter V[ F]`VYN[aV :VPUVTN[ YVSaRQ N[ \cR_ab_[RQ 7RR] \ß N[ NPPVQR[a cVPaVZ
Zetsche proved he’s still the DRZ dUR[ UR b`RQ aUR T_\b[QV[T \S aUR /\RV[T $ $ :Ne ½RRa N` N ZVP Q_\] \]]\_ab[Vaf ]\V[aV[T \ba aUNa NYY Va aNXR` V` ²\[R `]RPaNPbYN_ V[PVQR[a³ a\ QR½NaR R[aUb`VN`Z S\_ P\Z]baR_ P\[a_\Y AUNa \_ `\ZR 3_\\a 9\\]`' .SaR_ _R`RN_PUR_` Na aUR B[VcR_`Vaf \S ?VPUZ\[Q aNbTUa _Na` a\ Q_VcR YVaaYR ]YN`aVP PN_` N` N ZRN[` \S \OaNV[V[T aUR `bTary cereal, the lead scientist reported, ²<b_ _R`RN_PU `bTTR`a` aUNa `a_R`` YRcRY` QRP_RN`R N` dR TNV[ N `R[`R \S P\[a_\Y \cR_ \b_ R[cV_\[ZR[a ³
WINNER: Xzibit, Bard of Redundancy
AUR b[VcR_`R _RSb`R` a\ YRa aUR ²F\ QNdT³ _R]RaVaV\[ TNT QVR .SaR_ 3R_[N[Q\ .Y\[`\ P_N`URQ \ba \S 6[Qf " ]_NPaVPR aUR d_RPXR_ UNbYV[T UV` McLaren crashed en route to the TN_NTR .[Q 5\[QN UNQ a\ _R _RPNYY NO\ba ZVYYV\[ cRUVPYR` ORPNb`R Va UNQ _R]YNPRQ QRSRPaVcR ANXNaN NV_ONT V[½NaR_` dVaU \aUR_ QRSRPaVcR OVa`
16
3_R[PU ]R\]YR ]_\aR`aV[T aUR P\b[try’s lowered speed limits have QR`a_\fRQ `\ZR $" ]R_PR[a \S aUR P\b[a_fμ` a_N¦P PNZR_N` DN[a a\ W\V[ aUR ¼TUa S_\Z aUV` `VQR \S aUR .aYN[aVP, .QcR_`N_VNY 3N`UV\[ _\YYRQ \ba N YV[R \S PY\aUV[T QRP\_NaRQ dVaU VZNTR` \S YVPR[`R ]YNaR` QR`VT[RQ a\ O\T Q\d[ YVPR[`R ]YNaR _RNQR_ QNaNbases with junk information. WINNER: Doggos
When an injured deer wandered onto N[ RYRZR[aN_f `PU\\Y ]N_XV[T Y\a V[ 1ReaR_ :VPUVTN[ NSaR_ ORV[T `a_bPX Of N ]N``V[T PN_ \[R Ob` Q_VcR_ ZNQR what the district described in an email a\ ]N_R[a` N` ²N cR_f UbZN[ ZV`aNXR \ba \S P\Z]N``V\[ S\_ aUR N[VZNY ³ 5R Q_\cR \cR_ aUR QRR_ 6[ aUR Ob` Y\\] 1b_V[T Z\_[V[T Q_\] \ß DVaU XVQ` \[ UV` Ob` AUR[ `RRV[T aUR QRR_ `aVYY aU_N`UV[T V[ UV` ZV__\_ UR aU_Rd aUR Ob` V[ _RcR_`R N[Q UVa Va NTNV[ WINNER: Dad Jokes
LOSER: The Moral High Ground
B[TbYNaR` UNQ N[\aUR_ _\bTU QNf when a semi overturned and released [RN_Yf ]VT` V[±NURZ±2¦[TUNZ 0\b[af 6YYV[\V` AUR ]_R`bZNOYf QRNQ]N[ \d[R_` \S 1_VcR . AN[X TN_[R_RQ Z\_R RfR _\YYV[T dUR[ aURf announced their initiative to ship tanks to customers’ preferred locaaV\[` PNYYRQ AN[X` a\ F\b
9\\XV[T a\ QRZ\P_NaVgR aUR T\\Q YVSR N[Q ZN[bSNPab_R N YV[R \S 3R__N_V " 4A< _R]YVPN`, . P\b_a V[ 6aNYf dealt a blow to your business plan by QRPYN_V[T aUR 4A< N d\_X \S N_a which makes the unlicensed reproQbPaV\[ aUR_R\S N P_VZR @]RNXV[T \S P_VZR aNe S_NbQ V` `aVYY \[R AUR B @ A_RN`b_f 6[`]RPa\_ 4R[R_NY S\_ ANe Administration revealed that the feds UNcR Q\YRQ \ba `\ZR $! ZVYYV\[ V[ 2C aNe P_RQVa` a\ V[RYVTVOYR ]N_aVR` `V[PR ! .[Q C\YX`dNTR[ NQZVaaRQ aUNa Vaμ` ORR[ VYYRTNYYf `RYYV[T ]_R]_\QbPaV\[ PN_` aU_\bTU [\_ZNY `NYR` PUN[[RY` S\_ fRN_` @RRZ` YVXR ZNfOR CD should invite Jimmie Johnson to a O\N_Q ZRRaV[T —Jared Gall
LOSER: Compassion
LOSER: Autonomy
6[ aUR B @ Z\_R ]RQR`a_VN[` N[Q PfPYV`a` QVRQ V[ % aUN[ V[ N[f fRN_ `V[PR && ±]R_UN]` [\a `b_]_V`V[T P\[`VQR_V[T N ... `abQf S\b[Q ZN[f pedestrian-detection systems don’t d\_X Na [VTUa N[Q aU_RR ^bN_aR_` \S pedestrian deaths occur after dark. ;\d S\_ZR_ 1NVZYR_ 02< 1VRaR_
LOSER: The Surveillance State
DUR[ V` Va [\a T\\Q a\ OR N Q\T, . 3_R[PU ObYYQ\T SRYY `Ve `a\_VR` S_\Z N rooftop in Manhattan only to bull’sRfR aU_\bTU aUR `b[_\\S \S N 1\QTR 0UNYYR[TR_ `b_cVcV[T dVaU \[R ONQ Pba N[Q `\ZR O_bV`V[T .[Q S\_ _RN`\[` b[PYRN_ 3\_Q QRZ\[`a_NaRQ Va` [\V`R PN[PRYV[T ]_\dR`` Of ObVYQV[T N `\b[Q]_\\S Q\TU\b`R ;\a a\ OR \[R b]]RQ AR`YN V[a_\QbPRQ N 1\T mode, which keeps the A/C or heat on and puppers comfy when owners [RRQ a\ _b[ \ß \[ N[ R__N[Q 6a NY`\ QV`]YNf` N ZR``NTR \[ aUR V[S\aNV[ZR[a `P_RR[ aRYYV[T ]N``R_`Of aUNa aUR Q\T V` `NSR [\aV[T O\aU aUR PNOV[ temperature and that its owner will OR _Rab_[V[T `\\[
LOSER: Sycophancy
7RdRYR_ a\ aUR `aN_` /R[ FN[T N X N Ben Baller) earned himself a private audience with Elon Musk after craftV[T N $ QVNZ\[Q N[Q _bOf R[P_b`aRQ _V[T SRNab_V[T aUR AR`YN Y\T\ N` N a\XR[ \S N]]_RPVNaV\[ S\_ Musk’s impact on the American auto V[Qb`a_f AUR V[cVaNaV\[ dN` YNaR_ _Rc\XRQ NSaR_ FN[T ]\`aRQ N[ N[aV AR`YN _N[a \[ 6[`aNT_NZ dUVYR a_N]]RQ inside his powered-down Model X.
Va RNPU aVZR NSaR_ b`V[T Va N` N TRaNdNf cRUVPYR dUR[ Ob_TYN_VgV[T [RN_Of U\ZR` .[Q N[ BOR_ Q_VcR_ V[ @N[ Mateo, California, stumbled onto an obvious way to ensure his marks weren’t home when he drove a couple to the airport and then returned to break into their house.
WINNER: Innovation
. ! fRN_ \YQ TV_Y V[ 3Y\_VQN NQN]aRQ aUR AN[X` a\ F\b Ob`V[R`` Z\QRY a\ T_N[Q aURSa Nba\ dUR[ `UR \_QR_RQ ]VggN a\ UR_ [RVTUO\_μ` U\b`R `\ `UR P\bYQ `aRNY aUR QRYVcR_f Tbfμ` PN_ 6[ 5\b`a\[ N[\aUR_ aUVRS `a\YR UV` [RVTUO\_μ` cN[ _R]RNaRQYf _Rab_[V[T
ILLUSTRATION BY CRISTIAN ROBLES ~ JANUARY 2020 ~ CAR AND DRIVER
17
YEAR IN REVIEW
One paradox of the
Data Central
human experience is that time seems to pass so quickly, and yet, by the end of the year, it’s nearly impossible to remember what you learned in January. So for your convenience, we present a look back at our instrumented tests that appeared in print to give you the best and worst performers of 2019. —Annie White
BEST WORST
5–
60
50
MP
–7 0
H
MP
H
60
MP
H
Just in case you forgot that we tested a Senna last January.
MP
H
2020 Nissan Versa SR 10.4 sec
–5
0
2019 McLaren Senna 2.7 sec
30
2019 Volkswagen Golf SE 15.6 sec
2020 Nissan Versa SR 10.3 sec
2019 McLaren Senna 2.1 sec
2019 McLaren Senna 3.1 sec
2019 Volkswagen Golf SE 34.6 sec
1/4-MILE 150
2020 Chevrolet Corvette Stingray Z51 1.9 sec
2019 McLaren Senna 10.0 sec @ 147 mph
0 0
5
10 SEC
15
20
2019 McLaren Senna
H MP
83 dBA AK
IN
2019 Ford Mustang GT PPL2
BR
50
g
63 dBA
–0
1.13 0.68
2020 Kia Telluride SX AWD
70
MPH
2020 Nissan Versa SR 17.9 sec @ 79 mph
SOUND LEVEL AT 70-MPH CRUISE
G,
100
ROADHOLDING
2019 McLaren Senna 136 ft 2020 Ram 1500 Rebel EcoDiesel 4x4 208 ft
g
2019 Ram 1500 Rebel 4x4
C/D OBSERVED FUEL ECONOMY 2019 Hyundai Kona Electric • 112 MPGe 11 mpg • 2019 Jaguar XE SV Project 8
MORE DATA While we’re at it, some data from an outside source: U.K. license-plate supplier Click4Reg asked 2000 drivers whether they would date people who drove cars sold by various major manufacturers. Something to keep in mind when updating your Tinder profile.
18
93%
Would date a Volkswagen owner
85%
Would date a Toyota owner
45%
Would date a Dodge owner
JAN UARY 2020 ~ CAR AN D DRIVE R
SRT HELLCAT WITH 707 HP
Dodge is a registered trademark of FCA US LLC.
Da n i e l P u n d
Diamond Head Mouths without a face. Got no human grace. In the spirit of public service for which this peri-
grille acreage is actually open to allow air to pass through to the radiator. You will recall that the passage of air for cooling is the purpose of grilles. Or it was. If the new purpose of a grille is NYZ\`a R[aV_RYf a\ QR¼[R N PN_ N` UNcV[T P\ZR S_\Z N ]N_aVPbYN_ brand, then what does it say about that brand if its front ends just look like sections of chain-link fence? We’re picking on Genesis only because its release is the most recent in a long line of troublingly absurd grilles. Have you seen a Chevy Camaro lately? Or a Silverado? Jesus, Mary, and Joseph, they don’t even have faces anymore! Their grilles have devoured their front ends. They have become mouths without faces, like automotive lampreys. And it’s not just Asian and American cars that are showing evidence of this. Have a gander at the BMW 7-series sedan and X7 SUV. Their grilles no longer look like kidneys (psst, they never actually did). They now appear to be giant gleaming buckteeth. The company’s designers invariably blame American and Chinese tastes for this ridiculous tastelessness. Well, they do unless American journalists are around, in which case they will simply blame the Chinese market. Part of the problem is that we—the buyers, designers, and enthusiasts of automobiles—are human. As a species, we’re doomed to see human faces everywhere we look, even where they don’t exist. Seriously, we all walk around with a section of our brain devoted to recognizing faces; it’s called the fusiform gyrus. Automotive designers understand this. It’s why Dodge Chargers have horizontal, canted headlights. It makes them look tough and maybe a little angry, just the image the company wants its neo muscle car to present. And if headlights are the eyes of a car, then the grille is the mouth. You can’t help but see it that way. You’re wired to see it that way. And as insensitive The G90’s home-plate-shaped chain-link grille is an eye grabber. as it might be, we’re also programmed to be uncomfortable when those features are out of whack. So what’s with all the wrong automotive faces, then? It is my contention that what we’re seeing is the result of widespread prosopometamorphopsia. This disorder dUVPU ReV`a` Of aUR dNf PNb`R` `bßR_R_` to perceive faces in a distorted way. Noses are askew. Teeth look huge. Features are misplaced, cartoonlike. Its cause, in this case, is thought (by me) to result from an art-school overexposure to spray mount, Bestine solvent, clove-cigarette smoke, and angst. Or it could be that China-market thing. I don’t know.
20
JAN UARY 2020 ~ CAR AN D DRIV ER
I LLU ST RAT IO N BY BR E T T A F F RU NT I
odical has become famous, we bring to your attention a matter of terrible importance. We’ve ignored it for too long already. But frankly, we haven’t been strong enough to come face to face with the hideous truth: There is a disease spreading within our community. Its devastation reaches nearly every corner of every city and town in this and increasingly every other country on earth. Why, just today, I received fresh evidence of its impact in an email from a multinational conglomerate. Am I to ignore it yet again? Should I look away as I, and so many of us, have done, simply because it makes me retch? And when I say retch, I mean wave after wave of savage retroperistalsis that leaves me physically spent and QRYV_V\b` AU\`R V[ [RVTUO\_V[T \¦PR PbOR` N_R unable to snack normally for days. I shall not look away, though. We shall not look away. Not this time. Gaze, if you’re able, at this picture of the next Genesis G90. I promise you that I have not modi¼RQ aUR ]U\a\ V[ N[f dNf [\a RcR[ Of ZRN[` \S aUR 3NPRO\\X :R``R[TR_ ¼YaR_ aUNa ZNXR` f\b_ Z\baU look massive and makes me and my younger daughter cackle with delight. Every. Single. Time. Yes, the company actually intends to sell this vehicle to the public looking like this, grotesquely (and pointlessly) huge grille and all. It’s not easy to tell from the picture below, but precious little of the G90’s
LET’S HIT THE ROAD
road & Track Experiences A series of high-octane automotive events
JOIN US E X P ERIE NC ES .ROA DA N D T RACK . C OM
FOLLOW US @ R OA DA ND T RACK _ EX PERI E NC E S
The Kids Are Alright Growing up in the Dyer home means learning how to boot and rally. My first vehicle was an Arctic Cat minibike that
kids are learning the basics of vehicle dynamics, imprinting the codes for car control long before they can see over a dashboard. The only challenge is that room to roam is a little tight in our corner of North Carolina, where every trail ends with a fence. ;RcNQN aU\bTU V` N QVßR_R[a `a\_f 5\[QN V[a_\QbPRQ aUR S\b_ `RNa ANY\[ E ! [RN_ 0NYVR[aR NO\ba ad\ U\b_` [\_aU of Las Vegas. The drive itinerary spanned 80 miles, running the Silver State trail system from a base camp that also included various dirt bikes and a youth-size ATV. So I brought the kids out to aUR QR`R_a a\ `U\d aURZ dUNa _RNYYf ]_VZ\ \ß _\NQ `UR[N[VTN[` look like, hopefully stoking their interest in cars in the process. And the Talon, especially the Fox Live Valve model, is the most carlike side-by-side out there, which is perhaps unsurprising since it’s built by a car company. It’s got a paddle-shifted dual-clutch transmission, adaptive dampers, and launch control. It’s naturally aspirated, but there’s a dealer-installed Jackson Racing turbocharger that boosts horsepower to around #" .` dVaU aUR /:D :" N[Q :R_PRQR` .:4 2# @ f\b PN[ disengage the front axle for drift antics. If you’re feeling more overland than safari, the four-wheel-drive system features a low-range transfer case for picking along technical trails. Base ]_VPR' & & AUNaμ` PN_YVXR a\\ Oba N 0VcVP V`[μa T\V[T a\ OR nearly as comfortable dropping into a dry wash at 60 mph. DUVPU 6 ]_\ONOYf QVQ Z\_R aUN[ \[PR The kids were loving it through most of the day. But somewhere around mile 60, my older son declared, “I don’t feel so good.” I immediately slowed down, but it was too late: Moments later, he barfed all over his clothes, the inside of his helmet, N[Q aUR [Rd ANY\[ D\_`R aUR NYaVabQR N[Q Q_f NV_ UNQ `Ra \ß a nosebleed, so by the time we reached the Delamar ghost town, the lad was a walking Jackson Pollock. I felt horrible, because Eating dirt in a side-by-side is how Dyer teaches his clan to drive. violent nausea doesn’t comport with the car-positive worldview I’d hoped to encourage. Fortunately, we parked for a bit in Delamar, taking a fun educational break to learn about death by silicosis. I also spent a lot of time saying, “Hey, get away from that!” I cut our ride short and headed back to PNZ] ¼Tb_V[T 0N]aNV[ 0N_`VPX d\bYQ dN[a to sit still for a while. But within minutes, he’d changed his clothes, made a beeline for a CRF110F, and headed onto the adjacent mini motocross track. I’d planned to call it a day, but if he could puke and rally, then I P\bYQ T_NO N 0?3!" 9 N[Q _b[ aU_\bTU aUR gears a few times before dusk. Hurtle yourself across the planet now. Rest later.
22
JAN UARY 2020 ~ CAR AN D DRIV ER
I LLU ST RAT IO N BY BR E T T A F F RU NT I
I pestered my parents into buying when I was 10 years old. I didn’t yet know the term “whiskey aU_\aaYR ³ Oba 6 Re]R_VR[PRQ Va ¼_`aUN[Q \[ Zf \[R and only ride, in which I rocketed across the lawn N[Q V[a\ N `R]aVP YRNPU ¼RYQ DUR[ 6 dN` N YVaaYR OVa older, if not wiser, I had ATVs—a Kawasaki Mojave and then a Honda 250X—and a ratty 1977 Scorpion ?N[TR DUV] @aV[T !! `[\dZ\OVYR dUVPU dN` basically an engine with handlebars. I just wanted to drive something, and when you’re a kid, powersports machines are your best hope for hurtling f\b_`RYS NP_\`` aUR ]YN[Ra <_ \ß Va N` 6 YRN_[RQ \[ the Mojave. Turns out that when you’re attempting to summit the biggest wall at the local gravel pit, second gear isn’t quite enough. In third, though, f\b P\[aV[bR f\b_ N`PR[a Y\[T NSaR_ aUR aR__N ¼_ZN has ended, arcing in a graceful parabola across the Maine sky and ultimately ending up with a single rib that juts out at an odd angle to this very day. Given my fond memories of riding adventures, I encourage my own kids, ages seven and nine, to get out there and tear it up, probably to the consternation of our immediate neighbors in the culQR `NP DR UNcR N 0\\Y`aR_ " PP \ß _\NQ T\ XN_a that’s slowly going superleggera N` ]N_a` SNYY \ß N[Q N 5\[QN E?$ ? QV_a OVXR aUNa _b[` ½NdYR``Yf Oba looks as if it were co-owned by the Knievel family N[Q aUR ;Va_\ 0V_Pb` DVaU aUR`R ad\ ZNPUV[R` aUR
A STEM-INSPIRED MAGAZINE AND SUBSCRIPTION BOX FOR UP TO
6 NEW ITEMS IN EVERY BOX!
Crew members receive an auto-themed box every other PRQWK OOHG ZLWK educational and entertaining ZHDUDEOHV DFWLYLWLHV DQG D VSHFLDO PDJD]LQH GHVLJQHG IRU NLGV DJHV DQG XS
M O C . W E R C T R T A W E R JOIN THE C OR CALL 800-5
54-4898
Since 1983, we’ve gathered our staff to judge the year’s newest vehicles. Making the cuts to get down to 10 isn’t easy, but our final list breaks through the new-car noise and hype to leave you with the very best vehicles available this year. —The Editors
CA R AND D RI VE R ~ JAN UA RY 2020
25
10Best for 2020
W
e are programmed to believe that change is daunting. It doesn’t have to be, though. Consider just how often you adapt and adjust without pause or concern. When a restaurant carries only Pepsi products, you order water and move on with your life. If someone replaces your beloved Charmin with no-name single ply, you grab a bigger handful and just keep wiping. Yes, we’re warming you up. Our 10Best Cars and 10Best Trucks and SUVs awards are now simply the 10Best awards. On this list, cars and trucks and those irritatingly popular crossovers peacefully coexist, just as they do on streets and in parking lots. Don’t panic. Just keep wiping. Here’s what hasn’t changed: Our 10Best winners still represent the smartest, most entertaining vehicles you can buy today. They are picked after an exhaustive evalbNaV\[ \S aUV` fRN_μ` [Rd \_ `VT[V¼PN[aYf refreshed models as well as last year’s QRSR[QV[T /R`a±\XNf ¼[R /R`a± honorees. For two weeks, our editors drove, measured, tested, and scrutinized & PN_` a_bPX` @BC` N[Q cN[` ]Yb` aUR Kia Soul, which mocks our need to categorize everything. There are no categories on the trophies, though. To earn a 10Best win, a vehicle must prove itself against contenders as diverse as the auto industry. Our criteria remain the same. Every winner must deliver exceptional driving engagement, \ßR_ V[QV`]baNOYR cNYbR N[Q \_ ]_NPaVPNYVaf N[Q SbY¼YY Va` ZV``V\[ ORaaR_ aUN[ N[f of its competition. As a result, these are the cars we’d own. These are our 10Best. 26
10BEST FOR 2020
JAN UARY 2020 ~ CAR AN D DRIV ER
27
California Dreamin’ The mid-engine Chevrolet Corvette Stingray is ready to reclaim California. If you’re old enough to remember when California was the land of Corvettes, you’re probably worried about the size of your prostate. In the 1960s, Corvettes were as much a part of the California dream as sunshine, beaches, and bikinis. Surf bands, like Jan & Dean and the Beach Boys, topped the charts by selling the world an idealized West Coast lifestyle, a utopia where fuel-injected Stingrays raced Jaguar E-types from Sunset and Vine all the way to Dead Man’s Curve. And all the Jag could see were the Stingray’s round taillights. 0NYVS\_[VNμ` `b[ONXRQ Y\cR NßNV_ dVaU the Corvette lasted well into the 1970s, but as the state’s baby boomers aged and became more sophisticated, they moved on from America’s sports car in droves. AURf ab_[RQ a\ Z\_R _R¼[RQ N[Q \SaR[ faster machines from Japan and Germany, including the turbocharged iterations of the Toyota Supra, Mazda RX-7, Nissan 300ZX, N[Q aUR Pb__R[a b[\¦PVNY `]\_a` PN_ \S aUR Golden State, the Porsche 911. In fact, Porsche’s stranglehold on California’s sports-car market is so strong, the swanky Orange County enclave of Newport Beach has been nicknamed New “Porsh” Beach: 911s are everywhere. 0URcf U\dRcR_ UN` Wb`a ¼_RQ N[ N_Z\_ piercing round. A bunker buster. The 2020 0\_cRaaR @aV[T_Nf V` QVßR_R[a .[Q Vaμ` good enough to reclaim California from the grip of the imported sports car. Moving its engine to the middle has not only taken its performance to new heights, but the sports car’s image has been catapulted from mouth-breathing, tire-smoking semi– muscle car to supercar disrupter in a single O\b[Q AUV` V` aUR ¼_`a 0\_cRaaR `V[PR aUR early 1970s without the baggage and stigma of its past indiscretions, a lineage that has included everything from leaky T-tops to ½\]]f PUN``V` a\ Wb[Xf V[aR_V\_` 0YRN[ `YNaR
28
10BEST FOR 2020
From the South Bay to the Valley, from the West Side to the East Side, everybody’s very happy about the new Corvette.
6S f\bμ_R b[QR_ ! S\_ aUR ¼_`a aVZR V[ f\b_ life, the Corvette isn’t an old man’s car. Yes, it still has a pushrod V-8 for now, but its 490-hp (the $1195 performance exhaust takes that up to 495) 6.2-liter V-8 and quick-shifting eight-speed QbNY PYbaPU Nba\ZNaVP N_R N` _R¼[RQ N` aURf N_R _R`]\[`VcR RcR[ dUR[ R[`[N_RQ V[ 9 . a_N¦P And when equipped with the $5000 Z51 Performance package (which includes the optional exhaust), this rear-wheel-drive machine’s launch control makes the most of having 60.6 percent of its weight on the rear rubber. It gets \ß aUR YV[R YVXR [\ \aUR_ 0\_cRaaR AUR @aV[T_Nf Z51 shoots to 60 mph in 2.8 seconds and through the quarter-mile in 11.2 seconds at 122 mph. It even betters the 60-mph runs of the quickest 650-hp C7 Z06 and 755-hp C7 ZR1, both of which
PH OTOGRA PH Y BY A LE X BE RN STE I N ~ JAN UARY 2020 ~ CAR AN D DRIVER
THE C8 SHOWS WHAT THIS COMPANY CAN BREW WHEN IT PUTS ITS CORPORATE HEART INTO SOMETHING. OYNgRQ aURV_ _RN_ aV_R` S\_ aUR ¼_`a SRd TRN_` But more importantly, it matches the far more expensive 992 version of the 911 Car_R_N @ aU_\bTU aUR ^bN_aR_ ZVYR DVaU aUR \]aV\[NY 32! ZNT[Ra\_UR\Y\TVPNY QNZ]R_` Va NY`\ `aVPX` a\ N `XVQ]NQ Na Tμ` UN[QYR` dVaU N YVTUa[R`` aUNa QR¼R` Va` #!$ ]\b[Q` N[Q `a\]` S_\Z $ Z]U V[ !& SRRa 1VQ dR ZR[aV\[ aUNa Vaμ` N` ^bVRa N[Q P\ZS\_aNOYR N` N[f T_N[Q a\b_R_ dR PN[ aUV[X \S _VQR` dVaU N `VYXR[ P\Z]YVN[PR N[Q UN` ad\ PN_T\ U\YQ`, .` dR `NVQ V[ \b_ ¼_`a aR`a ²AUV` V` N PN_ f\b PN[ Q_VcR N[faVZR N[fdUR_R±V[PYbQV[T PYRN_ NP_\`` aUR P\b[a_f±dVaU\ba Va aV_V[T f\b \ba ³ .[Q Q\[μa YRa Va` dRV_Q `^bN_RQ \ß `aRR_V[T dURRY `PN_R f\b 6a d\_X` Wb`a ¼[R N[Q aUNa
The Numbers — 490- or 495-hp 6.2-liter V-8, 8-speed dual-clutch automatic Base: $59,995–$72,495 C/D Test Results (Z51 coupe) 60 mph: 2.8 sec 1/4-Mile: 11.2 sec @ 122 mph Top Speed (mfr’s claim): 184 mph Braking, 70–0 mph: 149 ft Roadholding, 300-ft Skidpad: 1.03 g EPA Comb/City/Hwy (C/D est): 19/16/26 mpg
dNYY YVXR PNOV[ QVcVQR_ aUNa U\b`R` aUR PYVZNaR P\[a_\Y` ZNf Y\\X YVXR N[ R_T\[\ZVP [VTUaZN_R Oba Va V`[μa DUVYR aUR ]YN`aVP O\Qfd\_X ZRN[` Va `aVYY `ZRYY` YVXR _R`V[ V[`VQR aUR ^bNYVaf \S aUR ZNaR_VNY` V` cN`aYf VZ]_\cRQ N[Q aUR `RNa` UbT N[Q `b]]\_a f\b N` aUR ]NYZ a_RR` ]N`` YVXR aRYR]U\[R ]\YR` .[Q aUR[ aUR_Rμ` aUR ]_VPR .YY aUV` T\\Q[R`` `aN_a` Na Wb`a "& &&" DUNa f\b TRa V` N C % `b]R_PN_ aUNa P\`a` YR`` aUN[ N ON`R $ % /\e`aR_ 0\_cRaaR` UNcR NYdNf` NPRQ cNYbR N[Q ]R_S\_ZN[PR aR`a` Oba Z\cV[T aUR R[TV[R UN` P_RNaRQ N QVßR_R[a `\_a \S @aV[T_Nf ;\d aUR_Rμ` N[ .ZR_VPN[ `]\_a` PN_ `Ra b] a\ `R[Q Z\_R aUN[ N SRd =\_`PUR]UVYR` V[a\ 0URcf `a\_R` N 0\_cRaaR aUNaμ` _RNQf a\ _RaNXR aUR 0\N`a ±Scott Oldham
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The Sleeper The Honda Accord is the perfect escape from suburban monotony. Quickness is routine in 2020. You can buy a mainstream subcompact SUV—a four-wheel bottom feeder—that hits 60 mph in less than seven seconds. There are two-and-a-half-ton vehicles that achieve the same feat in less than four. So when we call the Honda Accord a sleeper, we’re not talking about the fact that the proletarianspec model (continuously variable automatic trans, turbo 1.5-liter inline-four) shoots to 60 mph in a spry 6.6 seconds. Nor do we have the quickest Accord’s 5.4-second
sprint to 60 mph in mind. This sensible family sedan is a sleeper because of how the Accord’s chassis responds when roused from a lazy commute. Fluid handling and alert steering turn every dogleg on-ramp, @ OR[Q \ß _NZ] N[Q PY\cR_YRNS interchange into a momentary escape from the monotonous and the mundane. The precise action and satisfying weight of the steering wheel, the pedals, and the manual shifter suggest a kind of engineering harmony aUNa f\b _N_RYf ¼[Q \ba`VQR \S sports cars. That’s right, Honda is the last automaker to provide a manual transmission in a mid-size
ONE OF THE MOST HIGHLY EVOLVED CONSUMER PRODUCTS IN THE WORLD.
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10BEST FOR 2020
`RQN[ TR[R_\b`Yf \ßR_V[T aUR `aVPX dVaU both gas engines. Our pick is the $31,990 Accord Sport 2.0T with the six-speed manual, which requires just one decision: paint color. The Accord’s excellence never rests, even if the driver does. At a slower pace, the tied-down body control manifests as assertive damping that sops up our broken roads. The cabin is calm at highway speeds, and both the front and rear seating areas feel cavernous. The hybrid Accord returns Prius-like fuel economy without Prius-like despair and ineptitude. Driving an Accord has been a safe and sensible decision as long as the car has existed. It becomes something much more than that—rewarding, engaging, fun—when you hustle the car harder than most drivers do. The attributes that make it so special are likely missed by the apathetic, sleepwalking masses who don’t know what they have. The Accord’s dynamic competence is always lying in wait for a discerning driver to wake it. —Eric Tingwall
Expert Opinion —
The good, the bad, and the meh: everything we found in the editors’ notebooks.
Audi A8L 55 At 70 mph, it feels as if you’re going 25. — I don’t know that any car in this segment is a 10Best car. They serve a purpose, but they’re objectively not a good value.
Audi e-tron Not a game changer. Just pleasant and without the games of Tesla. — A perfectly fine EV doesn’t stand a chance against perfectly different Teslas.
Audi Q3 S line Too small and not special enough to justify its price.
BMW M340i The Accord appears to be serious and mature, but below the subdivision-friendly exterior lies a real sports sedan.
An improvement over the last gen but still not the best.
Atypical Winner A Jeep Gladiator helps us find love in an unexpected place. Every once in a while, a vehicle comes along that forces us to revisit our priorities and question ourselves. The Jeep Gladiator did that this year. While driving dynamics will always be at the forefront of our minds, we will no longer completely damn a vehicle because it falters in a single dimension, as long as it excels in many others and accomplishes what it’s built to accomplish. A good vehicle—be it a sedan, convertible, wagon, pickup, or SUV—can be good for more than just its straight-line sensations or dynamic wonder. And in today’s integrated 10Best competition of cars, trucks, and SUVs, we will PRYRO_NaR N[Q ¼[Q aU\`R cRUVPYR` /ba Q\[μa worry; when something doesn’t measure up, we will continue to grade with a scythe.
PH OTOG RA PH Y BY MA RC U RBAN O ~ I LLU STRAT I O NS BY CLIN T FORD
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Expert Opinion —
BMW X2 M35i I’d love to put this in a time machine dialed to Munich 1983. Execs would be leaping from the four-cylinder building.
BMW Z4 sDrive30i Still feels like a sports car made by a dedicated sedan company. It makes me want a fourcylinder Supra.
BMW Z4 M40i Beyond giving you a leathery tan, the Z4 can offer no reason not to pick the Supra.
Cadillac CT5 They’ve taken out all that was good about the ATS and CTS and added nothing to the mix. — This costs over $50,000? How does the same company that makes a $59,995 mid-engine sports car build this thing?
Chevrolet Blazer This would be much better for $10,000 less.
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The 10Best-winning Gladiator isn’t really built to turn or accelerate, though it will do both those things well enough for most drivers. And while it is truthful to say this is the best-handling and best-riding Wrangler product ever to come out of Toledo, Ohio, that is a bar that’s barely higher than Craigslist’s “ran when parked.” Wranglers can be a mess on the road. These trucks thrive in the dirt, and we’re giving this Jeep our highest praise because it accomplishes a purpose that only N D_N[TYR_ P\bYQ \aUR_dV`R SbY¼YY and yet is better to live with than the @BC DUNa aUR 4YNQVNa\_ `NP_V¼PR` V[ \ß _\NQ PYRN_N[PR aUR ]VPXb] ORQ gives back in utility. Corvettes, Supras, and 718s are exceptional at what they do. However, those are daily drivers for singles or DINKs. In practical terms, two-seaters are third cars. The Gladiator is a better primary vehicle than any of those sports cars, and it excels as a third car for completing honey-do lists or just enjoying nice weather with the fam. As with any second or third car, there are times you will not grab its keys. Long stretches behind the Gladiator’s wheel tax the eardrums. A heavy crosswind or head wind can make you feel like a captain in rough seas. But all the noise—both literal N[Q ¼Tb_NaVcR±V` Q_\d[RQ \ba Of the fact that the Gladiator is great where those sports cars fail: Moving people, things, or trailers (up to 7650 pounds) is not a problem. Secret trail to the beach that only the locals know? Piece of cake. Judged against other pickups of comparable size, as we did in last year’s May issue, the Gladiator isn’t the best, not even second best. But it isn’t just a pickup. It’s a convertible pickup wagon dreamed up in the vein of an 83-function Swiss Army knife for the road. It will help you harvest your grapes, buy the yeast, move your storage casks, uncork your wine, and drink it, too. You X[\d dUNa RY`R aUR 4YNQVNa\_ \ßR_` that only a few other 10Besters do? A manual transmission. There is a toylike novelty to removing the top and doors and S\YQV[T aUR dV[Q`UVRYQ aUNaμ` QV¦JAN UARY 2020 ~ CAR AN D DRIV ER
“IT’S A CONVERTIBLE PICKUP WAGON DREAMED UP IN THE VEIN OF AN 83-FUNCTION SWISS ARMY KNIFE FOR THE ROAD.”
More than any other vehicle on the list, the Gladiator inspired passionate arguments for and against it.
cult to quantify. It reminds anyone old enough of simpler times, when seatbelt usage and occupancy counts were mere guidelines. It is the car for having fun outdoors. If overlanding is your bag, Rubicon-edition Gladiators N_R aUR \ß _\NQ R^bVcNYR[a \S N 0\_vette on a racetrack. A couple Wranglers were eligible for 10Best this year, but they didn’t have the same on-road composure as the Gladiator [See, we haven’t com-
pletely forgotten about handling—Ed.]. All signs indicate that the Gladiator’s near comical wheelbase stretch of 18.9 inches over the already stretched four-door Wrangler is the secret to the Jeep’s stabilizing success. It softens the bucking ride and disconnected road manners that plague other live-axle Jeeps. Wranglers have always been tons of fun best consumed in small doses—20 minutes here, 20 minutes
aUR_R /ba aUR 4YNQVNa\_ V` QVßR_ent. Despite having two stick axles, a ladder frame, recirculating-ball steering, and four-wheel drive, the Jeep pickup feels more modern than N[f D_N[TYR_ 0\[`VQR_V[T NYY Va` attributes, we’ve decided it’s love. It’s taken Car and Driver 65 years, but we now comprehend that mantra constantly broadcast by Jeep owners. AUR dU\YR 7RR] aUV[T dR ¼[NYYf understand. —K.C. Colwell
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Expert Opinion —
Ford Escape hybrid Well, I guess, if that’s what you’re into.
Ford Mustang GT PPL2 Boisterous. Like walking one of Jared Gall’s dogs.
Ford Mustang Shelby GT350 Is this the most special engine here? — Ford, don’t give up on cars when you can do them this well.
Genesis G70 This was a deserved win when we had 10 cars on the list. I’m just not sure it makes it with five.
GMC Sierra 1500 AT4 Duramax Sweetheart of an engine— smooth, quiet, strong pull. — The shape of the gauges is right out of 1979.
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Caste Disrupter The Kia Telluride is aimed as high as its namesake town. The Kia Telluride is rare. Not small-batchproduction, costs-as-much-as-a-mansion, exoticfasterossa rare. But rare in how ridiculously good it is. And if you’re a regular reader, you know how rarely we make such statements. Like all breakthrough products, the Telluride upends the segment. Its arrival reminds us of when the Lexus LS400 and the Acura NSX were introduced. Like the Telluride, those cars reshaped the landscape, elevated their brands, and led to a run on Maalox from Stuttgart to Detroit. This is the part where we admit to preaching that buyers in the three-row segment would be ORaaR_ \ß V[ N ZV[VcN[ AUNa dN` aUR d\_YQ ORS\_R aUR ARYYb_VQR .YaU\bTU ZV[VcN[` `aVYY \ßR_ Z\_R `]NPR aUR 8VN UN` N Ybeb_V\b` N[Q _R¼[RQ `VQR that no minivan can match. There are standard luxury-car touches like an acoustically insulated windshield, plus optional niceties such as a microsuede headliner, acoustically insulated front-door glass, a head-up display, heated and ventilated `RNa` V[ aUR ¼_`a and second rows, and an intuitive widescreen infotainment system. There’s quality in everything you see and touch. What would we change? Hmm. That’s not easy. The bezels around the gauges look lame, and heated armrests like those in the Mercedes S-class would be nice. What can we say? We’re spoiled. But Kia hasn’t built this house on features and amenities alone. At 70 mph, the Telluride is quieter than a Land Rover Range Rover, and it goes down the road with the hushed ride of SUVs that cost tens of thousands more. In a ¼RYQ \S ab_O\PUN_TRQ S\b_` Va` & U] [Nab_NYYf aspirated V-6 sounds like an anachronism, but it’s not. Instant response and smoothness will never get old. If the Kia lacks the sporty dynamVP` N[Q `aRR_V[T SRRY \S aUR :NgQN 0E & dR PN[ make peace with that because the Telluride is conJAN UARY 2020 ~ CA R AN D D RIVER
trolled, willing, and tuned right. Fun is fun, but the Telluride is a better three-row SUV. The design borrows here and there from Land Rover and Volvo, but this isn’t a copy. Every detail appears to have been carefully considered and shaped. The proportions, the gentle folds of the sheetmetal, the consistent panel gaps, the richness of the paint, and the exterior lighting elements conspire to create the appearance of a product from a premium brand. The upright and boxy body delivers panoramic sightlines and leaves enough space
to seat adults in all three rows. It’s the basic `abß aUNa ZNQR S\YX` SNYY V[ Y\cR dVaU @BC` V[ aUR ¼_`a ]YNPR N[Q Vaμ` NYY UR_R AUR_Rμ` RePRYYR[PR V[ aUR QR`VT[ N[Q ]NPXNTV[T throughout, from the legroom of the second row to the way the seats fold and even down to the quality of the carpet. We drive hundreds of vehicles a year and it’s easy to tell which brands are trying to give the competition headaches. This Kia `U\d` PYRN_ NdN_R[R`` \S aUR ¼RYQ N[Q dUNa a three-row SUV should be. It bears the ZN_X` \S N `RTZR[a `abQVRQ N[Q QV``RPaRQ AUR \[Yf Pb`a\ZR_` dR PN[ aUV[X \S aUNa might not be delighted by the Telluride are aUR \aUR_ PN_ZNXR_` aUNa dVYY V[RcVaNOYf Obf one to reverse engineer. By aiming high, Kia has created a premium product at nonpremium prices. It’s what we call an LS400 moment, and those N_R `VT[V¼PN[a N[Q _N_R DR _RP\ZZR[Q f\b get one before Kia realizes what it’s done and raises the price. —Tony Quiroga
“BY AIMING HIGH, KIA HAS CREATED A PREMIUM PRODUCT AT NONPREMIUM PRICES.”
The Telluride’s design, packaging, and luxurious features transcend the nonpremium three-row segment. PH OTO GRA PHY BY A LEX B E RN ST EI N
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In a dull segment, it’s refreshing to find a vehicle that inspires us to drive roads that look like this one.
Talking the Talk The Mazda CX-5 isn’t perfect; it’s just more perfect than everything else its size. “Lifestyle vehicle” has become an automotive buzz phrase on the order of the tech industry’s “internet of things” and the startup world’s “growth hacking.” Like most marketing speak, this phrase is essentially meaningless. Taking your Fusion through the McDonald’s drivethrough every morning is just as much a lifestyle as using a Jeep to rock crawl in Moab. But generally, the words are used to make vehicles like the Mazda CX-5 (i.e., compact crossovers with optional all-wheel drive, moderate towing capacity, and a cargo hold that’s bigger than the typical trunk) seem more exciting. When we say vehicles “like” the CX-5, we are describing a fairly loose association. Because even though there are a dozen or more vehicles on the market that check the same basic boxes as the CX-5, none are truly like it. Imagine yourself as one of these lifestylevehicle people in the ads: You’ve got your car packed for a camping
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10BEST FOR 2020
trip, and you stop at home to pick up your dog before driving out of the city and onto winding mountain roads for a weekend getaway. Sounds perfect. Well, you’re driving a Nissan Rogue Sport. Kind of disappointing, right? Now imagine you’re in a CX-5. Yes. That’s much better. Mazda’s continued commitment to building classically attractive, luxuriously appointed, satisfying-to-drive vehicles doesn’t stop when a hatchback car becomes a high-roof crossover. That ethos is just as apparent in the CX-5 and CX-9 as it is in the Miata. And once you’ve driven a CX-5, everything else in this class feels clumsy N[Q Ob_QR[`\ZR DVaU Rß\_aYR`` N[Q NPPbrate steering, a controlled ride, and a carefully crafted interior, the Mazda compares favorably with entry-level models from luxury brands like BMW and Mercedes-Benz. We’re not claiming that the CX-5 is perfect. With its 187-hp 2.5-liter base engine, it takes a leisurely 8.1 seconds to hit 60 mph, about as slow as a mainstream car these days. A diesel CX-5 is 0.2 second slower than that and gets the same EPA highway-fuel-economy estimate as the base TN` R[TV[R :NgQN \ßR_` N ^bVPX S\\aRQ ab_O\ version of the 2.5-liter, which adds some serious sportiness and acceleration to your lifestyle. However, the CX-5’s 31 cubic feet of cargo space can’t stack up to the 34 cubic feet in the recently redesigned Ford Escape. But if it UNQ Z\_R `]NPR S\_ f\b_ `abß aUR CX-5 might shine too brightly for mere mortals to gaze upon. Think \S aUNa ZV[\_ ½Nd N` :NgQNμ` way of protecting us from being wholly consumed by our own perfect lifestyles. —Annie White
P HOTOGRA PH Y BY GREG PA JO ~ JAN UARY 2020 ~ CAR AN D DRIVE R
Getaway Car Every drive in the Porsche 718 Boxster and Cayman is a trip to a happy place. While we love our corner of Michigan, RcR[ Va` OVTTR`a O\\`aR_` d\bYQ [\a PNYY Va Re\aVP 3\_ /R`a \b_ ON`R V` N /\f @P\ba` PNZ] dUR_R aUR QV[V[T UNYY ORN_` aUR \YSNPa\_f ZRZ\_f \S QRPNQR` \S V[`aVabaV\[NY P\\XV[T DUR[ dR \]a a\ RNa \ba aUR_R V` [\ [RRQ a\ X[\d \_ grease the palms of, the maitre d’ to get a good seat. Although we have learned [RcR_ a\ `RYRPa aUR aNOYR QV_RPaYf b[QR_ aUR YRNX V[ aUR _\\S Na aUR N]]_\]_VNaRYf [NZRQ 5RYY @NY\\[ /ba `\ZR PN_` Q\[μa _R^bV_R N SN[Pf `RaaV[T a\ SRRY RePR]aV\[NY AUR $ % /\e`aR_ N[Q 0NfZN[ UNcR RN_[RQ aURV_ b[QRSRNaRQ _b[ \[ aUR YV`a ORPNb`R \S aURV_ NOVYVaf a\ ab_[ aUR ObZ]f adV`aV[T
The Numbers — 300-hp turbo 2.0-liter flat-4, 350-hp turbo 2.5-liter flat-4; 6-speed manual, 7-speed dual-clutch automatic Base: Boxster, $60,950–$73,350; Cayman, $58,850–$71,250 C/D Test Results 60 mph: 3.5–4.3 sec 1/4-Mile: 11.8–13.0 sec Top Speed (mfr’s claim): 170–180 mph Braking, 70–0 mph: 141–146 ft Roadholding, 300-ft Skidpad: 1.01–1.06 g EPA Comb/City/Hwy: 21–25/19–22/25–29 mpg
roads of this corner of the Midwest into true driving adventures, proving that you don’t need an Alpine pass to have fun (a point we cR_V¼RQ Of aNXV[T aUV` O_VTUa fRYY\d /\e`aR_ T to an actual Alpine pass). DUVYR ZN[f Nba\ZNXR_` N_R \O`R``RQ dVaU ]R_S\_ZN[PR [bZOR_` aUR /\e`aR_ N[Q Va` P\b]R `V`aR_ dR_R O\_[ S_\Z N [RN_ a\aNY b[QR_`aN[QV[T \S dUNa ZNXR` N `]\_a` PN_ T\\Q <[ \OWRPaVcR T_\b[Q` O\aU Y\\X underpowered and overpriced compared dVaU \aUR_ Nba\Z\aVcR V[QbYTR[PR`( ORS\_R driving started this year, the prediction was
The magic of the Boxster is that it makes every drive feel as if you’re on this road in France.
“THESE PORSCHES ARE CALLIGRAPHY PENS IN A WORLD OF DRIVEWAY MOPS.”
that the C8’s performance advantage would turn the Cayman’s evenmoney base price into a punchline. Yet it didn’t. There’s a purity of purpose to both the Boxster and Cayman that QR¼R` \b_ OR`a NaaRZ]a` Na ]_\fessional cynicism and makes any journey memorable. You get the sense that every dynamic detail has been considered to an almost fetishistic degree, from the perfect weighting of the steering to exactly the right level of resistance in the shift action of the six-speed manual. (The optional dual-clutch automatic is class leading, too.) That perfection is also seen in the chassis damping and handling balance, aUR dNf S_NPaV\[NY V[]ba` _RQR¼[R N cornering line. Dynamically, these Porsches are calligraphy pens in a world of driveway mops. Even the BMW M2 Competition feels like a blunt weapon in comparison. Then there’s the killer fact that you don’t need to go fast to have fun, which is categorically not the case with most rivals. While we have no doubt we’d feel special driving these attention-grabbing Porsches on Nice’s Promenade des Anglais, we can attest that’s equally true when maneuvering around the rusted Tahoes in the local Jet’s Pizza parking lot. We can grumble, of course. So we will. We would have preferred if Porsche had stuck with the ripping and sweet six-cylinder engines of previous generations, although the turbocharged fours deliver much more usable low-end grunt. We’d also like a more inspiring soundtrack and for a few more of the extra-cost toys to come standard. For example, the base Boxster still uses manual climate control rather than automatic. But put us up for a week in a French château and we’d complain that it was drafty. As the internal-combustion sports car enters what is likely its 11th hour, and as Porsche rushes toward its own battery-powered future, the Boxster and Cayman remain proof that the brand has not abandoned the values that made it great. There’s a romantic escape in every turn of the wheel. ²:VXR 1b
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10BEST FOR 2020
The Great When the kids outgrow the 911’s back seat, there’s the Porsche Macan. In the quest for speed, you’ll need power and grip, Oba f\bμYY NY`\ dN[a aUR P\[¼QR[PR a\ Re]Y\Va aURZ The Porsche Macan excels at power and grip, but it’s aUR P\[¼QR[PR Va V[`]V_R` aUNa ZNXR` Va RePR]aV\[NY It communicates in many subtle ways. Bits of information come up through the steering, brakes, and suspension. The result is that it feels alive at any speed, a trait that runs through Porsche’s entire YV[Rb] 8RR] ]b`UV[T N[Q aUR `aRR_V[T Rß\_a ObVYQ` in just the right way. You can’t push it too far. It never feels out of sorts or on the ragged edge. Yet, surprisingly among sporty SUVs, it rides well; the Macan V` ½bVQ N[Q T_NPRSbY [RcR_ ]b[V`UV[T 6a `aN[Q` \ba among its competition just as it does on the Tail of the Dragon, a motorcycle-heavy road on the Tennessee-North Carolina border where we went P H OTO G RA P H Y BY G R EG PA J O ~ JA N UA RY 2020 ~ CA R A N D D R I V E R
Expert Opinion —
Kia K900 Did somebody already make all the obvious jokes?
Kia Niro EV A surprisingly quick and composed little thing.
As alive as the sports cars parked next to it in the showroom, the Macan never fails to make us grin.
Communicator to wring it out. While it doesn’t look the part, the Macan is a great match for the Dragon’s treacherously tight 318 corners packed into 11 miles. And the ute’s trusty handling is a boon when a covering of wet leaves lies in wait around a corner. AUR :NPN[ [\d \ßR_` ad\ [Rd ab_O\ C #` N` ]N_a \S N SNPRYVSa Va _RPRVcRQ V[ & .YaU\bTU aUR !% U] YVaR_ C # V[ @ Z\QRY` ZNXR` Q\ dVaU \[R \PPN`V\[NYYf YNTTf SRRYV[T turbocharger, the car is no slower in any of our objective ZRN`b_R` N[Q Vaμ` ^bVPXR_ V[ Z\`a aUN[ Va` adV[ ab_O\ ]_R QRPR``\_ :NPN[ Ab_O\` TRa aUR `a\[XV[T ! ! U] adV[ ab_O\ & YVaR_ C # NY`\ S\b[Q V[ aUR 0NfR[[R @ =N[NZR_N !@ N[Q .bQV ?@" . !% U] S\b_ PfYV[QR_ _RZNV[` aUR R[a_f YRcRY \]aV\[ N[Q \[R aUNa =\_`PUR UN`[μa ORR[ NOYR a\ `R[Q b` `\ our 10Best award does not apply to the base version. AUNa aUR :NPN[ V` aUR \YQR`a cRUVPYR V[ =\_`PURμ` YV[Rb] and still shines this brightly is a testament to just how high aUR PN_ZNXR_ `Ra aUR ON_ AUR_R N_R ^bVPXR_ @BC` .[Q aUR_R N_R Z\_R ]_NPaVPNY @BC` /ba aUR :NPN[ V` aUR OR`a OYR[Q \S RePVaRZR[a _R¼[RZR[a N[Q ]_NPaVPNYVaf \S `]\_a` `RQN[ dN[[NOR @BC` —Dave VanderWerp
Lincoln Aviator Best enjoyed with a jazz soundtrack. — Not a great handler, but the powerful engine and interior make up for a lot of sins.
Lincoln Corsair Far better than I was expecting, and far better executed than its Escape sibling.
Mazda 3 hatchback Feels truly premium on the inside. — Would gladly trade the soft-touch interior trim and refinement for more steering feel and dynamic connection.
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Expert Opinion —
American Splendor
Mercedes-Benz A220 Modern, upscale, and handsome interior. — Why the hell does this cost $20,000 more than the Mazda 3? — A great little sedan at $32,000; at over $50,000, it doesn’t make much sense.
Nissan Versa While it’s a great value, it’s borrrrring. — It’s no longer demoralizing to drive a Versa, and even a little less embarrassing. — I think Nissan figured out how to build cars again. This deserves a most improved award. — Not great, but proof that cheap cars don’t have to be terrible.
Subaru Legacy The package is nice; the execution is not. — Better than its predecessor, but a very sober and borderline boring machine.
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10BEST FOR 2020
The Ram 1500 is changing the shape of domestic luxury. American cars once oozed luxury. They were smooth, quiet, and powerful things. Think of a 1950s Cadillac or Lincoln—cushy domestic behemoths with burbling V-8s and bodies bolted to full-length frames. We’d pilot these vehicles across far expanses of land, ferrying our families and our imaginations to places we’d rather be. We can still do all those things. Only now they hapTraditional pen in a truck. American luxury Ram has made this possible by didn’t die; it lives on in all its glory envisioning the light-duty pickup in the body-onas a luxurious yet utilitarian carrier frame pickupof families, fertilizer, and dreams. truck segment. But the Ram 1500 isn’t just the best truck out there; it’s one of the best vehicles. Its supple ride, rich V[aR_V\_ N[Q ½bVQ ]\dR_ QRYVcR_f elevate it to a place we never thought possible for a pickup. Sound like an utterly bananas assertion? Consider: The Ram is colossally good at nearly everything—commuting, hauling, evenings out. What other vehicle is as comfortable and sublime as the best cars and can move a load of scrap wood to the dump? The 1500 retains the imperishable pragmatism of a a_bPX dUVYR \ßR_V[T Ybeb_f SRNab_R` and daily usability. This pickup scratches our varietyloving consumerist itch with four engines: an electric-motor-assisted V-6 and V-8, a turbo-diesel V-6, and a nonhybridized V-8. All are capably backed by ZF’s competent yet Rß\_aYR`` %5= RVTUa `]RRQ Nba\ZNaVP /ba aUR ?NZμ` showstopper, the pièce de résistance that separates it from the gray spectrum of domestic pickups, is its suspension, which comes with a standard coil-spring rear PH OTOG RA PH Y BY MA RC U RBA N O ~ JA NUA RY 2020 ~ CAR AN D DRIVER
THE CADILLAC OF PICKUP TRUCKS, BUT IN A GOOD WAY.
axle or optional four-corner air springs. 2VaUR_ `Rab] \ßR_` `R_R[R _VQR ^bNYVaf YNQR[ \_ [\a N[Q aUR YNaaR_ R[NOYR` N[ NQWb`aNOYR _VQR URVTUa aUNa RN`R` V[T_R`` N[Q RT_R`` ORQ NPPR`` N[Q a\dV[T [\ Z\_R _VQV[T QV_af Y\\X AUR NV_ `]_V[T` N_R aUR ¼[V`UV[T Z\cR \S N[ NY_RNQf Q\ZV[N[a ]R_S\_ZN[PR <[R \S aUR ]VYYN_` \S /R`a RcNYbNaV\[ V` ZV``V\[ SbY¼YYZR[a N[Q VS ]N_a \S aUR UNYS a\[ a_bPXμ` ZV``V\[ V[ V` a\ OR N` P\ZS\_aNOYR N` Va V` PN]NOYR±N[Q dR ORYVRcR Va V`±aUR[ f\bμYY Q\ [\ ORaaR_ aUN[ aUR `ZN_a \]bYR[a N[Q b`NOYR Ram 1500. —Josh Jacquot
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Quick Study The Toyota Supra is as much about teaching car control as it is about pure speed. Learning to drive a car to its limit is about learning to dance with physics. Unlike real dancing, though, the price you pay for a mistake is far costlier than stepping on your partner’s toes. Which is why you need a learning tool like the all-new Toyota Supra. We love many things about aUR @b]_N Oba ¼_`a NZ\[T aURZ is that it’s one of the world’s best teaching aids for learning to go
fast—because it’s also one of the best cars to drive fast, period. It’s both quick and sticky: It roars to 60 mph in just 3.7 seconds and glues itself to the pavement with 1.07 g’s of lateral grip. Plus, it turned an impressive 3:01.4 lap at Virginia International Raceway during Lightning Lap. But there’s more to its abilities than even those accomplishments. Driving a car quickly, con¼QR[aYf N[Q NO\cR NYY `NSRYf requires clear communication between car and driver [Hey, that’s our name—Ed.]. The Supra broadcasts what it’s doing in reaction to
With its easily tamed rear-wheel-drive handling, the Supra is a great teacher of car control.
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10BEST FOR 2020
PH OTOG RA PH Y BY MA RC U RBA N O ~ JA NUA RY 2020 ~ CAR AN D DRIVER
“THE BMW B58 TURBO 3.0-LITER INLINE-SIX MAKES 335 OF THE MOST WIDE-AWAKE HORSES THIS SIDE OF BAVARIA.”
what you’re doing with the controls as if it had a bullhorn bolted to its dash. Most of this communication is felt through your inner ear and the seat of your pants. While the steering is direct and accurate, it’s the car’s ample body movements as the tires nibble at the edge of adhesion that speak loudest. Newbies to high-performance driving should take this car to a track-instruction day; it won’t take long to get the feel. Expert drivers dU\ `Uba \ß aUR `aNOVYVaf P\[a_\Y dVYY ¼[Q that adjusting the car’s slip angle with the steering wheel and the right pedal happens almost telepathically. When you’re done at the track, you’ll discover another lovable thing about the Supra: It’s a happy everyday driver, not a bone-jarring track specialist. The platform and running gear are courtesy of BMW, and Toyota has honed the components to sweet perfection. In fact, the Supra reminds us of the great E36, E46, and E90 3-series sedans that lived on our 10Best list for years. Like those past winners, the Supra does many things well. Its ride over large ObZ]` V` N` `b]]YR N` aNßf( Va` `aRR_V[T \ßR_` _RdN_QV[T URSa( N[Q Va` R[TV[R V` _R¼[RQ ZRYYV½b\b` and ripped. The BMW B58 turbo 3.0-liter inline-six makes 335 of the most wide-awake horses this side of Bavaria. At any speed, throttle response is right-now sharp, with no hint of turbo lag. The engine emits a meaty rasp that swells to an insistent howl at high revs. The standard eight-speed automatic works so well that we almost don’t miss having a manual gearbox to stir. Almost. The Supra’s interior is handsome and well assembled, though its gun-slit windows take some getting used to. All we will say about its bulbous sheetmetal and its fake scoops N[Q NV_ \baYRa` V` aUNa aURf `aN_a QRONaR` N_\b[Q aUR \¦PR There is no disagreement about price, though. The Supra is a killer value on top of being a stellar sports car—one that can help almost anyone become a better driver. Congratulations, Toyota; after a 21-year hiatus, you’ve managed to bring back a car worthy of the Supra name. —Rich Ceppos
Expert Opinion —
Subaru Outback More cars need green stitching. — Much happier as a crossover than the Legacy is as a sedan.
Toyota Corolla Largely acceptable but totally uninspiring. — New and improved but still sugar-free muesli compared with the Golf and Civic.
Volkswagen Arteon A lovely car that no one will buy. — Big sedans are becoming rare. Really good big sedans like the Arteon are even rarer.
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Staying Power The perennial 10Best-winning Volkswagen Golf GTI is joined by the new Jetta GLI this year. An emerging body of research suggests that social media is driving people to have an unhealthy obsession with attaining perfection. Call it “compare and despair” for short. It’s based on the sneaking suspicion that we never have it quite as good as someone else, especially that one friend on Instagram who always seems to have the time and money for something better. But an undeniable perfection has been available for some time and for a surprisingly low sum through your local Volkswagen dealer. Spend as much as you want—or as much as you can be talked into. Either way, it has been nearly impossible to beat the allaround brilliance of the Volkswagen Golf GTI. Until now, by its sibling, the Jetta GLI.
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10BEST FOR 2020
These Vee-Dubs check every box. They are Nß\_QNOYR( aURf N_R R¦PVR[a( aURf N_R `]NPV\b` fast, and fun. And they look great with the evening sun shining through your blond locks as you load in your perfectly sleepy toddlers after a family picnic in the paddock. Which is to say, they are social-media co-stars in the making. It hasn’t always been this way. Well, the GLI hasn’t. It has juked in and out of the GTI’s wake, a MiG trying to maintain missile lock on Maverick. It has shared the GTI’s engine and then not. It has shared its interior and then not. For 2019, it is back, and the three-box largely mimics the hatch, with an independent rear suspension and the same 228-hp turbocharged inline-four N[Q RYRPa_\[VPNYYf P\[a_\YYRQ YVZVaRQ `YV] QVßR_R[aVNY @UNZR NO\ba aUR 496μ` V[aR_V\_ aU\bTU( it lacks the design and material quality of the GTI’s. But the L measures up on the 10Best scale because it starts $2350 below the T. 6aμ` aURV_ b[½V[PUV[T `R[`R \S Sb[ aUNa ZNXR` these two so easy to love. They bring the same verve to a crosstown jaunt as they do to barreling into the braking zone. Throwing a perfect heel and toe to one of the world’s great manual transmissions as you rotate toward the apex and get back on the gas is a greater reward than 1000 Instagram likes. And with roomy back seats and either the capacious hold of the hatchback GTI or the cavernous trunk of the GLI, there’s plenty of room to take the rest of your now perfect life wherever you go. —Jared Gall
PH OTOG RA PH Y BY MA RC U RBA N O ~ JA NUA RY 2020 ~ CAR AN D DRIVER
Should you want to forget the weekly commute, the GTI and GLI are a tire swap away from trackday weekend fun.
“THEY ARE AFFORDABLE; THEY ARE EFFICIENT; THEY ARE SPACIOUS, FAST, AND FUN.”
Audi A8L 55 • Audi e-tron • Audi Q3 • Audi Q7 • Audi RS5 Sportback • Audi S6 • Audi S7 • BMW 3-series • BMW 840i • BMW M2 Competition • BMW X1 • BMW X2 M35i • BMW X3 M • BMW X4 M • BMW X5 xDrive50i • BMW X7 xDrive40i • BMW Z4 • Buick Encore GX • Cadillac CT4 • Cadillac CT5 • Cadillac XT6 • Chevrolet Blazer • Chevrolet Corvette Stingray • Chevrolet Silverado 1500 Duramax • Chevrolet Trailblazer • Chrysler Pacifica • Ford Escape • Ford Explorer • Ford Mustang Bullitt/GT PPL2/Shelby GT350 • Ford Ranger • Genesis G70 • GMC Sierra 1500 Duramax • Honda Accord • Honda Civic Sport/Si/Type R • Honda Passport • Honda Ridgeline • Hyundai Kona • Hyundai Palisade • Jeep Gladiator • Jeep Renegade 1.3T • Jeep Wrangler 3.6 eTorque/2.0T • Kia K900 • Kia Niro EV • Kia Soul • Kia Telluride • Land Rover Range Rover Evoque • Lincoln Aviator • Lincoln Corsair • Mazda 3 • Mazda CX-5 • Mazda CX-9 • Mazda MX-5 Miata • Mercedes-Benz A-class • Mercedes-Benz CLA-class • Mercedes-Benz E450/AMG E53 • Mercedes-Benz GLE-class • Mercedes-Benz GLS450 • Mercedes-Benz Sprinter • Nissan Leaf • Nissan Versa • Polestar 2 • Porsche 718 Boxster/Cayman • Porsche Cayenne/coupe • Porsche Macan • Ram 1500 • Subaru Legacy • Subaru Outback • Toyota Corolla sedan • Toyota Supra • Volkswagen Arteon • Volkswagen Golf/GTI • Volkswagen Jetta GLI • Volvo S60 • Volvo V60
Eligible Competitors
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T WO VERY DIFFERENT SPORTS CARS CHASING THE SAME IDE AL .
IDYLL SPEED By Daniel Pund ~ Photography by Greg Pajo
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JANUARY 2020 ~ CAR AND D RI VER
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JANUARY 2020 ~ CAR AND D RI VER
THE ONE UPSIDE TO BEING STUCK IN A FOUR-HOUR-LONG TRAFFIC JAM IS THAT IT GIVES YOU MORE THAN AMPLE TIME TO THINK. We were stranded in just such a jam on I-75 in the middle of Ohio corn¼RYQ` Qb_V[T aUV` P\Z]N_V`\[ aR`a We had time to consider, for ReNZ]YR aUR S_NTVYVaf \S UbZN[ ReV`aR[PR N[Q aUR `RRZV[TYf _N[dom, violent end that can be visited b]\[ f\b aU_\bTU [\ SNbYa \S f\b_ \d[ DUR[ `RZV a_bPX` aN[TYR Na UVTU `]RRQ PNb`V[T QRcN`aNaV\[ a\ ZN[ N[Q ZNPUV[R Vaμ` ]_Raaf UN_Q
a\ _RZNV[ V[ f\b_ PN_ ZNTNgV[R VQfYY \S adV`af _\NQ` N[Q _\N_V[T R[TV[R` N[Q YVZVa UN[QYV[T RcR[ while at the wheel of one these two ]_RRZV[R[a ]R_S\_ZN[PR PN_` But death and devastation were a\\ ZbPU a\ P\[`VQR_ S\_ a\\ Y\[T so we busied ourselves with less T_NcR ^bR`aV\[` `bPU N`' 5\d NSaR_ three hours at a total standstill, have we not seen more stranded
Q_VcR_` ]RRV[T \[ aUR `VQR \S aUR _\NQ, .[Q Z\_R b_TR[aYf dUR_R N_R dR T\V[T a\ ]RR, .[Q dUNa d\bYQ ]\``R`` `\ZR\[R a\ N¦e ½bßf `RNa P\cR_` a\]]RQ dVaU aRQQf ORN_ URNQ` a\ aUR S_\[a seats of their car? Also, who is `Z\XV[T dRRQ _VTUa [\d, DR PN[ `ZRYY Va f\b X[\d DR NY`\ `]R[a `\ZR \S \b_ b[Re]RPaRQ Q\d[aVZR P\[`VQR_V[T N
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“ THE CARS WE’VE GATHERED HERE STRADDLE THE DIVIDE BE T WEEN DAY-TO -DAY COMMUTING COMFORT AND
BACK -ROAD FRISKINESS.”
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JANUARY 2020 ~ CAR AN D D RI V ER
response to the question you’re surely asking: Where the hell is the 2020 Chevrolet Corvette? The short answer is that the new Corvette is on page 28 of this very issue as part of our 10Best coverNTR AUR YR`` ½V]]N[a N[`dR_ V` aUNa there will be all manner of Corvette stories in the future, including comparison tests. There will be so many, in fact, that you will begin asking why all stories have to have a Corvette in them. 3\_ [\d dR Zb`a ¼_`a `\_a aUR`R two contenders in what might be called the everyday-supercar class. The cars we’ve gathered here, the new-generation Porsche 911 Carrera S and the familiar Mercedes-AMG GT, straddle the divide between day-to-day commuting comfort and back-road friskiness. Both carry prices that blast through the $100,000 mark by a considerable margin, making them ineligible for 10Best competition and perhaps a little too dear for head-to-head competition dVaU aUR ¼cR ¼Tb_R 0\_cRaaR Even at an as-tested price of $122,540, the 992-generation Carrera S is the less expensive of the two. And our test car is a relative stripper (not a stripper relative). Porsche has a panoply of options to boost that price, if you’d like. But no matter how much you spend on a Carrera S, you still get the same rear-mounted 443-hp twin-turboPUN_TRQ YVaR_ ½Na `Ve \S \b_ aR`a PN_ A seven-speed manual version is now available but wasn’t in time for this test, so our car came with Porsche’s eightspeed dual-clutch automatic. This 911 is equipped as we might spec our own personal Carrera S—just the performance-enhancing options, thank you. Rear-wheel steering adds $2090 to the bill. The Sport package, which includes aUR @]\_a 0U_\[\ ]NPX N[Q N `aVßR_ `b`pension tune, boosts the price by $5460. And $440 goes toward Sport Seats Plus, which still have manual fore-aft adjustment. That’s it. The Mercedes-AMG GT is the model line’s base car. It starts at $116,895 and pumps 469 horsepower out of its twin-turbocharged 4.0-liter V-8. But our lavishly optioned test car rang the register at $131,315. It’s the company’s third go this century at a long-nose, two-seat V-8-powered sports car that puts the driver on the rear axle, after that Las Vegas of supercars, the SLR McLaren, and the gullwing-doored SLS.
2020 MercedesAMG GT Base/As Tested $116,895/$131,315 Dimensions Wheelbase L/W/H Track, F/R Interior Volume, F/R Cargo Volume
103.5 in 179.4/76.3/50.7 in 66.3/65.0 in 56/— cu ft 10 cu ft
Powertrain Engine twin-turbocharged DOHC 32-valve V-8 243 cu in (3982 cc) Power, hp @ rpm 469 @ 6000 Torque, lb-ft @ rpm 465 @ 1900 Redline/Fuel Cutoff 7000/7000 rpm lb per hp 7.9 Driveline Transmission
7-speed dual-clutch automatic Driven Wheels rear Final-Drive Ratio:1 3.67, limited-slip differential Reduction-Gear Ratio:1 — Chassis Suspension F: control arms, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar Brakes F: 14.2-in vented, crossdrilled, grooved disc R: 14.2-in vented, crossdrilled, grooved disc Stability Control fully defeatable, competition mode, launch control Tires Michelin Pilot Super Sport F: 265/35ZR-19 (98Y) MO R: 295/30ZR-20 (101Y) MO TEST RESULTS Acceleration Rollout, 1 ft 30 mph 60 mph 100 mph 150 mph 1/4-Mile @ mph Rolling Start, 5–60 mph Top Gear, 30–50 mph Top Gear, 50–70 mph Top Speed
0.2 sec 1.6 sec 3.5 sec 8.1 sec 20.8 sec 11.8 sec @ 120 4.0 sec 2.7 sec 2.8 sec 189 mph (gov ltd, mfr’s claim)
Chassis Braking, 70–0 mph 156 ft 100–0 mph 302 ft Roadholding, 300–ft Skidpad 1.06 g Weight Curb 3709 lb Distribution, F/R 47.8/52.2% CG Height 19.0 in Fuel Capacity Rating EPA Comb/City/Hwy 575-mi Trip 75-mph Hwy Driving/Range
2020 Porsche 911 Carrera S $114,550/$122,540 96.5 in 178.3/72.9/50.8 in 62.6/61.3 in 49/23 cu ft 5 cu ft twin-turbocharged DOHC 24-valve flat-6 182 cu in (2981 cc) 443 @ 6500 390 @ 2300 7400/7500 rpm 7.6 8-speed dual-clutch automatic rear 3.39, limited-slip differential 0.92
F: struts, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar F: 13.8-in vented, crossdrilled disc R: 13.8-in vented, crossdrilled disc fully defeatable, competition mode, launch control Pirelli P Zero PZ4 F: 245/35ZR-20 (91Y) NA1 R: 305/30ZR-21 (100Y) NA1
0.2 sec 1.1 sec 2.9 sec 7.2 sec 17.7 sec 11.2 sec @ 125 3.9 sec 2.2 sec 2.7 sec 191 mph (drag ltd, mfr’s claim) 141 ft 273 ft 1.09 g 3379 lb 36.4/63.6% 18.5 in
19.8 gal 91 octane 18/16/22 mpg 16 mpg
16.9 gal 93 octane 20/18/24 mpg 20 mpg
24 mpg/470 mi
30 mpg/500 mi
Sound Level Idle/Full Throttle 55/92 dBA 70–mph Cruise 76 dBA TESTED BY DAV ID BEAR D IN C HE LSEA , MI
52/94 dBA 75 dBA
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But enough of the preliminaries. A_N¦P ¼[NYYf O_\XR N[Q dR ZNQR \b_ dNf a\ _b_NY 8R[abPXf a\ ¼[Q _RSbTR among the Dollar General outlets, torab_RQ Z\b[aNV[ _\NQ` N[Q V[cN_VNOYf S_VR[QYf N[Q b`bNYYf `Z\XV[T V[UNOVaN[a` \S aUR N_RN AUR_R dR dR_R Wb`a SN_ R[\bTU NdNf S_\Z aUR UN_`U _RNYVaVR` \S aUR _RNY d\_YQ `Y\T a\ V[QbYTR V[ N `]\_a` PN_ VQfYY 2nd Place: The Mercedes-AMG DVaU aUR 4A :R_PRQR` ]YbPX` aUR RZ\aV\[NY `a_V[T` YVXR N a_bR cV_ab\`\ 9\\X Na Va 6aμ` dVQR N[Q Y\d PN__fV[T Va` cV`bNY dRVTUa [RN_ aUR T_\b[Q AUR ]N``R[TR_ PN[\]f `Va` `\ SN_ _RN_dN_Q aUNa Va N]]RN_` N` VS `]RRQ Va`RYS UNQ `dR]a Va ONPX aUR_R 6a` NO`b_QYf Y\[T U\\Q aRYRT_N]U` ]\dR_ N[Q ]R_UN]` N _bQR 3_RbQ-
VN[ `bTTR`aV\[ .[Q Va` aVTUa PU\]]RQ _\\S P\PX]Va ZNXR` f\b SRRY N` aU\bTU f\b dR_R QRR] V[ aUR ORYYf \S aUR ORN`a 9V`aR[ a\ Va <S NYY Z\QR_[ PN_ZNXR_` :R_PRQR` V` ]R_UN]` aUR OR`a Na _RaNV[V[T N C %μ` QRR] T_\dY RcR[ dUVYR `YN]]V[T ab_O\` ORadRR[ aUR R[TV[Rμ` Re]Y\`V\[` N[Q aUR ReUNb`aμ` aU_\Na >bVPXYf U\] \ß aUR aU_\aaYR ]N_aVPbYN_Yf V[ @]\_a =Yb` Z\QR N[Q aUR _R`bYaV[T ]\]` `\b[Q N` aU\bTU aURfμ_R T\V[T to rip the exhaust open at the seams. 6aμ` NYY P\ZS\_aNOYf SNZVYVN_ N P\Z]RYYV[T _R[QVaV\[ \S N[ \YQ `\[T AUR 4Aμ` `UN]R N[Q Va` `\b[Q ZVTUa OR _\\aRQ V[ \YQ `]\_a` N[Q _NPV[T PN_ RZ\aV\[NY a_VTTR_` Oba QNZ[ VS aURf Q\[μa `aVYY RYVPVa aUR V[aR[QRQ _R`]\[`R` .[Q fRa aUR 4A V` \baPYN``RQ Of aUR & V[ Z\`a PNaRT\_VR` \[ \b_ `P\_R
The GT’s confining interior is made even more so by the narrow windows and the wide center console, which looks like a motorcycle tank between the seats.
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JAN UARY 2020 ~ CAR AN D DRIV ER
`URRa 6a` a\_^bRf C % V` Z\_R ½ReVOYR Mercedes-AMG GT Plus Sultry styling, thundering exhaust aUN[ aUR =\_`PURμ` `ZNYYR_ ½Na `Ve 6a note, well-appointed interior. Minus Unforgiving ride, poor outward visibility, prone to the occasional twitch. Equals Hits many has far more features and amenities of the right notes but doesn’t really play the song properly. aUN[ aUR YVTUaYf R^bV]]RQ =\_`PUR .[Q RcR[ aU\bTU aUR V[aR_V\_ SRRY` YVXR N P\P\\[ aUNa ]N``R[TR_` dVYY `\\[ dN[a a\ O_RNX \ba \S aUR :R_PRQR` `P\_R` N cVPa\_f V[ Va` S_\[a :VPURYV[ =VY\a @b]R_ @]\_a aV_R` AUR & μ` S_\[a PN_T\ c\YbZR AUR =\_`PURμ` cR`aVTVNY ONPX `RNa` ]_\cR a\ =V_RYYV = GR_\ =G!` Y\\XRQ NYZ\`a `U\d_\\Z [Rd NSaR_ OR ]_Raaf T\\Q ]N_PRY `URYcR` Oba dR P\b[a aUNa Rea_N `]NPR Va` `XVQ]NQ _b[` =Yb` aUR 4A `a\]]RQ S_\Z $ Z]U V[ V[ aUR SRNab_R` [\a PN_T\ PNYPbYNaV\[ "# SRRa " Y\[TR_ aUN[ aUR & ZN[NTRQ .a $ & ]\b[Q` aUR :R_PRQR` V` ]\b[Q` URNcVR_ aUN[ /ba aUR ]R_S\_ZN[PR [bZOR_` N_R PY\`R R[\bTU aUNa aUR QVZR[`V\[NYYf `VZVYN_ =\_`PUR 6a` URSa ab_[` aUR 4Aμ` VS aUR :R_PRQR` dR_R aUR Z\_R R[W\fNOYR PN_ a\ Q_VcR ]\dR_ NQcN[aNTR V[a\ N ]\dR_ a\ dRVTUa QV`NQcN[aNTR dR P\bYQ S\_TVcR aUR`R `U\_aP\ZV[T` /ba Vaμ` [\a 6a` AUNa P\ZOV[RQ dVaU N YNb[PU P\[a_\Y ]_\T_NZ aUNa PN[_VQR ^bNYVaf V` ]_Raaf b[S\_TVcV[T 6a` `aRR_V[T V` QV_RPa [\a ZNaPU aUR =\_`PURμ` ZRN[` aUR :R_PRQR` a_NVY` Of Z\_R Oba Rß\_a Q\R`[μa ObVYQ [Nab_NYYf N` P\_[R_V[T S\_PR` aUN[ UNYS N `RP\[Q a\ # Z]U N[Q aU_\bTU aUR ^bN_aR_ ZVYR V[P_RN`R .[Q aUR 4Aμ` `RcR[ `]RRQ QbNY PYbaPU Nba\ V` 5VaaV[T aU\`R ZN_X` V[ " N[Q % `RP\[Q` _R`]RPaVcRYf aUR [\a N` ^bVPX a\ Q\d[`UVSa N` aUR & μ` a_N[`ZV``V\[ 4A V` `aVYY N cR_f ^bVPX PN_ /ba f\b X[\d aUR OVT ¼`U RNa aUR <[ aUR adV`af .]]NYNPUVN[ _\NQ` dR a_NcR_`RQ Va dN` N YR`` SNVaUSbY P\Z]N[V\[ aUN[ dR S\b[Q aUR =\_`PUR YVaaYR \[R`( Vaμ` aUR [Nab_R \S aUR d\_YQ . `VZVYN_ SNaR ZRa aUR :R_PRQR` \[ aUR `XVQ]NQ dUR_R a\ OR /\aU \b_ aR`aR_` [\aRQ aUR 4Aμ` QV`P\[PR_aV[T RcR[ dVaU N `aRYYN_ # T ]R_S\_ZN[PR Va P\bYQ[μa ^bVaR aR[QR[Pf a\ a_N[`VaV\[ NO_b]aYf S_\Z ZVYQ b[QR_`aRR_ ZNaPU aUR =\_`PUR AUR 4A NY`\ PURdRQ b] aUR P\_[R_` \S a\ `b_]_V`R \cR_`aRR_ V[ `Y\d P\_[R_` 6aμ` N `R[`NaV\[
53
The 911’s interior feels roomier than the GT’s and features four digital gauges that flank an analog tachometer. The cupholder in the center console is about the only place to stash a mobile phone.
exacerbated by the fact that you’re sitting on the rear axle and you can’t really see out of the GT. Throughout our trip, we met only one person who preferred the GT. That would be the guy behind the barbecue restaurant. He ignored the Guards Red Porsche and pledged allegiance to the classically proportioned Selenite Grey Metallic Mercedes. It just spoke to him. 1st Place: The Porsche Seems odd to think of any 911, even this newest generation, as the more modern vehicle in a pairing. Porsche has been slowly developing and tweaking the same basic concept for longer than most of our `aNß UN` ORR[ NYVcR .[Q fRa Va V` aUR cRUVPYR aUNa ZNXR` SRdR_ \S aUR `NP_V¼PR` ]R_S\_ZN[PR PN_` UNcR traditionally made. Casting roughly the same-size shadow as the Mercedes, the Porsche manages to carve out a surprisingly spacious interior. Though small and b]_VTUa aUR _RN_ `RNa` `b¦PR a\ aNXR f\b[T XVQ` \[ an ice-cream run or they can hold easily accessible cargo. Outward visibility V` 5\[QN .PP\_Q°YVXR P\Z]N_RQ dVaU aUR :R_PRQR`μ` . _RYNaVcRYf Y\d PR[aR_ console and a dash that does not wrap around into the door panels give the 911 N[ NYZ\`a NV_f SRRY .[Q RcR[ \b_ `Ve S\\a ¼cR P\ Q_VcR_ dN` [\a P_NZ]RQ He was, however, less enthused about the 911’s interior than was your narrator. He noted that there’s no good place for a driver to set a mobile phone. .O\ba aUV` UR V` P\__RPa 3b_aUR_ UR noted that the lightly optioned Carrera S’s all-black, near-minimalist interior seemed a bit cheap for a $100,000-plus vehicle. He preferred the GT’s more a_NQVaV\[NYYf Ybeb_V\b` V[aR_V\_ .O\ba this, he is misguided.
54
AUR =\_`PURμ` ¼aaV[T` N_R V[ SNPa ORNbtiful in their own way. Layers of black with `YVTUaYf QVßR_R[a aReab_R` N[Q _R½RPaVcVaf make you feel as though you were sitting in a modern wristwatch—one from Porsche 1R`VT[ S\_ ReNZ]YR 0URPX \ba aUR ¼[TR_tip-pleasing knurling on the ends of the a\TTYR `dVaPU YVXR P\[a_\Y` 3RRY U\d ]_Rcise and hefty their movements are. I might opt to replace the muddy-sounding standard audio system with either the $1600 Bose or $5560 Burmester upgrade. Otherwise, this guy’s happy. Not only does the Porsche have a more livable interior, it has a smoother ride than the Mercedes (assuming you use the recommended “comfort” tire pressures for lightload sub-165-mph driving). It also makes a clean sweep of the performance tests, delivers better fuel economy, and costs less. Is there anything wrong with this car? Not really.
JAN UARY 2020 ~ CAR AN D DRIV ER
Porsche 911 Carrera S Plus Supercar quick, GT-car accommodating, world’s best automatic transmission. Minus When you forget that the fuel filler is on the front fender. Equals Better at straddling than a bowlegged bull rider.
20 74 19 76
20 3 10 8 17 4 6 9
10 51 8 44
10
10
10
10
60
20 10 10 9 18 8 9 8
*These objective scores are calculated from the vehicles’ dimensions, capacities, rebates and extras, and/or test results.
9 58 8 51
TOTAL
9 0 9 0
20
FUN TO DRIVE
9 9
55
Experience
6 9 10 9
10
SUBTOTAL
3 5
10
RIDE
9 7
10
HANDLING
9 8
5
BRAKE FEEL
1. Porsche 911 Carrera S 2. Mercedes-AMG GT
20
STEERING FEEL
90
PERFORMANCE*
20
Chassis
SUBTOTAL
5
SUBTOTAL
AS-TESTED PRICE*
10
TRANSMISSION
REBATES/EXTRAS*
10
ENGINE NVH
EXTERIOR STYLING
10
FUEL ECONOMY*
INTERIOR STYLING
10
FLEXIBILITY*
FIT AND FINISH*
5
1/4-MILE ACCELERATION*
FEATURES/AMENITIES*
10
Powertrain
CARGO VOLUME*
10
DRIVER COMFORT
Maximum points available
FINAL RESULTS
Vehicle
ERGONOMICS
In addition to being practical, the 911 is one helluva back-road companion. Set it to Sport Plus mode and the QbNY PYbaPU a_N[`ZV``V\[ ¼_R` \ß _VQVPbY\b`Yf ^bVPX shifts that manage to somehow never upset the car. And aUR Nba\ZNaVP V` NO`\YbaRYf aRYR]NaUVP F\b PN[ d\_X aUR ]NQQYR` Oba U\[R`aYf aUR a_N[`ZV``V\[ V` Wb`a N` NQR]a Na picking the time and place for gearchanges. It’s that good. AUR =\_`PURμ` UN[QYV[T V` baaR_Yf P\[¼QR[a dVaU [\[R \S
the surprises of the Mercedes. The 911 is N PYRN[ UVTU( [\ `VQR RßRPa` .[Q PYRN_Yf aUR & V` N PN_ QRcRY\]RQ S\_ aUR _RNY d\_YQ 2cR[ V[ Va` `aVßR`a `RaaV[T Va Wb`a RNa` b] ZVQP\_[R_ ObZ]` N[Q [RcR_ TRa` aU_\d[ \ß P\b_`R RcR[ \[ aUR UN]UNgN_QYf ZNV[aNV[RQ \_ _R]NV_RQ 8R[abPXf _\NQ` aUNa P\Z]_V`RQ \b_ Q_VcV[T Y\\] <XNf aUR =\_`PUR Q\R`[μa have the rolling-thunder exhaust of the AMG, but the rip of N ½Na `Ve V` N `bOYVZR `bO`aVabaR 3_\Z aUR `aN_a aUR & dN` QR`VT[RQ a\ OR N[ RcR_fQNf NYY dRNaUR_ `]\_a` PN_ N `R[`VOYR a\f AUV` [Rd cR_`V\[ dVaU a shocking breadth of talent, proves that the formula works better than ever.
25
230
24 23
207 194
55
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64
GT 50
JAN UARY 2020 ~ CAR AN D DRIV ER
2020 Ford Mustang Shelby GT500 Ford pushes the Mustang to its limits with 760 horsepower, a dual-clutch gearbox, and monster grip. By Eric Tingwall 65
T
The Chevrolet Corvette team may have moved on, but the engineers at Ford PerformN[PR `aVYY UNcR b[¼[V`URQ Ob`V[R`` dVaU aUR S_\[a R[TV[R _RN_ dUeel-drive layout. The Blue Oval’s last mother of all Mustangs, the 662-hp 2013 Shelby GT500, couldn’t outrun its live rear axle on a demanding road course or the best back roads, and the pursuit of a 200-mph top speed made that car a one-straight-line-trick pony. The latest GT500 is redemption and then `\ZR =NPXV[T $# U\_`R]\dR_ # " ]\b[Q feet of torque, a seven-speed dual-clutch automatic transmission, magnetorheological dampers, and optional Michelin Pilot Sport Cup 2 racetrack rubber, this GT500 is Na Va` OR`a dUR[ aUR ]NcRZR[a Pb_cR` The GT500’s supercharged 5.2-liter C % V` R``R[aVNYYf N OY\d[ cR_`V\[ \S aUR GT350’s naturally aspirated mill, albeit featuring a cross-plane crankshaft [see “Crank Yankers”]. Despite the changes, the GT500 Ub[a` S\_ Va` Y\Saf $" _]Z _RQYV[R dVaU N[ intensity that rivals the 8250-rpm GT350. 6[ ]YNPR \S aUR YNaaR_μ` cV`PR_NY f\dY aUR S\_mer’s four-mode exhaust shouts a deeper, ONdQVR_ _\N_ aUNa dVYY OR SNZVYVN_ a\ N[f\[R dU\ X[\d` aUR `\b[Q \S aUR 4R[R_NYμ` OY\d[ small-blocks. The GT500’s Predator engine sounds less exotic than the GT350’s Voodoo Oba [\ YR`` ¼R_PR The GT500 skates across the same traction limits that pushed Chevy to reimagine
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JAN UA RY 2020 ~ CA R A ND DR IV ER
aUR 0\_cRaaR dVaU aUR R[TV[R ORUV[Q aUR ]N``R[TR_ P\Z]N_aZR[a DR R`aVZNaR aUR @URYOf dVYY YNf Q\d[ N 3.5-second run to 60 mph and an 11.0-second quarterZVYR \[PR dR aR`a aUR PN_ \[ N PYRN[ `a_RRa `b_SNPR AUNaμ` UN_QYf `Y\d Oba aUR ^bVPXR`a SNPa\_f :b`aN[T d\[μa ZNaPU aUR ZVQ R[TV[R UR_\R` aUNa _RYVNOYf UVa # Z]U V[ b[QR_ aU_RR `RP\[Q` dVaU YR`` ]\dR_ The sole transmission, a Tremec seven-speed dualclutch, is as central to the GT500’s character as its 760 horses. The shift paddles call for gearchanges before aURfμcR a_NcRYRQ aURV_ R[aV_R `a_\XR N[Q aURf N_R dV_RQ directly to the transmission controller, bypassing the ]\dR_a_NV[ P\[a_\Y Z\QbYR a\ VZ]_\cR _R`]\[`R aVZR The immediacy of these driver-initiated shifts makes aUR ]NQQYR` N` R[TNTV[T N` N[f dRμcR ½VPXRQ AUR a_N[`ZV``V\[ V`[μa dVaU\ba N SRd ZV[\_ ½Nd` Launch control includes a brief but palpable pause after you release the brake pedal and before the transmission catapults the GT500 into the horizon. And at rolling `a\]` Va \SaR[ U\YQ` `RP\[Q TRN_ dUR[ f\bμ_R Re]RPaV[T N Q\d[`UVSa V[a\ ¼_`a YRNcV[T aUR 4A" ½Na S\\aRQ dUVYR `Nf R[aR_V[T N[ V[aR_`RPaV\[ f\bμQ \aUR_dV`R dN[a a\ PYRN_ ]\`aUN`aR F\b d\[μa PNaPU aUR 4A" μ` PUN``V` `YRR]V[T though. Whether it’s hustled up a mountain road in Normal mode or driven on the edge in its Track setting, the @URYOf Pba` V[a\ P\_[R_` dVaU ¼[RYf U\[RQ `UN_][R`` 6a `aRR_` dVaU aUR `NZR NPPb_NPf N[Q VZZRQVNPf aUNa URY]RQ aUR 4A " a\ Va` _RPR[a P\Z]N_V`\[ aR`a dV[ over the BMW M2 Competition, Porsche 718 Cayman, N[Q A\f\aN @b]_N H²1RR] ?\\a` 9\[T @UNQ\d` ³ <Pa\OR_ &J .[Q aUR RYRPa_VPNYYf N``V`aRQ _NPX NYY\d` S\_ Wb`a _VTUa URSa SRRYV[T [RVaUR_ a\\ YVTUa [\_ N_aV¼PVNYYf heavy. The brake-pedal stroke is on the long and soft side of perfect, but that’s by design rather than due to thermal fatigue. With iron discs bigger than large pizzas b] S_\[a aUR `a\]]R_` `U_bTTRQ \ß a_NPX NOb`R N` VS dR dR_R VQYV[T Q\d[ aUR 9N` CRTN` @a_V]
SNAKE CHARMER — Equipped with the $18,500 Carbon Fiber Track pack, the Shelby GT500 is equally menacing on a track or a great road, or parked on thirdworld pavement.
TECH
Crank Yankers The GT350’s flat-planecrank Voodoo engine would have lent itself wonderfully to a pair of turbochargers, but Ford had other plans. By switching to a cross-plane crankshaft, Ford eliminated the nasty secondary shaking forces associated with a flat-plane-crank V-8 that surely haunted its talented NVH engineers. As soon as the decision was made to go with the crossplane crankshaft, applying an Eaton supercharger to the engine’s intake was an inevitability, because without complicated crossover exhaust plumbing or a reverse-flow hot-V setup, a cross-plane V-8 can’t evenly deliver exhaust energy to turbochargers.
The magnetorheological dampers the numbers massage both ends of the ride-versusVehicle Type: front-engine, rear-wheel-drive, 2- or 4-passenhandling compromise, taking the ger, 2-door coupe RQTR \ß aUR `^bN_R`a UVa` N[Q _RaNV[Base ............................... $73,995 ing tight control of the GT500’s body Engine: supercharged and intercooled DOHC 32-valve V-8, motions even as lateral forces surpass aluminum block and heads, port 1.00 g. The Cup 2 tires that are part of fuel injection the $18,500 Carbon Fiber Track pack Displacement ...... 315 cu in, 5163 cc Power ................. 760 hp @ 7300 rpm deliver enough grip in corners to get Torque ........... 625 lb-ft @ 5000 rpm back to full throttle early and with Transmission: 7-speed dual-clutch P\[¼QR[PR aUNa aURfμ_R T\V[T a\ ¼[Q automatic Dimensions purchase. Trusting the tires is key to • Wheelbase ............................. 107.1 in exploiting the GT500’s full capabil• L/W/H ...... 189.5/76.6/53.7–54.3 in ities, because its muted steering feel • Curb Weight ........................ 4200 lb Performance (C/D est) doesn’t give much warning as they • 60 mph .................................. 3.5 sec near their limit. • 100 mph ................................. 7.0 sec @]RNXV[T \S P\[¼QR[PR aUR @URYOf • 1/4-Mile ................................. 11.0 sec • Top Speed ........................... 180 mph GT500 starts at $73,995, or $9300 EPA Fuel Economy more than its chief rival, the Chev• Comb/City/Hwy ...... 14/12/18 mpg rolet Camaro ZL1. But perhaps the bigger rivalry resides within the Ford family. Is the Blue Oval’s stable big enough for both the Shelby GT350 and the GT500? We hope so. Think of the naturally aspirated, manualtransmission-only GT350 as Ford’s own Porsche 911 GT3 and the Shelby GT500 as the Blue Oval/blue-collar 911 GT2 RS and you’ll understand both how similar and U\d QVßR_R[a aUR`R ad\ PN_` N_R FR` dR N_R P\Z]N_V[T Mustangs with Porsche’s best sports cars. The Shelby GT500 is that good.
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68
JAN UARY 2020 ~ CAR AN D DR IV ER
GUIDED BY A BELIEF THAT THEY’RE NOT SUBJECT TO L AWS, TAXES, OR GOVERNMENT INTERVENTION, SOVEREIGN CITIZENS TAKE THEIR ANTI- GOVERNMENT PHILOSOPHY TO THE ROADS. By John Pearley Huffman ~ Illustration by Michael Byers
On a sunny fall day in 2014, a civilian by the name of Gavin Seim initiated a
a_N¦P `a\] V[ 4_N[a 0\b[af DN`UV[Ta\[ ²F\bμ_R [\a NYY\dRQ a\ UNcR ]Na_\Y PN_` aUNa N_R b[ZN_XRQ ³ @RVZ a\YQ QR]baf 1b`aV[ 0N[¼RYQ dU\ dN` V[QRRQ `VaaV[T V[ N[ b[ZN_XRQ dUVaR 1\QTR 0UN_TR_ ²._R f\b NdN_R \S aUNa b[QR_ DN`UV[Ta\[ @aNaR ?0D,³ @RVZ dN` ]\YVaR Oba ¼_Z _VTUa R\b` Oba bYaVZNaRYf ZNT[N[VZ\b` ²6μZ [\a T\[[N d_VaR f\b b] a\QNf ³ UR `NVQ a\ 0N[¼RYQ AUR \¦PR_ ½N`URQ N Y\\X N` V[P_RQbY\b` N` NZb`RQ AUR RePUN[TR ]YNfRQ \ba YVXR N _\NQ`VQR adV`a \[ Trading Places 9NaR_ @RVZ d\bYQ ]\`a cVQR\ \S aUR V[PVQR[a a\ F\bAbOR 6a UN` RN_[RQ " & ZVY YV\[ cVRd` N` \S aUV` d_VaV[T 6aμ` XV[Q \S `\_a \S `\ZRdUNa N OVa YRTR[QN_f 7b`a N _RTbYN_ Tbf aRYYV[T N ]\YVPR \¦PR_ URμ` [\a T\V[T a\ TVcR UVZ N aVPXRa AUNaμYY TRa f\b [\aVPRQ 6[ _RPR[a fRN_` ZN[f PVcVYVN[` UNcR SRYa RZO\YQR[RQ a\ ^bR`aV\[ aUR ]\YVPR aURV_ UN[QYV[T \S `VabNaV\[` N[Q aURV_ b`R \S S\_PR /ba U\dRcR_ f\b SRRY a\dN_Q YNd R[S\_PRZR[a Vaμ` UN_Q a\ QR[f aUNa aURf UNcR NbaU\_ Vaf AUNa V` b[YR`` f\b UNcR NPPR]aRQ `\cR_RVT[ PVaVgR[ VQR\Y\Tf 6aμ` XV[Q \S N Z\cRZR[a .[Q XV[Q \S [\a @\cR_RVT[ PVaVgR[` N` QR¼[RQ Of aUR 3/6 N_R ²N[aV T\cR_[ZR[a Rea_RZV`a` dU\ ORYVRcR aUNa RcR[ aU\bTU aURf ]Uf`VPNYYf _R`VQR V[ aUV` P\b[a_f aURf N_R `R]N_NaR \_ ´`\cR_RVT[μ S_\Z aUR B[VaRQ @aNaR` ³ .` `bPU `\cR_RVT[` \OWRPa a\ N[Q \SaR[ Q\ [\a P\Z]Yf dVaU T\cR_[ZR[a NbaU\_Vaf V[PYbQV[T YNd R[S\_PRZR[a P\b_a` aNeV[T R[aVaVR` N[Q Z\a\_ cRUVPYR QR]N_aZR[a` 6aμ` \[Yf [\aV\[NYYf N Z\cRZR[a V[ aUNa aUR_Rμ` [\ UVR_N_PUf YRNQV[T Va [\ `Ra aRea` QR¼[V[T Va [\ S\_ZNY T\NY` S\_ Va a\ NPUVRcR N[Q [\aUV[T ZbPU U\YQV[T Va a\TRaUR_ \aUR_ aUN[ N ORYVRS
69
that the current government exists in betrayal of the Constitution. Though Seim rejects the sovereign label and asserts an ideological divide from it, he sympathizes with the cause, espousing anti-government views as a “liberty speaker.” His video is one of many recorded interactions between police and moralizing people attempting to take a stand against perceived government overreach. For most of us, if we know anything at all about the sovereign citizen movement, that knowledge doesn’t extend much beyond the videos of self-righteous provocateurs along the roadside spewing legalistic gobbledyT\\X Na ReN`]R_NaRQ a_N¦P P\]` And that’s for good reason. According to Sarah Seo, an associate professor at the University of Iowa College of Law and the author of Policing the Open Road: How Cars Transformed American Freedom: “It’s not at all surprising that where sovereign citizens interact with the police is in their cars. Almost all citizens’ interactions with police take place in the context of cars.” On the road, sovereign thought is expressed as the “right to travel.” In this, acolytes believe that people don’t need driver’s licenses, license plates, vehicle registrations, or insurance to traverse the country’s highways. To reach this conclusion, sovereigns often draw a distinction between being able “to drive,” which they say is the privilege of using a vehicle to conduct commercial activity, and being able “to travel,” which they assert is a right inherent in the Constitution. AUR dRO`VaR 3_RRQ\Z3_\Z4\cR_[ZR[a \_T \ßR_` N sovereign-friendly explanation of the asserted right to travel that runs some 30,000 words long, including citations. Multiple attempts to contact Trent Goodbaudy, a writer who apparently runs the site, were unsuccessful. But the online store linked to the site sells a set of replacement license-plate tags proclaiming that the vehicle is private, traveling without commercial purpose, and not subject to insurance or licensing requirements. They cost C/D & &" ;\ \[R V[ aUR \¦PR UN` volunteered to mount them to their vehicle.
THE ORIGIN ²DUR_R aUR`R NYYRTRQYf OV[QV[T QR¼[VaV\[` P\ZR from is a varied and often perplexing matter,” writes Caesar Kalinowski IV, a Seattle attorney who recently confronted sovereign legal claims in the Montana Law Review. “Sovereign Citizens often cite the U.S. Constitution, the [Uniform Commercial Code], the Magna Carta, the Articles of Confederation, and numerous other quasi-legal documents to support their assertions.
70
Although authoritative sounding, the true basis for a citizen’s constitutional rights is found in the Constitution itself. The U.S. Supreme Court is the only legal body that can interpret N[Q TVcR YRTNY RßRPa a\ aUR 0\[`aVabaV\[ .PP\_QV[TYf @\cereign Citizens’ citation to—and reliance on—dictionaries, `aNaR P\b_a \]V[V\[` `]RPV¼P PN]VaNYVgNaV\[ \_ `aNaR _RP\_Q` are misplaced and unavailing.” @RVZμ` _R]_VZN[Q \S QR]baf 0N[¼RYQ V` N T\\Q ReNZ]YR of this. Though he seems well informed, his interpretation of the law is misguided. After the video went live, Grant 0\b[af `UR_Vß A\Z 7\[R` a\\X a\ 3NPRO\\X a\ Re]YNV[ aUNa even if the cruiser was in violation of the state law cited by Seim, there’s no ticket to write or arrest to make. That particular law requires such violations to be handled by an agency head. It’s administrative. Nothing more. “The internet has made it a lot easier for people to feel they’re getting authoritative information, when in fact it’s just some person sitting in their house espousing what they believe,” Kalinowski says. And the ideology sprouts from eccentric interpretations of the Constitution. It often includes religious elements seasoned with minutiae from ancient legal cases and broad appeals to individual freedom. JAN UARY 2020 ~ CAR AN D DRIV ER
P HOTO G RA P H BY M A RC U R BA N O
THE ONLINE STORE LINKED TO THE SITE SELL S A SE T OF REPL ACEMENT LICENSEPL ATE TAGS PROCL AIMING THAT THE VEHICLE IS PRIVATE, TRAVELING WITHOUT COMMERCIAL PURPOSE, AND NOT SUB JECT TO INSURANCE OR LICENSING REQUIREMENTS. THEY COST C/ D $39.95.
Sovereign citizens have several explanations of where America went wrong, but the basic thinking argues that, at some point, popular sovereignty was abandoned in favor of admiralty law—the law of the sea and international commerce. According to the Southern Poverty Law Center: “Under common law, or so they believe, the sovereigns would be free men. Under admiralty law, they are slaves, and secret government forces have a vested interest in keeping them that way.” And so sovereigns assert that when they are tried at a court ½fV[T N[ NQZV_NYaf ½NT V R N[ .ZR_VPN[ ½NT dVaU T\YQ fringe), said court holds no jurisdiction over them and the case should be dropped. Further, that “some point” where the U.S. forfeited its legitimacy is in dispute. Many sovereigns maintain Va dN` dVaU aUR _NaV¼PNaV\[ \S aUR aU N[Q !aU .ZR[Qments. According to Kalinowski, “Sovereign Citizens believe that the Thirteenth Amendment, which outlawed slavery, caused problems for the federal government because up until that point, ‘slaves were not citizens of any state or country, because they were just property, and property did not have citizenship.’ To rectify this problem, according to Sovereign Citizens, aUR 3\b_aRR[aU .ZR[QZR[a dN` _NaV¼RQ `\ N` a\ P_RNaR ‘a new class of citizenship.’ This new citizenship was a ‘privilege’ granted by the federal government, unsupported by the ‘sovereign inalienable right.’ ” And that’s not the only theory. Others date it to the ]N``NTR \S aUR #aU .ZR[QZR[a dUVPU NYY\dRQ aUR institution of an income tax. Yet another sovereign aUR\_f ]RT` Va Na & dVaU aUR P_RNaV\[ \S aUR 3RQR_NY ?R`R_cR <_ ZNfOR Va dN` V[ & dUR[ aUR B @ dR[a \ß aUR T\YQ `aN[QN_Q 6S aUV` NYY `\b[Q` YVXR S_RR S\_Z ]`RbQ\`PU\YN_`UV] aUNaμ` ORPNb`R Va V` . P_RNaVcR _Vß on history can attract followers, and because there is an entrepreneurial edge to sovereign culture—sovereigns aren’t shy about selling anything or everything, whether Vaμ` `RZV[N_` ObZ]R_ `aVPXR_` O\\X` \_ ½Na \ba ]YRN` for cash on YouTube—followers are also customers. And theories are changed and updated constantly.
THE PERIL Whatever the origin, sovereign ideology has gained traction in the past decade, in part due to videos like Seim’s. AUNa cVQR\ V` `\ZRaUV[T \S N[ \QQVaf AUR PVcVYVN[ ½NT` Q\d[ aUR \¦PR_ [\a aUR \aUR_ dNf N_\b[Q N[Q RcR_fone remains calm—no voices raised, no weapons drawn. Some roadside interactions with sovereign thinkers don’t proceed so peacefully. 6[ :Nf ]\YVPR \¦PR_ /VYY 2cN[` NaaRZ]aRQ N YNaR Z\_[V[T a_N¦P `a\] \S N _Naaf Y\\XV[T =YfZ\baU C\fNTR_ URNQRQ RN`a \[ 6 ! V[ DR`a :RZ]UV` ._XN[`N` .SaR_ aUR ZV[VcN[ ]bYYRQ \ß N[Q ]N_XRQ 2cN[`μ` ONPXb] @R_TRN[a /_N[Q\[ =NbQR_a N__VcRQ 6[ aUR cN[ `Na 7R__f 8N[R 7_ !" N[Q UV` # fRN_ \YQ `\[ 7\`R]U Jerry Kane made his living holding debt-elimination seminars based on the sovereign idea that one’s “real self” is distinct from the “corporate self” established back when America sold its citizens’ futures under admiralty law. Judging by the old Plymouth he was driving—
which was registered to the House of God’s Prayer in New Vienna, Ohio—his success with the seminars was modest. Reinforcing each other’s paranoid view of the government, both Kanes were rapt by sovereign conspiracy aUR\_VR` .[Q N` 2cN[` NaaRZ]aRQ a\ S_V`X aUR RYQR_ 8N[R aUR aRR[NTR 8N[R PNZR \ba ¼_V[T N[ Nba\ZNaVP dRN]\[ 2cN[` and Paudert were murdered. A couple hours later, trapped in a Walmart parking lot, the Kanes were killed in a shootout with police. 6[ 0NYVS\_[VN 5VTUdNf =Na_\Y \¦PR_ 8R[f\[ F\b[T`a_\Z dN` `U\a N[Q XVYYRQ dUVYR ]R_S\_ZV[T N a_N¦P stop of a Jeep with an obstructed license plate belonging a\ 0U_V`a\]UR_ /\\[R 9NPf .[\aUR_ 05= \¦PR_ `U\a N[Q killed Lacy. A subsequent investigation revealed that Lacy had been diagnosed as bipolar and had downloaded a lot of sovereign literature.
STOPPING POINT As for Seim—who, remember, rejects the sovereign label— after theatrically contending for his ideas, being hauled into N[Q YVaR_NYYf \ba \S P\b_a `RcR_NY aVZR` UR UN` \]aRQ \ba \S .ZR_VPN NYa\TRaUR_ /RYVRcV[T aUR T\cR_[ZR[a UR dN` a_fV[T to keep honest was out to get him and his family, he moved to Mexico. He says he’ll stay there, away from the fray. “The reality,” Seim says, “is that the government is taking the term ‘sovereign’ and throwing it at anyone who doesn’t, when they see a cop, say, ‘Yes, sir. Thank you. Have a good day. Thank you for your service.’ That’s really what it amounts to.” Labels fade, and yet the ideas can persist, sold under new brands. There are fringe ideologies coming out of the cultural kiln all the time, and snake oil has always lubricated American culture. With the development of online subcultures, Vaμ` RN`VR_ aUN[ RcR_ a\ ¼[Q YVXR ZV[QRQ ZNYP\[aR[a` _RNQf to support even the kookiest ideas. “Hopefully one day this will peter out, and people won’t be taken in by the snake oil anymore,” Kalinowski says. The homemade license plates and bumper stickers featuring sovereign slogans serve an unintended purpose. They give cops some warning about how the people in the vehicle they’re approaching might react to law enforcement. Should these usual markers of sovereign citizenry fade, it will be that ZbPU Z\_R QV¦PbYa a\ N[aVPV]NaR ]\aR[aVNYYf cV\YR[a V[aR_NPaV\[` AUNa ZNXR` a_N¦P `a\]` RcR[ Z\_R a_RNPUR_\b` S\_ police and sovereigns alike. ²6 b[QR_`aN[Q aUNa SRRYV[T \S ´aUR T\cR_[ZR[aμ` encroaching,’ ” Kalinowski says. “[The idea that] the federal government doesn’t represent them, doesn’t understand them, and is trying to reach down into their lives in ways it `U\bYQ[μa OR AUR ]_\OYRZ V` aUR`R ]R\]YR aUV[X aURfμcR ¼Tb_RQ \ba N dNf N_\b[Q aUNa /ba Vaμ` NPabNYYf PNb`V[T aURZ a\ have more interaction with the government. More negative interactions because they think they’ve found a talismanic ]U_N`R aURf PN[ baaR_ N[Q TRa aURZ \ba \S NYY a_\bOYR 6a [RcR_ works out that way. There’s no case where a sovereign citizen’s case has been upheld.” Anti-government ideology is on the edge now, mostly Re]_R``RQ N` N_TbZR[a` \[ aUR V[aR_[Ra /ba Va dVYY P\[aV[bR to come out where sovereign citizens most often confront T\cR_[ZR[a ]\dR_' V[ PN_` \[ _\NQ` Qb_V[T a_N¦P `a\]`
71
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THE RUNDOWN An expert look at the newest and most important vehicles this month. The performance SUV grows up on page 82.
2 02 0 C H E V R O L E T B O LT E V ~ BY DAV I D B E A R D
dUR_R aUR_Rμ` N[ b]QNaRQ 10 SN`a PUN_TR_ S\_ ^bVPXR_ PUN_TV[T N[Q N _RcV`RQ ONaaR_f ]NPX AUR YV^bVQ P\\YRQ YVaUVbZ V\[ ONaaR_f `aVYY UN` %% PRYY` Oba aUR PURZV`a_f \S those cells has been altered to store more Highs: Increased range, punchy powertrain, friendly price, R[R_Tf AUR PUN[TR` aNXR aUR `a\_NTR S_\Z mountain climber. Lows: On the boring side of the vehicle # XVY\dNaa U\b_` a\ ## ObZ]V[T aUR spectrum, looks a bit like a shrunken Nissan Murano. EPA-estimated range up 21 miles, to 259. A\ aR`a aUNa dR QRPVQRQ a\ `RR VS aUR /\Ya could climb to Whitney Portal, 134 miles NdNf N[Q %#" SRRa b] N[Q aUR[ ZNXR Va ONPX “On some nights I still believe that a car with the gas needle a\ dUR_R dR ORTN[ 6S dR SNVYRQ±\_ Z\_R NPPb_NaRYf VS aUR \[ RZ]af PN[ _b[ NO\ba ¼Saf Z\_R ZVYR` VS f\b UNcR aUR /\Ya SNVYRQ±dRμQ YVXRYf OR `a_N[QRQ N[Q dVaU\ba PRYY `R_cVPR _VTUa Zb`VP cR_f Y\bQ \[ aUR _NQV\ ³ AUR d\_Q` \S 5b[aR_ =YRN`R NQQ_R`` NYY ^bR`aV\[` NO\ba U\d dR T\a V[a\ aUV` ZR`` @ AU\Z]`\[ T\ aU_\bTU \b_ URNQ` N` dR Q_\] $& SRRa a\ ]_V[a QV_RPa\_ A\[f >bV_\TN B[YVXR ZR Na aUV` Z\ZR[a ORY\d `RN YRcRY V[a\ /NQdNaR_ 0NYVS\_[VN \[R \S aUR Y\dUR UN` DV 3V .[fU\d ONPX a\ /NQdNaR_ R`a a\d[` V[ aUR DR`aR_[ 5RZV`]UR_R DR N_R Y\\XV[T DVaU aRZ]R_Nab_R` \ba`VQR U\cR_V[T [RN_ & aUR /\Ya S\_ aUR O\aa\Z \S 1RNaU CNYYRf a\ ORTV[ N[ b[\_aU\Q\e URNa` b] ^bVPXYf b[QR_ aUR `\YN_ Y\NQ .` `Nb[NYVXR N` aUR _N[TR aR`a \S aUR 0URc_\YRa /\Ya little cabin becomes, running the air conditioning isn’t a .`VQR S_\Z N [Rd T_VYYR aUR /\Ya Y\\X` ]_Raaf ZbPU T\\Q VQRN 6a dVYY Q_NV[ WbVPR ^bVPXR_ aUN[ N `Y\a ZNPUV[R aUR `NZR N` ORS\_R AUR OVT PUN[TR` N_R b[QR_ aUR `XV[ Q_NV[` f\b_ PURPXV[T NPP\b[a 7b`a Q_\] aUR dV[Q\d` f\b
Home on the Range
Even though I drive toward the valley of Death, I will fear no range anxiety, for the Bolt is my comfort.
CA R AN D DR IV E R ~ JA N UA RY 201 9 ~ P H OTOG RA P HY BY JESS ICA WAL KE R
77
say? Nope. The aerodynamic penalty could take its toll on the range and leave us oh so high and dry. About 51 miles in, we arrive at the ¼_`a ZNW\_ PYVZO [RN_ aUR a\d[ \S Stovepipe Wells. Over 17 miles, we rise gradually to Towne Pass at 4956 feet. Driving an EV to maximize its charge has us seeing speed limits in a new way. Usually, we consider them a starting point for negotiations, but when hypermiling, the speed limit is a reminder that most everyone else on the road will be going a lot faster. We creep along at RV speeds. The Bolt’s 200 horsepower and 266 pound-feet of torque are great when there’s somewhere to plug in, Oba aUR_RμYY OR [\ ½\\_V[T aUR NPPRYerator to experience the punchiness of the Bolt’s 6.7-second run to 60 mph. No, instead of having fun, we’re concentrating on maintaining momentum and precise control \S aUNa ]RQNY . `U\R P\ZR` \ß a\ better feel the articulation. Also, Vaμ` N YVaaYR P\\YR_ dVaU aUR `U\R \ß The sweat returns when the display in the instrument cluster shows that the indicated range is falling faster than the odometer is accumulating miles. After 20 miles uphill, 84 miles of range have vanished. The only thing tempering our anxiety is the knowledge that there’s a steep, 9 percent grade on the other side of town. What goes up must come down.
From top: A new grille is the Bolt’s major exterior update. As the battery depletes, Beard sweats. In the desert, you can’t remember your name.
With cruise control set a nickel below the posted speed limit, the Bolt does a remarkable job regenerating energy. In nine miles of downhill coasting, we get back an indicated 30 miles of range. Regeneration is an EV’s (and our anxiety’s) best friend, but regen isn’t even money. In perfect conditions, which these are not, the Bolt is capable of recouping energy at 70 kilowatts, a little less than half the maximum discharge of 160 kilowatts. So the deck may be stacked against us. The next stretch is a fabulously twisty section of CA-190 through Panamint Springs. This road is an absolute riot in, say, an Alfa Romeo Giulia Quadrifoglio. While not as much fun in a Bolt, at least the road V` _RYNaVcRYf ½Na NYY aUR dNf a\ 9\[R Pine, 50 miles away. With no rescue plan, and imagining Quiroga comfortably situNaRQ ONPX Na aUR \¦PR dR _R`\_a a\ deep-breathing exercises before ORTV[[V[T aUR ¼[NY N[Q `aRR]R`a rise. Ahead lies Whitney Portal. At 8374 feet above sea level, it’s the gateway to Mount Whitney, the highest point in the lower 48. Driving past massive pines, steep granite walls, and iced-over waterfalls is a
Stovepipe Wells
Lone Pine
At Death’s Door Whitney Portal
N
Take note, EPA: Driving an EV up a mountain and back is a great way to test range.
Towne Pass
Panamint Springs
elevation
8K
Badwater 6K
4K
2K
CALIFORNIA
0
Length: 134 miles
78
THE RUNDOWN
279 ft below sea level
JAN UARY 20 19 ~ CAR AN D DRIV ER
the numbers Vehicle Type: front-motor, front-wheel-drive, 5-passenger, 4-door hatchback Base/As Tested ............... $37,495/$44,130 Motor: permanent-magnet synchronous AC Power: 200 hp @ 4750 rpm Torque: 266 lb-ft @ 0 rpm Battery: liquid-cooled lithium-ion, 66.0 kWh Transmission: single-speed direct-drive Dimensions • Wheelbase ................................................ 102.4 in • L/W/H .................................... 164.0/69.5/62.8 in • Curb Weight ............................................. 3585 lb
test RESULTS Rollout, 1 ft ................................................. 0.3 sec 60 mph ........................................................... 6.7 sec 90 mph ......................................................... 13.9 sec Rolling Start, 5–60 mph ........................ 6.7 sec 1/4-Mile ................................... 15.2 sec @ 92 mph Top Speed (gov ltd) ................................. 93 mph Braking, 70–0 mph ....................................... 191 ft Roadholding, 300-ft Skidpad ................ 0.79 g EPA Fuel Economy • Comb/City/Hwy .................. 118/127/108 MPGe • Range .......................................................... 259 mi
2 02 0 B M W M 8 ~ BY M I K E D U F F
German for “Pony Car” Part M5, part Ford Mustang, the M8 is all special.
little like driving through a train set. It’s the complete opposite of Death Valley, a sort of desert upside-down world. Cooler temperatures bring relief from the searing heat and we relax for a moment. The Bolt has made the 134-mile trek to the turnaround point with 75 miles left on the range display. Obviously, 75 is less than 134. But the way back is mostly downhill, and our anxVRaf SNQR` N` R[R_Tf ½\d` V[a\ aUR ONaaR_f Thirty-nine miles are added to the range as we come down from Whitney Portal. The return trip over Towne Pass will either make or break this exercise (and our mental state). We start with a feel-good 101 miles remaining, but then the number ORTV[` a\ Q_\] V[ PYbZ]` \S ¼cR =R_UN]` it’s the heat or the range anxiety or that I’ve ab_[RQ \ß aUR _NQV\ a\ P\[`R_cR ]_RPV\b` electrons, but I’ve begun talking to myself in the third person. Dave isn’t scared. Dave can make it back. Dave can do this. You know, Dave is pretty sweet on you. You’re just Dave’s type. When the going gets weird, the weird turn professional. We make it over the hump and the numbers make sense again. The fall from Towne Pass invigorates the indicated range by 39 miles. No problem. The drop into Death Valley happens as the sun sets. A Martian glow covers the land. We’ve made it. All 268 miles on a single charge. We’ve exceeded the EPA-estimated range by nine miles and the Little Bolt That Could still shows 33 miles left on the display. But we can’t stop here. This is bat country.
Anyone looking for an M badge on a V-8-powered all-wheel-drive 8-series must feel a little spoiled. Not only has the existing M850i been bettered by a range-topping M8 (including the option of a pricier Competition pack), but with coupe, convertible, and four-door Gran Coupe variants available, there are now nine choices. The M8 leans on the same powertrain we experienced in the M5. The regular car brings 600 horsepower; the Competition boosts that to 617 and uses stiffer engine mounts, a front suspension featuring more camber, and ball-jointed toe-control links in the rear. Those the numbers three chassis modifications promVehicle Type: front-engine, rear/ ise improved turn-in and handling all-wheel-drive, 4-passenger, 2-door coupe over non-Comp models. Plus, the Base ................. $134,995–$147,995 hotted-up M8 gets that all-importEngines: twin-turbocharged and ant Competition badge, so your intercooled DOHC 32-valve 4.4-liter V-8, 600 or 617 hp, 553 lb-ft buddies will know you spent the Transmission: 8-speed automatic extra $13,000. Dimensions Not that the Competition lacks • Wheelbase ............................ 111.3 in • L/W/H ................. 191.8/75.1/53.6 in refinement. It brings impressive • Curb Weight ....................... 4400 lb ride compliance and a chassis that Performance deals more in grip than slip. Trac• 60 mph .......................... 2.8–2.9 sec • 100 mph ......................... 7.4–7.5 sec tion is ample, and there’s little • 1/4-Mile ...................... 10.8–11.0 sec sense of the all-wheel-drive sys• Top Speed .................. 155–190 mph tem’s claimed rearward torque EPA Fuel Economy • Comb/City/Hwy ..... 17/15/21 mpg bias except under hard use or deliberate provocation. The M8’s steering also delivers far more natural feedback than the M850i’s. The new electrohydraulic brake booster, though, felt slightly disconnected in humdrum traffic. The regular M8 is about $22,000 more than the M850i, but we struggle to see much of a reason to buy the cheaper car. The pure M model gives away almost nothing in everyday usability and feels at least 20 grand more special.
79
2 02 0 L A M B O R G H I N I H U R A C Á N E VO ~ BY S C O T T O L D H A M
Bull Buster Highs: The go, the sound, docile around town. Lows: Big bucks, former Bolivian president Evo Morales wouldn’t approve.
If you just plunked down your Black Card on a 2020 Corvette Z51, heed
this warning: Do not challenge a Lamborghini Huracán Evo to a race. In the words of Russian philosopher Ivan Drago, “You will lose.” For 2020, Lambo cranked up its entry-level supercar to match the power of its Performante model. Boasting 631 ponies at 8000 rpm, the Evo’s V-10 makes 29 horsepower more than last year’s all-wheel-drive Huracán. Thanks in part to a tweaked all-wheel-drive system, the Huracán Evo hits 60 in 2.5 seconds. Then it really starts pulling away from the rear-drive Chevy, needing only 5.7 seconds to reach 100 mph—1.5 seconds quicker than the Corvette—and covering the quarter-mile in 10.4 seconds at 135 mph. By 150 mph, the gap is nearly six seconds in the Huracán’s favor. The Lambo also turns out a 1.10-g skidpad performance and a 136-foot stopping distance from 70 mph, due largely to its ultrasticky Pirelli P Zero Trofeo Rs. The Evo’s 5.2-liter V-10 revs to 8500 rpm so quickly that it’s QV¦PbYa a\ XRR] b] dVaU aUR TRN_PUN[TR` dUR[ b`V[T aUR ]NQQYR `UVSaR_` DVaU\ba aUR Zb¤V[T RßRPa \S ab_O\PUN_TV[T Vaμ` Y\bQ 9VXR ²5\d V` aUV` YRTNY,³ Y\bQ 3bYY aU_\aaYR ¼YY` aUR 9NZO\μ` PNOV[ with 96 decibels of aural intensity. You can hear it ripping through the gears from a half-mile away. But the Huracán isn’t all noise and face-twisting thrust. At around-town speeds, the Evo is shockingly docile, an orange wedge with a livable ride and a hushed cabin. This year’s facelift includes revised styling, a more comfortable interior, and a new infotainment system with a larger screen. Right about now, Corvette fans are screaming about the Evo’s ]_VPR .[Q _VTUaSbYYf `\ F\b PN[ Obf ¼cR 0\_cRaaR G" ` S\_ aUR P\`a \S \b_ !#& aR`a PN_ /ba O_NTTV[T _VTUa` Na 0N_` 0\ßRR _N_RYf involve value, and Black Card holders don’t care anyway.
the numbers Vehicle Type: mid-engine, all-wheel-drive, 2-passenger, 2-door coupe Base/As Tested ........... $267,569/$331,469 Engine: DOHC 40-valve V-10, aluminum block and heads, port and direct fuel injection Displacement ......................... 318 cu in, 5204 cc Power ...................................... 631 hp @ 8000 rpm Torque ............................... 443 lb-ft @ 6500 rpm Transmission: 7-speed dual-clutch automatic Dimensions • Wheelbase ................................................. 103.1 in • L/W/H ...................................... 178.0/76.1/45.9 in • Curb Weight .............................................. 3618 lb
TEST RESULTS COMPARED
2020 LAMBORGHINI HURACÁN EVO As Tested .................................................. $331,469 Power .............................................................. 631 hp Curb Weight ................................................. 3618 lb Rollout, 1 ft ................................................. 0.2 sec 60 mph ........................................................... 2.5 sec 100 mph ......................................................... 5.7 sec 150 mph ....................................................... 13.5 sec 1/4-Mile ................................. 10.4 sec @ 135 mph Braking, 70–0 mph ...................................... 136 ft Roadholding, 300-ft Skidpad ................. 1.10 g Sound Level, Wide-Open Throttle ...... 96 dBA
2018 LAMBORGHINI HURACÁN PERFORMANTE As Tested ................................................... $317,285 Power .............................................................. 631 hp Curb Weight ................................................ 3429 lb Rollout, 1 ft ................................................. 0.2 sec 60 mph ........................................................... 2.2 sec 100 mph ......................................................... 5.3 sec 150 mph ....................................................... 12.8 sec 1/4-Mile .................................. 10.1 sec @ 136 mph Braking, 70–0 mph ...................................... 135 ft Roadholding, 300-ft Skidpad .................. 1.11 g
2015 LAMBORGHINI HURACÁN LP610-4 As Tested (C/D est) .............................. $256,745 Power ............................................................. 602 hp Curb Weight ................................................ 3423 lb Rollout, 1 ft ................................................. 0.2 sec 60 mph ........................................................... 2.4 sec 100 mph ......................................................... 5.6 sec 150 mph ....................................................... 13.2 sec 1/4-Mile ................................. 10.3 sec @ 135 mph Braking, 70–0 mph ..................................... 144 ft Roadholding, 300-ft Skidpad ................. 1.01 g Sound Level, Wide-Open Throttle ...... 95 dBA
80
THE RUNDOWN
JA N UA RY 2020 ~ CA R A N D DR I VE R
What owners say about V1... Bill P., Phoenix, AZ
Where’s the radar? An arrow lights up, pointing either Ahead, to the side, or Behind. And, amazingly, it’s never wrong.
Trust ...V1 earns it
one ambush at a time. Harold B., Houston, TX
Arnie R., Atlanta, GA
So easy to operate, a box with one knob. No need to poke around at full-arm’s reach for little buttons the size of rice grains.
On my way home this afternoon I was following another detector user. I could see red blinking in his windshield as we went past the first radar. Thinking the danger was behind, Mr. Ordinary Detector User hit the gas.
Glenna R., Dallas, TX
Love the arrows! Where’s the radar? They tell me every time. A detector without the arrows is like a car without headlights.
Uh-Oh. V1’s Radar Locator was showing two arrows, one pointing toward the trap now behind, and a second arrow ahead. The “2” on the Bogey Counter confirmed we were being double teamed.
Chas S., Charlotte, NC
Situation Awareness you can trust. With the Radar Locator arrowing toward threats, and the Bogey Counter telling how many threats you face, V1 makes defense easy.
Sure enough, Mr. O. D. User cruised into the second trap up the hill at 15 over and got himself a blue-light special.
Cal L., Trenton, NJ
V1 points to every trap. I trust it completely.
I’ve owned my V1 since 2001, and I’ve had it upgraded twice. I trust the arrows to point out every radar trap. When I know where, I know how to defend. Ed H., Las Vegas, NV
How can anyone not be smitten by the Arrows? Radar ahead needs a different defense than radar behind. When I know where, I know what to do. When I put the threat behind me, the arrows confirm it. Without the arrows, you’re guessing. Rob R., Sacramento, CA
This is the slam dunk best radar detector. No databases to keep updating, or other “features” I’ll never use. Instead V1 tells me the important stuff—the Bogey Counter tells you how many threats within range and the red arrows tell where they are.
Tells how many: Radar hiding within a
Reads instantly.
Ahead
Turns On/Off, adjust volume, press to mute.
Beside
Scans behind for radar.
More LEDs glow as radar strengthens.
Behind
© 2018 VRI
www.valentine1.com
Call toll-free 1-800-331-3030 Valentine One Radar Locator with Laser Detection - $399 Carrying Case - $29 Concealed Display - $39 SAVVY® - $69 V1connection™ - $49 V1connection™ LE - $49 Mike Valentine Radar Fanatic
Plus Shipping / Ohio residents add sales tax
30-Day Money-Back Guarantee Valentine One is a registered trademark of Valentine Research, Inc.
Valentine Research, Inc. Department No. YBB 10280 Alliance Road Cincinnati, Ohio 45242
Ph 513-984-8900 Fx 513-984-8976
2 02 0 B M W X 4 M C O M P E T I T I O N ~ BY R I C H C E P P O S
Advanced Rocketry Highs: Another rocket-assisted family mover; takes no stoplight guff; turns, too. Lows: So stiff, so costly, feeds the hyper-ute insanity machine.
Possibly the most remarkable thing about the performance of the BMW
X4 M is that it’s not so remarkable anymore. In Competition guise, this compact all-wheel-drive hatchback on tiptoes hurls itself to 60 mph in just 3.3 seconds, claws around a skidpad at 0.97 g, and stops from 70 mph in just 147 feet. But these days, it has plenty of company: a host of juiced SUVs in multiple sizes and price classes that post similar or even better numbers. Not that the X4 M is anything but impressive. Like most BMW :\a\_`]\_a°S\_aV¼RQ ]_\QbPa` aUR adV[ ab_O\ V[YV[R `Ve `V[T` _UN]`\QVR` AUR baRμ` UN[QYV[T V` `UN_] Va` _VQR V` \[ aUR `aVß `VQR \S NPPR]aNOYR N[Q Va` V[aR_V\_ V` VZ]RPPNOYf aNVY\_RQ V[ ¼[R ZNaR_VNY` And of course, you pay handsomely for its ability to make you think you’re driving a car: The X4 M Competition starts at $81,395. It reminds us how much and how quickly high-performance SUVs have Rc\YcRQ `V[PR aUR ¼_`a \S aUR `]RPVR` P_NdYRQ S_\Z aUR ]_VZ\_QVNY automotive ooze just 28 years ago.
82
THE RUNDOWN
the numbers Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback Base/As Tested ............... $81,395/$86,495 Engine: twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection Displacement ......................... 183 cu in, 2993 cc Power ..................................... 503 hp @ 7300 rpm Torque ............................... 442 lb-ft @ 2600 rpm Transmission: 8-speed automatic Dimensions • Wheelbase ................................................. 112.8 in • L/W/H ..................................... 187.5/75.9/63.8 in • Curb Weight ............................................. 4539 lb
test RESULTS Rollout, 1 ft ................................................. 0.2 sec 60 mph ........................................................... 3.3 sec 100 mph ........................................................ 8.0 sec 130 mph ....................................................... 14.4 sec 150 mph ....................................................... 21.5 sec Rolling Start, 5–60 mph ........................ 4.6 sec 1/4-Mile ................................... 11.6 sec @ 119 mph Top Speed (gov ltd) ................................ 161 mph Braking, 70–0 mph ...................................... 147 ft Roadholding, 300-ft Skidpad ............... 0.97 g EPA Fuel Economy • Comb/City/Hwy .......................... 16/14/19 mpg C/D Fuel Economy • Observed ................................................... 15 mpg • 75-mph Hwy Driving ............................ 26 mpg • 75-mph Hwy Driving Range ............... 440 mi
THE NUMBERS
HOW WE GOT HERE A brief history of the hyperactive SUV and how fast each game changer warped the scenery.
1992 GMC Typhoon The first high-performance SUV was genespliced together not in Germany or Japan, but in Michigan. The Typhoon was so far ahead of its time that no manufacturer cashed in on the potential it represented for another eight years.
2000 Mercedes-Benz ML55 AMG The Typhoon may have been the first performance SUV, but it looked like an evolutionary dead end until Mercedes bred the ML55 AMG. Its track numbers are modest by today’s standards, but it stirred up enough excitement to prove the hot SUV’s viability.
$29,530
$65,495
2003 Porsche Cayenne Turbo Porsche stunned its fan base when it took the leap into SUVs with the 2003 Cayenne. Despite howls that Zuffenhausen had betrayed its heritage, the Cayenne sold well. The Turbo model was also the first SUV to reach 60 mph in five seconds flat.
$89,665
Base ............................... Engine ..................... turbo 4.3-liter V-6 Torque ............... 350 lb-ft @ 3600 rpm Braking, 70–0 mph ...................... 185 ft Curb Weight .............................. 3822 lb
Base ............................... Engine ............................... 5.4-liter V-8 Torque ............... 376 lb-ft @ 3000 rpm Braking, 70–0 mph ...................... 178 ft Curb Weight ............................... 4913 lb
Base ............................... Engine ............ twin-turbo 4.5-liter V-8 Torque ............... 457 lb-ft @ 2250 rpm Braking, 70–0 mph ...................... 170 ft Curb Weight .............................. 5724 lb
2010 BMW X5 M Though hi-po SUVs were proliferating, it took another seven years after the Cayenne Turbo came out before one of these beasts could haul itself to 60 mph in under four seconds. It was the X5 M that did it, thanks to its ripped 555-hp twin-turbo V-8.
2016 Tesla Model X P90D The next leap came when a Tesla Model X lowered our 60-mph record for SUVs to 3.2 seconds in 2016. For reference, the Bentley Bentayga and Jeep Grand Cherokee Trackhawk could manage only 3.4-second blasts to 60 in 2017 and 2018, respectively.
2019 Lamborghini Urus And then there is the Urus. Not only is its 3.1-second 60-mph time the quickest we’ve ever recorded for an SUV, but it performs better than many sports sedans. It’s a prime example of how far engineers have pushed back at the laws of physics.
$86,225
Base .............................. Engine ............ twin-turbo 4.4-liter V-8 Torque ................ 500 lb-ft @ 1500 rpm Braking, 70–0 mph ...................... 162 ft Curb Weight .............................. 5329 lb
60 mph, sec
$116,700
Base ............................. Motors .............. 2 induction AC motors Torque ..................................... 713 lb-ft Braking, 70–0 mph ...................... 172 ft Curb Weight .............................. 5594 lb
1/4-Mile, sec @ mph
$203,995
Base ........................... Engine ............ twin-turbo 4.0-liter V-8 Torque ............... 627 lb-ft @ 2250 rpm Braking, 70–0 mph ...................... 149 ft Curb Weight ............................... 5314 lb
Power, hp @ rpm
Typhoon
5.3* 14.1* @ 95 ML55 AMG
280 @ 4400
6.5*
342 @ 5500
450 @ 6000
555 @ 6000
641 @ 6000 532
15.1* @ 94 Cayenne Turbo
5.0* 13.5* @ 104 I LLU ST RAT IO N S BY M A RTI N LA KS M A N
X5 M
Typhoon
3.9
ML55 AMG
Cayenne Turbo
X5 M
Model X P90D
Urus
12.4 @ 112 Model X P90D
Roadholding, g
3.2 11.6 @ 116 Urus
3.1 11.3 @ 121
0.79 0.75 0.82 0.89 0.86 1.02 Typhoon
ML55 AMG
Cayenne Turbo
X5 M
Model X P90D
Urus
*Acceleration times using 3-mph rollout, not our current rollout standard of 1 foot. CA R AND D RI VE R ~ JAN UA RY 2020 ~ P H OTOG RAP H BY MI C HA E L SI MA RI
83
the numbers
2 02 0 J E E P W R A N G L E R U N L I M I T E D S A H A R A E C O D I E S E L ~ BY DAV I D B E A R D
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84
test RESULTS Rollout, 1 ft ................................................. 0.3 sec 60 mph ........................................................... 6.7 sec 100 mph ........................................................ 21.1 sec Rolling Start, 5–60 mph ........................ 7.6 sec 1/4-Mile ................................... 15.2 sec @ 89 mph Top Speed (gov ltd) ................................ 113 mph Braking, 70–0 mph ...................................... 198 ft Roadholding, 300-ft Skidpad ............... 0.64 g EPA Fuel Economy (C/D est) • Comb/City/Hwy ........................ 26/23/30 mpg C/D Fuel Economy • Observed .................................................. 25 mpg
Now and l ater Diesel V-6 Torque Gas V-6 Torque
Diesel V-6 Power Gas V-6 Power
450
450
0 1000
rpm
0 7000
THE RUNDOWN
CUSTOMER SERVICE Call 800-289-9464, email cdbCustServ@CDSFulfillment.com, visit service.caranddriver.com, or write to Customer Service Dept., Car and Driver, P.O. Box 37870, Boone, IA 50037 for inquiries/requests, changes of mailing or email addresses, subscription orders, payments, etc. CAR AND DRIVER® (ISSN 0008-6002), VOL. 65, NO. 7, January 2020, is published monthly, 12 times per year, by Hearst, 300 West 57th Street, New York, NY 10019, U.S.A. Steven R. Swartz, President & Chief Executive Officer; William R. Hearst III, Chairman; Frank A. Bennack, Jr., Executive Vice Chairman. Hearst Magazine Media, Inc.: Troy Young, President; Debi Chirichella, Executive Vice President, Chief Financial Officer and Treasurer; John A. Rohan, Jr., Senior Vice President, Finance; Catherine A. Bostron, Secretary. © 2019 by Hearst Magazine Media, Inc. All rights reserved. Trademarks: Car and Driver is a registered trademark of Hearst Communications, Inc. Periodicals postage paid at New York, NY, and additional mailing offices. Canada Post International Publications mail product (Canadian distribution) sales agreement no. 40012499. Editorial and Advertising Offices: 1585 Eisenhower Place, Ann Arbor, MI 48108. SUBSCRIPTION PRICES United States and possessions: $13.00 for one year; Canada, add $10.00; all other countries, add $24.00. SUBSCRIPTION SERVICES Car and Driver will, upon receipt of a complete subscription order, undertake fulfillment of that order so as to provide the first copy for delivery by the Postal Service or alternate carrier within 4–6 weeks. MAILING LISTS From time to time, we make our subscriber list available to companies who sell goods and services by mail that we believe would interest our readers. If you would rather not receive such offers by postal mail, please send your current mailing label or an exact copy to Mail Preference Service, P.O. Box 37870, Boone, IA 50037. You can also visit preferences.hearstmags.com to manage your preferences and opt out of receiving marketing offers by email. Car and Driver assumes no responsibility for unsolicited material. None will be returned unless accompanied by a self-addressed stamped envelope. Permissions: Material in this publication may not be reproduced in any form without permission. Back Issues: Back issues are available for purchase in digital format only from your app store of choice. POSTMASTER Send all UAA to CFS. (See DMM 507.1.5.2); NON-POSTAL AND MILITARY FACILITIES Send address corrections to Car and Driver, P.O. Box 37870, Boone, IA 50037. Printed in the U.S.A.
P HOTO G RA P H Y BY J ESS I CA WA LK E R
The Jeep Wrangler is a lot like a Subway sandwich. It’s a common sight at
Horsepower
Highs: Torque where you need it, efficient, surprisingly quick. Lows: Pricey, slightly compromised ride, no manual gearbox.
Torque, lb-ft
Combo No. 6
Vehicle Type: front-engine, rear/4-wheeldrive, 5-passenger, 4-door convertible Base/As Tested ............... $46,140/$57,940 Engine: turbocharged and intercooled DOHC 24-valve diesel V-6, iron block and aluminum heads, direct fuel injection Displacement ......................... 182 cu in, 2987 cc Power ..................................... 260 hp @ 3600 rpm Torque ................................ 442 lb-ft @ 1400 rpm Transmission: 8-speed automatic Dimensions • Wheelbase ................................................. 118.4 in • L/W/H .................................... 188.4/73.8/73.6 in • Curb Weight ............................................. 4863 lb
The 10Best of 1970 C/D has existed since 1955, but we didn’t start awarding 10Best laurels until 1983. So we got to thinking: Could we create a 10Best list from 50 years ago? We set a price cap of about $4500 (in 1970 dollars), which knocks out legends like the Ferrari 365 GTB/4 Daytona, the Lamborghini Miura, and the Porsche 911, leaving the 10Best of 1970. —7\U[ =RN_YRf 5b ZN[
Alfa Romeo 1750 GTV
Chevrolet Chevelle SS454
Base: $4446 Engine: DOHC 8-valve 1.8-liter inline-4, 132 hp; 5-speed manual Performance: 60 mph: 9.9 sec, 1/4-Mile: 17.4 sec @ 79 mph
Base: $3575 Engine: pushrod 7.4-liter V-8, 450 hp; 3-speed automatic Performance: 60 mph: 5.4 sec, 1/4-Mile: 13.8 sec @ 104 mph
“Once warmed up . . . 1750s are among the easiest cars in the world to drive smoothly.” —C/D, October 1969
“It has striking performance that you’d never suspect in traffic. When it came to getting around corners, the Chevelle proved to be quite agile in [Sam] Posey’s hands.” —C/D, February 1970
BMW 2002 Base: $3194 Engine: SOHC 8-valve 2.0-liter inline-4, 113 hp; 4-speed manual Performance: 60 mph: 9.6 sec, 1/4-Mile: 17.1 sec @ 79 mph
“A kind of Bavarian Road Runner without the humorous overlay.” —C/D, March 1970
Chevrolet Blazer Base: $3051 Engine: pushrod 16-valve 5.7-liter V-8, 255 hp; 3-speed automatic Performance (C/D est): 60 mph: 11.5 sec, 1/4-Mile: 18.5 sec
“So far, your friendly C/D Snow Extraction Service [a.k.a. the Blazer] has removed 14 cars from various states of immobility.” —C/D, April 1970
Datsun 240Z Base: $3526 Engine: SOHC 12-valve 2.4-liter inline-6, 151 hp; 4-speed manual Performance: 60 mph: 7.8 sec, 1/4-Mile: 16.1 sec @ 87 mph
“The steering effort is moderate; the shifting motions are light and acceptably precise; and the driving position is excellent.” —C/D, June 1970
Datsun PL510 Base: $2035 Engine: SOHC 8-valve 1.6-liter inline-4, 96 hp; 4-speed manual Performance: 60 mph: 14.3 sec, 1/4-Mile: 19.5 sec @ 69 mph
“Engineering refinements such as the overhead-cam engine and independent rear suspension aren’t used on many cars that claim to be sports cars, let alone budget sedans.” —C/D, April 1968
Dodge Charger Base: $4359 Engine: pushrod 7.0-liter V-8, 425 hp; 3-speed automatic Performance: 60 mph: 4.8 sec, 1/4-Mile: 13.5 sec @ 105 mph
“The Hemi propelled the Charger through the quartermile traps at just over 105 mph, covering the distance in 13.5 seconds—not bad for a 4346-pound test weight.” —C/D, November 1967
Ford Mustang Boss 302 Base: $3720 Engine: pushrod 16-valve 4.9-liter V-8, 290 hp; 4-speed manual Performance: 60 mph: 6.5 sec, 1/4-Mile: 14.9 sec @ 93 mph
“The Boss 302 is the best-handling Ford ever to come out of Dearborn and may just be the new standard by which everything from Detroit must be judged.” —C/D, June 1969
Mazda RX-2 coupe Base: $2799 Engine: 1.1-liter two-rotor Wankel, 120 hp; 4-speed manual Performance: 60 mph: 9.5 sec, 1/4-Mile: 17.1 sec @ 81 mph
“Its long suit is power. Just stand on the gas and pull the lever when the needle points to 7000 rpm.” —C/D, December 1971
Pontiac Firebird Trans Am Base: $4305 Engine: pushrod 16-valve 6.6-liter V-8, 345 hp; 4-speed manual Performance: 60 mph: 5.7 sec, 1/4-Mile: 14.1 sec @ 103 mph
“Although the Trans Am handles like a racing car, it doesn’t ride like one.” —C/D, June 1970 All base prices correspond to the 1970 model year.
Light & Easy Kayak
Sea Eagle® FastTrack™ 385ft Inflatable Kayak for 1 or 2 DLight - Weighs 35 lbs. DEasy to inflate DEasy to Paddle DEasy to Carry DEasy to Check as Luggage
What makes The Sea Eagle® FastTrack™ Such A Great Kayak? • 7 minute setup / Packs in car trunk easily! • Patented outside inflatable keel tracks straighter • Lightweight - just 35 lbs. - goes anywhere! • Paddles quickly, safely and precisely in any direction. • Multiple Air compartments / Incredibly stable!
1-800-748-8066 9-5 EST for info Dept CA010B
A LITTLE MORE TORQUE
C A N H AV E A S U R P R I S I N G LY B I G E F F E C T
