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SUV

OF THE YEAR DECEMBER 2021

EXCLUSIVE: WE DRIVE THE TESLA-FIGHTING LUCID AIR

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ON THE COVER From three dozen to one: To take home the Golden Calipers, contenders faced our most diverse SUV field yet. Photo: Amir Saidi

Tests & Drives MOTORTREND SUV OF THE YEAR 42 Contenders PLUS 26 A STUDY OF LUCID’S DREAMS 59 Finalists Lucid Air An upstart EV looks to redefine the field. Jonny Lieberman 70 Winner

EST. 1949 VOL. 73 NO. 12

COVER STORY We evaluate 36 vehicles representing 23 nameplates to identify the year’s best SUV.

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

4 MOTORTREND.COM DECEMBER 2021

LIGHTNING IN A THROTTLE

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

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

MOTORTREND CAR RANKINGS See more at MotorTrend.com/Cars

FIRST DRIVE Does the $2.4 million Rimac Nevera EV signal the future of high-end performance?

Departments & Features 12 Editor’s Letter How do we crown our SUV of the Year? It takes a village. 14 Intake This month’s hot metal. 24 Technologue Porsche sources its new racing fuel directly from air-captured carbon. 25 Your Say Readers respond to past issues. 82 The Big Picture Are electric vehicles really the planet saviors we think they are?

MTGARAGE Arrival Mercedes-Benz E 450 Updates BMW 228i Mazda CX-30 • Ram 2500 • Volvo XC40 Verdict Subaru Outback

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Miguel Cortina

fter a one-year hiatus from the Honda Proving Center of California, we were excited to return to the venue for our MotorTrend SUV of the Year program. For nine consecutive days we drove, tested, filmed, and photographed a large crop of sport utility vehicles, all of them either new or updated significantly for this year. The mission: to narrow the field until we elect one of them the best the industry has to offer. We drove them across multiple surfaces, including a winding road, a powersports track with a sand oval, a gravel road, and a course that mimics several Los Angeles freeways. SUV of the Year features the largest field of contenders across all our MotorTrend Of The Year competitions. With virtually every automaker now focusing mostly on high-riding vehicles, this year we had 23 nameplates and 36 variants fighting for the SUVOTY win. The number could’ve been even larger, as the pandemic caused supply chain issues that prevented us from assembling a larger field. Still, this was a diverse bunch. For the first time ever, we had five electric SUVs—the most EVs we’ve had in an OTY program. From efficient subcompact crossovers to gas-guzzling body-on-frame fullsize SUVs, every model went through our rounds of instrumented testing and was driven by every judge on every surface. We split our program into three phases, as we do each year. Phase 1 mostly involves the test and photo team doing their thing, collecting data and imagery during the first four days. Phase 2 marks the official judges’ arrival, followed by three days of driving the contenders across the various terrains. Phase 2 also includes the finalist cut, as we decide which contenders advance to the ultimate stage. Phase 3 takes place in Tehachapi, California. There, judges drive the finalists back to back on a 27.6-mile loop that combines hill climbs and descents, canyon roads, railroad crossings, city streets, and highways. Then the debates begin as we deliberate on our way to crowning the MotorTrend SUV of the Year. Those deliberations aren’t arbitrary or based on the way the wind blows on any given day: We grade the contenders based on six key criteria, so each vehicle is judged fairly on its own merits:

12 MOTORTREND.COM DECEMBER 2021

Mexico Editor Advancement in Design: We dissect the quality and execution of exterior and interior styling, as well as the clever selection and use of materials. Engineering Excellence: In other words, the integrity of the total vehicle concept and execution and the use of technologies that benefit the consumer. This can range from new-tech internal combustion engines to elegant alt fuel systems to new suspension and transmission advances. Inside, we judge the vehicle’s ability to fit people and cargo and the success or failure of infotainment systems. Efficiency: Fuel economy relative to the competitive set, plus overall operating costs, weight, and recyclability. And yes, we consider mpg-e and well-to-wheel equations for electric vehicles. Safety: We examine safety measures that protect occupants from harm in a crash, and we test a vehicle’s ability to help a driver avoid a crash in the first place. Value: What’s the damage to your pocketbook? The cheapest car to buy isn’t always the most economical to own or the best overall value in the long run. That said, it’s orders of magnitude harder to build a great $20,000 car than a decent $40,000 one. Performance of Intended Function: Essentially how well the vehicle does the job its designers, engineers, and product planners intended. An off-roading SUV must surmount every obstacle, for example. If there’s ever a tie-breaker situation, it all comes back to this. We take great pride in executing our OTY programs and obtaining access to state-of-the-art facilities like the Honda Proving Center, and testing all the new-for-this-year SUVs is a privilege. No one else in the industry executes a program like we do. We’ve been awarding the best vehicles since MotorTrend was born in 1949, adjusting over time to keep pace with industry changes. After having a reduced team for last year’s SUVOTY— with no guest judges or Detroit Bureau staff due to the pandemic—everyone was thrilled to get back to (a new) normal. Former Mazda and Kia engineering ace Gordon Dickie returned as this year’s guest judge, and we were glad to have him contribute his deep automotive knowledge and perspective. With team Detroit in the mix again, as well, we also welcomed three first-time judges to the program, bringing fresh ideas to the table. It took more than six months of planning, 11 judges, and 19 staffers to support this year’s MotorTrend SUVOTY showdown. Despite the long days and 106-degree weather, all 30 staffers were glad to see people and cars in person. We hope you enjoy this issue as much as we enjoyed putting it together. Your support makes it possible to do what we do and bring you along for our OTY battle royale. Q

PHOTOGRAPHY: DARREN MARTIN

Permission to Drive

THE MOMENTUM OF OUR FUTURE COMES FROM THE SPEED OF OUR PAST. INSPIRED BY OUR WINNING MOTORSPORTS EXPERIENCE AND RACING LINEAGE, THE ALL-NEW NSX TYPE S RETURNS IN ITS MOST POWERFUL INCARNATION. HAND-BUILT BY MASTER TECHNICIANS AT THE PERFORMANCE MANUFACTURING CENTER (PMC), IT FEATURES RACE-SPEC TWIN TURBOCHARGERS FROM THE NSX GT3 EVO AND 600 COMBINED HORSEPOWER FROM ITS POWERFUL ENGINE AND THREE HIGH-OUTPUT ELECTRIC MOTORS. EQUAL PARTS ADRENALINE AND COMPOSURE, THE NSX TYPE S IS THE EMBODIMENT OF PRECISION CRAFTED PERFORMANCE. ©2021 Acura. Acura, NSX, Precison Crafted Performance, and the stylized “A” logo are registered trademarks of Honda Motor Co., Ltd.

MOTORTREND

Intake 12.21

WORDS ALISA PRIDDLE RENDERS ABIMELEC DESIGN

2023 Acura Integra A much-loved nameplate returns and “will live up to the hype,” its maker says. PREVIEW

cura clearly was tired of being asked when it would bring back the Integra, the beloved compact coupe and sedan model it hasn’t sold here since 2001. So the company decided to do something about it: At this year’s Monterey Car Week, it confirmed one of the two nameplates that helped launch the brand back in 1986—Legend was the other—will return in 2022, likely as a 2023 model. In fact, despite it being the entry-level Acura, the new Integra will replace the brand’s halo once the NSX drives off into the paddock in the

sky after this year. “Now is the right time to retire the existing halo and bring in the volume entry car,” brand officer Jon Ikeda told us. “It’s time to return to Integra.” Brand aficionados specifically and car enthusiasts generally have fond feelings toward the Integra name, he said, and the car should bring both new and nostalgic customers into showrooms. “It will live up to the hype,” Ikeda noted. The return has been planned for some time; the decision was made about six

The Acura Integra hasn’t been sold on U.S. shores since 2001 (shown above). It finally makes its return next year, depicted here as an artist’s rendering.

14 MOTORTREND.COM DECEMBER 2021

PHOTOGRAPHY POVI PULLINEN

years ago, Ikeda said. And naturally, the car is intended to be fun to drive, appropriate given the Integra’s history, where both two- and four-door models delivered the sort of passionate driving experience that fostered the model’s reputation. A teaser photo released at the time of the announcement crops tightly on the

Acura’s tease of the new car suggests aggressive design and retro-tinged details.

all-new Integra’s driver-side lighting and shows the adoption of Acura’s more modern design language, including its pentagonal grille. An angular headlamp with a slashing daytime running light is underscored by a deliciously ’90s, debossed “INTEGRA” wordmark. Using that as a starting point, we asked our artist to imagine what a 2023 Integra coupe might

look like—and the result is pretty OK in our book. Of course, details remain scant as to what actual form the Integra will take. Asked point blank if the new Integra will feature two or four doors (or both), Ikeda offered a cryptic “maybe” in return. We do know the car will be based on the new 11th-generation Honda Civic, a car that has earned our stamp of approval each time we’ve had a chance to drive it. That said, we don’t expect you’ll be able to buy a front-drive Integra despite the model’s roots as a front-wheel-drive icon and the fact the Civic doesn’t offer all-wheel drive. Look for the Integra to have AWD as standard at launch, as well as a conventional internal combustion powertrain—perhaps the same 2.0-liter turbo-four from the next Civic Type R, though making a bit less power in the regular Integra. We also expect the Integra to take some suspension and other chassis learnings from the Civic Type R’s playbook, and the 2.0-liter could be tuned to make increasing amounts of power for additional variants. While no Integra Type R has been confirmed yet—our fingers are crossed—Acura has filed a trademark for “Integra Type S,” indicating it plans to launch a somewhat warmer model sometime down the line. “I am aware

people will want an Integra Type S,” Ikeda said. The new Integra will not serve as a direct replacement for the ILX compact sedan, which will depart after the ’22 model year, Ikeda said. We interpret his statement as a way to distance the Integra philosophically from that milquetoast model, which failed to catch on with either the general public or enthusiasts. The U.S.-built car will instead be intended to provide a jolt of excitement to the existing lineup: “The Integra is not a replacement for ILX, but the Integra is our entry gateway vehicle,” Ikeda said. “We don’t plan on having something below that.” In addition, we can confirm the new Integra’s design has been locked in. Ikeda described it as “an Integra for this generation” and said he is happy with the styling, which is quite sporty and recognizable as an Integra. The model is undergoing development in Japan despite being more beloved in America, but Ikeda has been a guiding force. He suggested to the development chief, whose first cars after joining Honda were Integras, to make sure the program takes into account everything that made him buy those cars, including price. Although resurrecting an icon is never easy, it seems Acura understands the task it gave itself. We’re looking forward to the model’s return after two long decades away, but we’re even more excited to slide behind the wheel.

DECEMBER 2021 MOTORTREND.COM 15

MOTORTREND I 12.21

Intake

2022 Subaru WRX FIRST LOOK

A bigger, more powerful fifth-gen WRX.

e’ve known since 2017 what the new 2022 Subaru WRX will look like: It’s a dead ringer for the Viziv Performance concept that appeared at the Tokyo Motor Show that year, right down to its relative proportions and character lines. Every fifth-generation WRX is equipped with a 2.4-liter turbocharged flat-four engine that develops 271 hp and 258 lb-ft of torque. That’s only 3 more horsepower and no more torque than the outgoing 2.0-liter boxer engine. But Subaru says bigger pistons and a turbo system outfitted with an electronically controlled wastegate and air bypass valves make it more responsive and give it a broader torque curve. A six-speed manual gearbox is standard; buyers can also spec the Subaru Performance Transmission (SPT), a revised gearbox that nevertheless is still a CVT like the Lineartronic it replaces. The SPT is standard on the WRX’s new GT trim and comes with its own Air vents on the front wheelwells help improve aerodynamics.

16 MOTORTREND.COM DECEMBER 2021

oil cooler, and Subaru says it delivers significantly quicker ratio changes through its automatic-aping stepped “gears.” All-wheel drive and active torque vectoring are standard, like always, and base models come outfitted in 235-width summer performance tires; higher trims get meatier 245s. This is the first WRX built on the Subaru Global Platform, which offers increased chassis rigidity and a lower 2022 Subaru WRX BASE PRICE

$30,000 (est)

LAYOUT

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

ENGINE

2.4L/271-hp/258-lb-ft turbo direct-injected DOHC 16-valve flat-4

TRANSMISSIONS

6-speed manual/CVT

CURB WEIGHT

3,300-3,550 lb (mfr)

WHEELBASE

105.1 in

LXWXH

183.8 x 71.9 x 57.8 in

0-60 MPH

5.6 sec (MT est)

EPA FUEL ECON

Not yet rated

ON SALE

Early 2022

center of gravity. The fresh underpinnings mean the car is 1.2 inches wider and 2.9 inches longer than the old one. Its track grows by 1.2 inches, and the wheelbase increases by 0.8 inch. The suspension features a longer stroke for greater stability and lateral grip, and it increases ground clearance by 0.5 inch. Body roll is allegedly reduced by a new rear anti-roll setup that mounts directly to the car’s body instead of its subframe. Ventilated brake rotors now occupy all four corners rather than merely the fronts, to better manage temperatures and help prevent fade. Subaru also improved the aerodynamics with features such as air outlet vents on the trailing edges of the front wheelwell cladding and on the lower rear bumper cover. Subaru will offer the 2022 WRX in four trims: base, Premium, Limited, and GT. The WRX GT is no STI (an STI is on the way, just not in the immediate future), but it includes some compelling features. Among them are new electronically adjustable dampers—a WRX first— controlled via Drive Mode Select. Users can also configure steering feel, engine management settings, and more through the interface. The WRX GT gets 18-inch matte gray wheels; the base model comes on 17s. Subaru hasn’t announced pricing yet, but expect to see some increase versus the previous model following the bottom-up redesign. The new WRX will be available at Subaru dealers in the first quarter of 2022. Bob Hernandez

MOTORTREND I 12.21

Intake

2022 Rimac Nevera FIRST DRIVE

We had to make it quick, for now.

iny Croatian automaker Rimac says its 2022 Nevera electric hypercar will be both the quickest car and the fastest electric car in the world, with a top speed of 258 mph. So why shouldn’t our first drive of it happen in a flash? Rimac was in L.A. to show prospective buyers a pre-production Nevera, and it tossed us the keys to its $2.4 million baby. The only instructions? Be back in an hour. Built by hand in Sveta Nedelja, Croatia, the Nevera is an engineering marvel— especially when you consider Rimac is a 12-year-old company headed by 33-year-old Mate Rimac, and that it hails from a country that technically has never built a car before. (“Technically” because Croatia was part of Yugoslavia back in the Yugo days.) Notably, Hyundai and Porsche own parts of the company, and Rimac’s engineering arm licenses tech to Aston Martin and Koenigsegg. Rimac also just bought Bugatti from Volkswagen.

18 MOTORTREND.COM DECEMBER 2021

Underneath the carbon-fiber tub sit four house-built permanent-magnet electric motors. Combined, they produce a claimed 1,914 horsepower and 1,741 lb-ft of torque. If the driver so chooses, the Nevera can switch between front- and rear-wheel drive with the twist of a knob. The massive battery is a homebrewed 120-kWh piece that will be the 2022 Rimac Nevera PRICE

$2,400,000

LAYOUT

Twin front-/rear-motors, AWD, 2-pass, 2-door hatchback

MOTORS

Four AC permanent-magnet electric, 1,914 hp/1,741 lb-ft (comb)

TRANSMISSION

1-speed auto

CURB WEIGHT

4,750 lb (mfr)

WHEELBASE

108.1 in

LXWXH

187.0 x 78.2 x 47.6 in

0-60 MPH

1.9 sec (mfr est)

EPA FUEL ECON

Not yet rated

ON SALE

December 2021

Rimac attempted to make the Nevera’s cabin timeless, so it blends modern EV styling cues with touches expected of supercars.

second-largest battery pack available on a production car once the Nevera goes on sale in December; only American startup Rivian’s 133-kWh “Large pack” is bigger. Rimac expects about 340 miles of range on the generous European WLTP cycle, but driving it the way we did will likely result in something more like 150 to 200 miles. Carbon-ceramic Brembo brakes, an electronically adjustable suspension, and active aero round out the package. The Nevera isn’t intimidating as we jockey for position merging onto a freeway. You hear a pleasing hum and whine from the power packs, and there’s tire and suspension noise, too, but the Rimac chaperone riding with us says noise, vibration, and harshness tuning isn’t finalized. The Nevera pulls hard but not violently. It can be docile, but when a gap opens, we plug it instantly. Like a Tesla Model S Plaid, it’s difficult to wrap your mind around how quickly and effortlessly it builds speed. Canyon routes are better suited to lesser performance cars—the roads are too narrow, the straights too short—but the car is promising. The Rimac is fairly engaging even far from its limits, exhibiting quick (though somewhat digital-feeling) steering, a composed ride, and enough battery regen that you hardly ever have to touch the brake pedal. The motors’ instant torque vectoring is a great asset; combined with quick steering and tenacious grip, the Revera almost twists the earth beneath it coming out of corners. It’s tough to form a solid conclusion based on our short drive—it was more of a taster from a Croatian craft brewery than an actual pint—but we sampled enough to get us excited for a proper future test. Christian Seabaugh

MOTORTREND I 12.21

Intake 2022 Hyundai Kona N

FIRST DRIVE

An impressively great and practical time.

hen you’re interested in performance, you look to vehicles that best deliver dynamic fun—and that means cars. We’re talking coupes, sedans, and hatchbacks, not tall, heavy, bulky SUVs. Weight is the enemy of performance, as is a high center of gravity. Most new vehicle buyers today, though, want SUVs; as such, a common ground has been established in the form of the performance SUV. This “solution” looks more and more like the future of factory-built performance. And if the 2022 Hyundai Kona N is any indication, the future doesn’t look nearly as bad as you might fear. Truthfully, this is barely an SUV. Frontdrive only and with just 1.1 inches of additional ground clearance compared to, say, a Toyota Camry, it’s a highish-riding hot hatch. About 6.0 inches taller and 90 pounds heavier than the Veloster N with DCT, the Kona N has the high seating position many love and can carry five folks

20 MOTORTREND.COM DECEMBER 2021

without hassle. Cargo space is effectively the same in these N siblings. The Kona’s dimensions and weight impart a different personality. The Kona N is slightly more mature, but it’s still a wild child, just not quite as wild as the Veloster N. You feel it most in the Kona’s composure: It feels planted, hunkered down on the road despite sitting 1.5 inches higher above it. Where the Veloster N feels tossable, the Kona N is more serious. Chuck the Veloster into a corner, and it rotates, sliding just a bit as the tires howl but don’t let go entirely. The Kona N’s tires don’t squeal, and it doesn’t rotate. It simply digs in and goes. Hyundai’s electronically controlled N limited-slip differential is aggressive for a street car, transferring substantial power across the front axle to the outside tire. With 276 hp and 289 lb-ft on tap and only the front wheels to take it, there’s a little torque steer, but more often what you

feel is the diff doing its thing. Rather than fighting you, the tug through the steering wheel pulls you into the corner. Shifts are exceptionally smooth unless you push the big, red “NGS” button on the steering wheel; it stands for “N Grin Shift.” Yes, really. NGS activates overboost, which buys you an extra 10 horsepower for 20 seconds, which you don’t really feel in the seat of your pants. It also bangs the shifts just a little to make it feel like you’re really beating on the car. Silly, yes, but absolutely fun. Steering feel is excellent, and turn-in is sharp, though not as razor-edged as the Veloster N’s, and the ratio is appropriately quick so you never have to take your hands away from nine and three to make a corner, no matter how tight. The impressively strong brakes are sensitive but not Veloster N touchy. Set to its standard drive mode, the Kona N can easily be your primary car. Dial up the settings, though, and it will run circles around a Mini Clubman JCW or Countryman JCW, and it’ll stand up to a Mercedes-AMG GLA 35 for probably about $14,000 less. Hyundai hasn’t announced pricing, but a Veloster N starts at $33,245 and a GLA 35 at $48,600. Talk about a (practical) performance bargain. Scott Evans

2022 HYUNDAI KONA N PRICE

$34,000 (est)

LAYOUT

Front-engine, FWD, 5-pass, 4-door SUV 2.0L/276-hp/289-lb-ft turbo direct-injected DOHC 16-valve I-4 8-speed twin-clutch auto

ENGINE

TRANSMISSION CURB WEIGHT

3,350 lb (mfr)

WHEELBASE

102.4 in

LXWXH

165.9 x 70.9 x 61.0 in

0-60 MPH

5.2 sec (MT est)

EPA FUEL ECON

19/26/22 mpg (est)

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We spilled the tea on what would become the Subaru BRZ in this issue 10 years back. Elsewhere, we chose our 2012 SUV of the Year from a field of just 10 nameplates, including the Saab 9-4x, with the Golden Calipers trophy going to the Land Rover Range Rover Evoque.

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MOTORTREND I 12.21

Intake 2022 Toyota GR 86 FIRST DRIVE

Fun gets even better.

e had one question about the new 2022 Toyota GR 86 as we waited for our turn on the track: Did Toyota screw up one of our favorite cars? Once we received the go signal, we charged into the first sharp right-hander to find out. We turned in aggressively and lifted off the accelerator abruptly, and the GR 86 brought its rear around as neatly as you could want. We caught it with some opposite lock and were away. Toyota most definitely did not screw this up.

The successor to the Toyota 86 and its predecessor, the Scion FR-S, follows the old formula—a moderately powered 2+2 that emphasizes handling over power— but this GR 86 addresses most of the old car’s faults without introducing new ones. It’s a wheels-up redesign, Toyota once again partnering with Subaru (likewise launching its second-generation BRZ), with a bigger engine and meatier torque curve. Styling is neater and more contemporary, and the ride is better. Its layout is much the same: The suspension uses struts up front and a multilink setup out back. But the wheelbase is slightly longer, the body shell has been braced and stiffened, the suspension mounting points are improved, and spring and shock rates are rethought. The hood is again made of aluminum, and now the roof and fenders are, too. However, the GR 86 is 20 to 40 pounds heavier overall. The boxer four-cylinder grows from 2.0 to 2.4 liters and delivers 228 hp and 184 lb-ft, up from 205 and 156 in the old manual car. (Automatics used to lose 5 hp

and 5 lb-ft, but that penalty is eliminated.) Torque comes on sooner and stays longer. The six-speed manual provides better shift action, and the six-speed automatic gets the steering wheel paddle shifters it so badly needed. Inside, switchgear placement is mostly the same, but the switches themselves look better. The old instrument panel is replaced by an LCD display that shows a round tachometer circling a digital speedometer, until you select Track mode, which swaps in a horizontal ribbon-style rev counter that’s easier to read quickly. Above 3,000 rpm, the engine pulls strongly and cleanly, far more so than the old 2.0-liter. It still won’t melt the tires, but its additional grunt makes power-sliding easier. We’re pleased with the addition of paddle shifters for the auto, but the shift logic is too conservative and needs a rethink; it seemed like every time we called for a downshift, we got a beep telling us the shift was denied until the engine dropped off its torque plateau. We’d also like a bit more steering feedback. On our brief drive on the relatively smooth public streets surrounding Monticello Motor Club’s track, the new GR 86 felt more compliant and comfortable, with no loss in handling agility. Overall, our first impressions are overwhelmingly positive—this is a great new interpretation of an old favorite. Toyota plans to offer the car in just two models, base and Premium. Company reps promised us the base model will be “comfortably” less than $30,000. Aaron Gold

2022 Toyota GR 86

22 MOTORTREND.COM DECEMBER 2021

PRICE

$29,000-$32,000 (est)

LAYOUT

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

ENGINE

2.4L/228-hp/184-lb-ft DOHC 16-valve flat-4

TRANSMISSIONS

6-speed manual/6-speed auto

CURB WEIGHT

2,800-2,900 lb (mfr)

WHEELBASE

101.4 in

LXWXH

167.9 x 69.9 x 51.6 in

0-60 MPH

6.1-6.6 sec (mfr est)

EPA FUEL ECON

19-20/26-30/21-24 mpg (est)

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Technologue Porsche to race on $45/gallon eFuel from direct air carbon capture. ost months I use this space to explore some brand-new technology that promises to make motoring safer, cleaner, more convenient, or somehow better in the future. As I noted in my online September 2019 recap of 37 years of “Technologue” columns (many predating my tenure here), the percentage of subjects that had by then reached production was a rather disappointing 36. So this month, permit me to thank Porsche for helping bring a topic I’ve frequently covered to fruition: eFuel from direct air carbon capture. My July 2008 and March 2012 columns both looked forward to a day when we might pull CO2 directly out of the sky and turn it into fuel. In October 2018 I reported about a company poised to begin producing just such an e-fuel from direct carbon capture. It was producing two barrels of fuel per day back then, and its planned larger facility in West Texas seems stalled in the planning stages. But way down on South America’s windy southern tip, just north of Punta Arenas, Chile, the Haru Oni plant has just broken ground, and by 2022 it will produce enough green hydrogen and scrub sufficient CO2 from the atmosphere to produce almost 200,000 gallons of green methanol. A portion of this will be subsequently converted into roughly 34,000 gallons of green gasoline—all of which will be shipped to Porsche for use in motorsports. In the Magallanes region of Chile, extreme low-pressure systems created by the meeting of the Atlantic and Pacific oceans power strong williwaw winds. The wind power consistently available there is roughly four times greater than any place on the European continent, which is one reason the plant is in Chile and not in Europe. The project is a joint effort between HIF (Highly Innovative Fuels), Siemens Energy, ExxonMobil, and the Chilean oil and gas companies ENAP and Empresas Gasco. Once it reaches full commercial capacity in 2026, the plant will be able to produce 1 million tons of green methanol per year, of which a portion will be upconverted to 145 million gallons of gasoline. In the first year, a 3.4-megawatt Siemens Gamesa wind turbine will power a Siemens Silyzer 200 protonexchange membrane to produce green hydrogen from water via electrolysis at 65 percent efficiency. Commercialization will up the wind power to 2.5 gigawatts (scaling up the electrolysis accordingly), and further efficiency improvements are expected within the next five years. A Global Thermostats system extracts CO2 from the air using an amine-based sorbent coating on a porous ceramic honeycomb matrix. CO2 is periodically “washed off” by low-temperature steam to yield 98 percent pure CO2. Green methanol is then formed by running the hydrogen

24 MOTORTREND.COM DECEMBER 2021

Anode

H+

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Cathode

A protonexchange membrane like the ones powering fuel cells runs backward to turn water into the hydrogen that provides the energy in the hydrocarbon fuels. PEM prices have fallen dramatically since my earliest columns on CO2 -to-fuel technologies.

H2 O

and CO2 through a Johnson Matthey copper-zinc catalyst. Finally, the methanol is vaporized, superheated, and fed to a fluid-bed reactor where an ExxonMobil catalyst helps convert it to gasoline, with water as a byproduct. (This seems simpler than the system in my 2018 column.) The additives and blending required to ensure eFuel can serve as a “drop-in” replacement for crude-based gasoline lowers its carbon intensity figure to around 10, not zero. That still means burning it results in 90 percent less net carbon than standard gasoline, with identical performance properties. What does it cost? Porsche pegs the initial price at 10 euros per liter ($44.73 per gallon!) but expects efficiencies of scale and technology to reduce that to $7.57/gallon by 2026. The automaker initially plans to run its race cars on eFuel in the Mobil 1 Porsche Supercup F1 support series but may eventually use it to fill new road cars at the factory as well as the vehicles used at Porsche Experience Centers. The eMethanol produced in the same plant might someday power the ships that deliver new Porsches. But the end game is to ensure there’s a carbon-neutral fuel that can power the 70 percent of all Porsches ever built that are still on the road long after the new car fleet is fully electrified. Q The initial pilot plant will be powered by a single giant windmill, but much larger wind farms will be requred once the operation is scaled up.

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

Your Say... Letter of the Month The whole stick-shift debate is near and dear to my heart. Seeing the Motor MythBusters article (September) about the modified Honda CR-Z gave me hope. That would be the car of the future for me; I’ve long said I would drive a hybrid or even an electric car only if it were a manual. For me, driving a manual is not about the power but about involvement and immersion in the driving experience. I’m sure the computers can do a whole lot better, but that’s not the point. Susan Lyttek Springfield, Virginia

To the Victor Goes the Complaints I’m surprised and disappointed how Angus MacKenzie gushes over the Aston Martin Victor in the October issue. The body styling looks like something penned by a middle schooler during study hall. And how long would anyone put up with that ridiculous “steering yoke” before getting in an accident? Goes to show what ignorant people with too much money will get made for themselves. And what greedy, desperate niche car companies will build to turn a profit. Joseph Romano Via email

Going Plaid Unlike some who criticize Elon Musk for an apparent obsession with acceleration, I see it as a masterstroke. Talking heads can talk green till they turn that color, and marketing types can try to convince people range anxiety is fading into the past. These subjects will at best get people to tolerate the change they are forced to accept. The right way to get the masses to want change is to ignore the paradigm shift of electric versus internal combustion. Instead, talk about a car, especially one that is basically “the car of the future on the road today” as an object of fantasy and lust. Most people don’t really care about 0–60 acceleration the way enthusiasts do, but it is still the magic number that gives a car a special aura. Fifty years ago, people who lived in the slow lane still opted for V-8s because of how the potential made them feel about themselves. So, I read the Tesla Model S Plaid first test (October) with more than a little interest. I was not disappointed by the car

Reader on Location This month’s Reader on Location is David Storkson of Carlsbad, California, who wrote to us from Europe: “We are vacationing in Italy’s Lake District, but we first spent a few nights in Milan to see the magnificent Gothic Duomo, Leonardo da Vinci’s The Last Supper, and the Sforzesco Castle. The Alfa Romeo Museum is just outside of Milan, and of course I had to visit this wonderful collection of fantastic historical automobiles. This is a picture of me with a gorgeous 8C. Bellissima!”

or your coverage, but the math says Tesla doesn’t have the 2.0-second capability yet, much less the actual achievement. Zero to 60 mph in 2 seconds means 0 to 88 feet per second in 2 seconds. 1.00 g is 32 feet per second acceleration. This means 1.375 g average is required for the 2-second dash, 1.389 for the 1.98 claim. You list the “peak” g as only 1.30. Allowing for the sticky surface and the launch preparations, the car was not capable of even peaking at the 1.375/1.389 g that it would need to average to be capable of those speeds.

The math says no amount of preparation can truly achieve a 2.0-second run until the vehicle is capable of a peak g figure above the required average g. Mark Hertzberg New York City It’s worth remembering our 0–60 times use a 1-foot rollout, which changes the equation. And with peak torque at zero rpm, a peak g level well above what we reported likely occurred in that 1-foot rollout.—Ed.

What does a 0–60 time of 2.07 seconds mean in terms of forces on vehicle occupants? Would it be in the same realm as fighter pilots experience during a catapult launch from an aircraft carrier? At what point would the driver be lightheaded? Steve Hicks Via email The average aircraft carrier launch imparts 3–4 g. The average human can withstand 9 g, about the max turn rate of a frontline fighter jet, for a few seconds. We’re a long way from a car causing us to pass out.—Ed.

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FEATURE I Lucid Air Dream Edition R

ELON’ S NIGHTMARE? WORDS JONNY LIEBERMAN PHOTOGRAPHY AMIR SAIDI

he 2022 Lucid Air Dream Edition R is a 966-hp electric luxury sedan that can drive 481–520 EPA-certified miles on a single charge. I witnessed and experienced the latter firsthand. The former? Not so much, but you’ll need to keep reading. There’s also an Air Dream Edition P

26 MOTORTREND.COM DECEMBER 2021

(P stands for Performance; R means Range) that makes 1,111 hp and offers a range of 451–471 miles. Now get this—they cost the same price. So, you choose: Do you want a sleek-looking EV with nearly 100 hp more than the Tesla Model S Plaid? Or do you want the car that makes more horsepower than any

Lamborghini ever made, beats the Tesla Model S Long Range at its own game by more than 100 miles, and puts the very notion of range anxiety out to pasture? I won’t be much help answering that question, as I only drove the R. However, as the first person not on Lucid’s payroll to drive any Air, I discovered plenty to talk about.

LUCID MOTORS’ ALL-ELECTRIC FIRST CAR IS ABSOLUTELY A THREAT TO TESLA AND OTHER LUXURY AUTOMAKERS

Lucid’s CEO/CTO is a Welshman named Peter Rawlinson, who showed up to our drive wearing racing boots. He was previously Lotus chief engineer as well as chief engineer for the Tesla Model S. Rawlinson’s ideal car rides like a Mercedes-Benz S-Class and drives like a Lotus. He strongly feels the key

to electric cars is the miniaturization of their parts. The original Tesla Model S P85 rear-drive unit weighs 295 pounds and produces about 416 horsepower, for a power density of 1.41 hp per pound. The Air uses the same motor (not the same as Tesla, to be clear) front and rear; each weighs 163 pounds yet can produce 670

horsepower and spins at 20,000 rpm for a power density of 4.11 hp per pound. That’s nearly three times better. Also, unlike Tesla, Lucid bothered to put a proper interior in its car. The Air looks good, especially kitted out in Eureka Gold. The stainless-steellook roof brings a little bit of DeLorean DECEMBER 2021 MOTORTREND.COM 27

FEATURE I Lucid Air Dream Edition R

The Lucid Air has quite the luxurious interior, unlike its chief six-figure rival, the Tesla Model S.

nostalgia to mind, and the overall effect is something like a Citroën DS redesigned for Blade Runner. Some folks have criticized the design for being too simplistic, but there’s purposeful futurism to the form, and it pops in person. Lucid initially offers the Air only in black, white, or gold; I’ve seen it in a deep oxblood burgundy, however, and that too looks fantastic. Maybe Lucid’s firstever car doesn’t translate well into two dimensions, but in person it is distinctive even if it’s not quite stunning. The inside is another matter entirely. Wow. Whereas every Tesla since day one has seemingly shipped without a

28 MOTORTREND.COM DECEMBER 2021

finished interior, Lucid not only crafted a perfectly wonderful luxury-car cabin, but it also smartly avoided the screens über alles aesthetic that plagues cars like the Mercedes-EQ EQS. In terms of screens, Lucid did a nice job of splitting the difference between the Model S and the EQS, the other two big electric sedans available now. The three screens don’t dominate the cabin the way their counterparts do in both the Tesla and Mercedes. As for the rest, the 2022 Lucid Air Dream Edition R comes filled with fantastic materials: wood, leather, metal, Alcantara, quality plastics, and even linenlike fabric. This isn’t just a great interior for an electric vehicle—it’s one of the nicest interiors in the car world. Also,

there are physical controls for fan speed, temperature, volume, and the dome light. A favorite detail is the little Bear Republic emblems stitched onto the sides of the front seats. Subtle and brilliant. Does the Air drive like a Lotus? Short answer: No. Slightly longer answer: The Dream Edition R reminds me of a Nissan GT-R, especially one of the NISMO GT-Rs. The car’s handling is the big surprise. You know a 966-hp car will be speedy, and I’d ridden around WeatherTech Raceway Laguna Seca in an Air before, so I knew how quick it is and how lovely its cabin is. I even knew the company’s range claim was legit. I assumed the Dream Edition R would be decent enough to drive around big sweepers, but about 10 miles into our run

With any other EV, Lieberman and Lucid CEO Peter Rawlinson (right) would be eating on its charging schedule, not their own.

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FEATURE I Lucid Air Dream Edition R

up Angeles Crest Highway, I discovered the car enjoyed being manhandled through tight corners. The harder I pushed, the better the Lucid Air got. It leaps and bounds out of corners, much like the way a NISMO GT-R behaves. The “throttle” pedal unleashes a tsunami of thrust that the smart all-wheel-drive system takes full advantage of: When you’re mostly pointed straight, the Air is mostly rear-wheel drive.

30 MOTORTREND.COM DECEMBER 2021

LUCID’S AIR DREAM EDITION R IS SHOCKINGLY FAST, WITH QUICK, WELL-WEIGHTED STEERING. HERE’S THE KICKER: THE FULL PRODUCTION CAR WILL BE EVEN BETTER.

This car is shockingly fast, with quick, well-weighted steering. It’s difficult to call anything exceeding 5,000 pounds a sports car (Lucid says it weighs around 5,050), but after what I experienced it’s equally hard to not to think of the Air Dream R as a four-door, five-passenger luxury GT-R. Here’s the kicker: The full production car will be even better, as the traction control will not be stuck fully on, and Lucid promises to retune the front

suspension. Right now, the car’s rear end is fantastic—planted, properly damped— but the front end needs to be tied down a bit more. David Lickfold, Lucid’s director of chassis and vehicle dynamics, said the front spring rate will be reduced by 10 percent before the start of production, the anti-roll bar will be stiffened, and the active dampers will get an adjustment. Can’t wait. Here’s the other kicker: Lickfold was (needlessly, as it turned out) worried about the road quality up on Angeles Crest, and he strongly suggested I leave the Air in Swift mode. Lucid Air models have three drive modes, named Smooth, Swift, and Sprint. Smooth limits the motors to 670 hp and lb-ft, softens the dampers and the brake pedal feel, and removes some heft from the steering. Lickfold said Swift allows 784 hp, and it firms everything up dynamically. Sprint is full-power mode, 966 horses’ worth, with the dampers set to extra flinty. Also, Sprint does some sort of Tesla Plaid–like battery conditioning where you sit and wait while all 6,600 cells are cooled or heated to an ideal temperature. Our drive time was limited, and 784 horsepower seemed like plenty, so I left the Air in Swift mode. Imagine my horror the next day when Emad Dlala, Lucid’s senior director of efficiency and energy technology, casually

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FEATURE I Lucid Air Dream Edition R mentioned Swift mode was only about 69 percent (670 hp, same as Smooth) of the Air’s total power output. Lickfold had made a mistake and quoted the Lucid Air Dream P model’s Swift mode output, which is 784 hp. Still, I remain blown away by how great the car was at 69 percent power. (Swift does have more torque than Smooth.) Here’s the whole power enchilada: In both Smooth and Swift, the Dream Edition R puts out 670 hp, and in Sprint that rises to 966 hp. For the Dream Edition P, the numbers are 784 hp in Smooth and Swift and 1,111 hp in Sprint. Torque output in the three modes is 670, 738, and 885 lb-ft for the R and 738, 799, and 922 for the P. In Sprint mode with launch control, however, peak torque is 1,025 lb-ft for both R and P. Since the Tesla Model S first appeared, we’ve conducted range tests in the following manner: The EPA says the range is 250 miles, so we’re going to drive the car exactly 250 miles. That’s 250 miles in extreme heat with no air conditioning, radio, or lights if need be. There was some relevance to this back when EVs were new and chargers were scarce, but these days? Why suffer? We know the bulk of the EPA’s testing takes place at 27

32 MOTORTREND.COM DECEMBER 2021

luxurious. It rides rather well in Smooth mode, with just a hint of waft, which is good in a luxury car. There’s a bit of wind noise, but it’s not bad by any stretch of the imagination. We were on a smooth road, and tire noise was minimal. It’s worth noting the Air was fitted with different wheels and tires on different days. On Angeles Crest, the cars were on 21-inch wheels wrapped in grippier, range-sapping Lucid-spec Pirelli P Zeros measuring 245/35 up front and 265/35 at the rear. For the road trip, the car sat on 19s wearing Lucid-spec low rolling resistance all-season P Zeros, 245/45 front and rear. Why the switch? Lucid offers customers mph. Ambient temperature, the way you wheel and tire choices as options, and this accelerate, if you turn the Lucid Air’s seri- way I got to experience both. Even with ously rocking seat massage function on, the big glass roof (the only way it comes and even the weight of the driver impact for now, but a different roof option is the car’s range. Plus, there are chargers all inbound) and Central California sunshine over the place in California. in August, I wasn’t boiling. I initially Because the Lucid has a massive set the air conditioning to 69 degrees; 113-kWh battery and the Dream R model I thought it better to save a little juice, has an official range of 520 miles on however, so I cranked it back to 71. 19-inch tires, we decided to just drive from We took Interstate 5 north to 46 west L.A. to San Francisco, about 350 miles, the (passing where James Dean met his same way the owner of a $170,000 autodemise) and popped out in Paso Robles mobile would do it: Straight shot, driving for lunch. We’d covered 205 miles, and with the flow of traffic, and if the battery my Air Dream showed 286 miles of range needs some juice, we’ll find a charger. remaining. Good news, because our destiJust like the day before on Angeles Crest, nation—H.Q. Milton, a wonderful vintage Rawlinson was in his own Air Dream R watch shop in San Francisco’s Mission behind me, Lucid’s PR and engineering District—was 204 miles away. Once we teams followed us, and speed limits would parked, I opened the Electrify America be (mostly) obeyed. We rolled out of app on my phone and saw there were two Lucid’s Beverly Hills showroom at 7 a.m. with 503 miles of range showing. I got on the freeway in Smooth mode and set the cruise control to 67 mph. This was going to be a long one. The Air is quiet, comfortable, and

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The key to Lucid’s assault on Tesla is twofold: miniaturizing powertrain components and superior battery technology. The former enables a power density almost three times greater than a Tesla’s, and the latter contributes to significantly better range. Will the market care?

34 MOTORTREND.COM DECEMBER 2021

FEATURE

OUR TRIP ADDED UP TO 409 MILES. THE 2021 TESLA MODEL S LONG RANGE’S RATING PER THE EPA: 405 MILES.

2022 Lucid Air Dream Edition R

Level 3 chargers five blocks from our lunch stop. With Lucid’s 924-volt architecture, a Level 3 charger would have practically refilled the battery by the time lunch was through. However, these long-range EV mileage tests are passé unless you’re a brand-new electric car company trying to prove a very specific point, and I had no doubt by this stage that both Lucids would make it on one charge. So we didn’t bother plugging in. If you combine the pre- and post-meal legs of our journey, 205 plus 204 miles, that adds up to a 409-mile trip. The

BASE PRICE

$170,500

VEHICLE LAYOUT

Front/rear motors, AWD, 5-pass, 4-door sedan

MOTORS

2 AC permanent-magnet electric, 966 hp/1,025 lb-ft (comb)

TRANSMISSION

1-speed auto

CURB WEIGHT

5,050 lb (mfr)

WHEELBASE

116.5 in

LXWXH

195.8 x 76.2 x 55.6 in

0-60 MPH

2.7 sec (mfr est)

EPA CITY/HWY/ COMB FUEL ECON

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ON SALE IN U.S.

Fall/winter 2021

2021 Tesla Model S Long Range’s range rating according to the EPA: 405 miles. And yes, both 2022 Lucid Airs made it to San Francisco with plenty of juice left in their “tanks.” My Lucid showed 69 miles of range remaining, and Rawlinson’s was good for another 107. Why the discrepancy? The Lucid CEO is much better than I am at hypermiling. I just drove with my usual lead foot and checked out the various seat massage modes. After we looked at some lovely vintage watches (the $140,000 Rolex “Platona” platinum Daytona caught my overzealous eye), DECEMBER 2021 MOTORTREND.COM 35

FEATURE I Lucid Air Dream Edition R

DAVID LICKFOLD, LUCID’S DIRECTOR OF CHASSIS AND VEHICLE DYNAMICS, SAYS THE COMPANY WENT THROUGH SOME DARK TIMES, BUT IT’S BEEN WORTH IT.

36 MOTORTREND.COM DECEMBER 2021

we hopped back in the Airs and drove an additional 36 miles to Lucid’s headquarters in Newark, California. I rode in the Air’s spacious rear seat and had Lickfold chauffeur me. We spoke about how he’s been with Lucid for more than six years and about how the company went through some dark times getting to today. He feels it’s been worth it. Not wanting to show my hand, I silently agreed with him. But what a fantastic machine Lucid has created. Once we arrived, my limo still had 30 miles of range on the clock, and Rawlinson’s car amazingly had 72. This meant my Lucid Air Dream Edition R had the potential to go 475 miles, whereas Rawlinson’s could have traveled 517 miles on a single charge. That’s a gauntlet dropped at the feet of you know who. Also, remember range anxiety? As with the internal combustion engine, it’s a thing of the past. The future is now for the Lucid Air. Well, soon, anyway: Rawlinson and Lucid’s PR department remain a bit vague about when cars will reach customers, but the company aims to commence deliveries before 2021 concludes. Q

2022 MOTORTREND SUV OF THE YEAR

WELCOME TO THE PARTY

JUDGES/TESTERS ERICK AYAPANA Associate Road Test Editor DUNCAN BRADY Associate Editor MIGUEL CORTINA Mexico Editor

GORDON DICKIE Automotive Industry and Engineering Expert GREG FINK Senior Editor MICHAEL FLOYD Director of Editorial Operations

ZACH GALE Buyer’s Guide Director ALAN LAU Road Test Analyst ALEX LEANSE Associate Editor JONNY LIEBERMAN Senior Features Editor

ED LOH Head of Editorial FRANK MARKUS Technical Director ALISA PRIDDLE Detroit Editor CHRIS WALTON Road Test Editor

COVER STORY

WORDS AND PHOTOGRAPHY MOTORTREND STAFF

VIRTUALLY EVERYONE SEEMS TO DRIVE AN SUV TODAY— BUT WHICH ONE SHOULD YOU DRIVE? ACURA MDX • CHEVY BOLT EUV • FORD BRONCO • FORD BRONCO SPORT • FORD MUSTANG MACH-E GENESIS GV70 • HYUNDAI SANTA FE • HYUNDAI TUCSON • INFINITI QX60 • JAGUAR F-PACE JEEP GRAND CHEROKEE L • JEEP GRAND WAGONEER • JEEP WAGONEER • JEEP WRANGLER 392/4XE KIA SORENTO • LAND ROVER DISCOVERY • LEXUS NX • MITSUBISHI OUTLANDER • NISSAN PATHFINDER PORSCHE TAYCAN 4 CROSS TURISMO • VOLKSWAGEN ID4 • VW TAOS • VOLVO XC40 RECHARGE PHOTOGRAPH: BRANDON LIM

DECEMBER 2021 MOTORTREND.COM 39

2022 MOTORTREND SUV OF THE YEAR

GETTING SCHOOLED

Behind the Scenes at MT’s 2022 SUV of the Year

Whereas the Inklings bonded over their love for the written word—which we share—the particular connection between us Lizards was our passion for well-executed automobiles. Between sips

40 MOTORTREND.COM DECEMBER 2021

of margaritas prepared by Mexico editor Miguel Cortina, cups of coffee spiked with Irish cream, or glasses of Fernet with Coke, the SUV of the Year team laid out their cases for and against the various contenders, all while considering them against our six criteria: efficiency, value, advancement in design, safety, engineering excellence, and performance of intended function. The winner must excel across the board, and it’s worth noting we evaluate each vehicle in terms of its segment, not against the field. Of course, the Lizard Lounge occupied but a small portion of our time in the desert. We spent the majority of it in sweltering heat at Honda Proving Center of California in Cantil, roughly a 40-minute drive from Tehachapi. Given the time we needed to rise and the commute, in some ways it felt as though we were magnet students heading to a school with a specialized curriculum dedicated to modern SUVs. Although the 11 judges on hand chose our winning SUV—including Gordon Dickie, whose insights from years of working with various manufacturers were an invaluable contribution—there is no SUV of the Year without myriad additional staff and crew, including Vance and associate photographer Brandon Lim handling

Honda Proving Center provides a closed environment to test everything you’d want to know about how an SUV performs.

Judges generate reams of notes in between driving. Priddle and Dickie discuss findings.

imagery; road test editor Chris Walton, associate road test editor Erick Ayapana, and road test analyst Alan Lau on vehicle logistics and testing; and videographer Alex Valencia, among many more. Much as legal scholars debate interpretations of the U.S. Constitution’s amendments, MT judges discuss the intention and interpretation of the SUV of the Year criteria. For instance, a number of judges view performance of intended function narrowly, contending off-road capability is by definition an intended function of any vehicle that dares to call itself an SUV. Others, however, don’t agree with such a strict definition of the class and believe it’s not an absolute requirement to carry the “SUV” moniker. This discourse came to a head when a handful of judges contested the Ford Mustang Mach-E’s ability to perform its intended function because neither Mach-E—rear- or all-wheel-drive—on hand could crest a small grade covered with sand within Honda’s proving ground. While more traditional judges thought the Ford’s failing in this area was tantamount to treason against SUV-kind, the more flexible judges argued such abilities aren’t part of the intended function of the on-road-oriented vehicle. After some back and forth, the two sides compromised, agreeing the electric Ford had a good showing in performance of intended function in many other ways while also acknowledging its poor execution on the hill was a bit of a scarlet letter. Especially given that a number of other contenders with similar functional intentions successfully sauntered through the same sand. Dozens of these debates, discussions, and compromises saw the judges whittle

Clockwise from top: The winding road, ride road, and powersports complex are among venues we subject every contender to.

Our 27.6-mile finalist loop around Tehachapi, California, includes 1,000-foot elevation changes, freeway driving, twisty canyon roads, and even railroad crossings.

the list of contenders to a smaller batch of finalists for the coveted Golden Calipers. We then took these models back to Tehachapi for two days of additional scrutiny on public roads. If the rigorous and regimented proving ground was where we underwent a formal education on this year’s crop of new SUVs, then the undulating pavement, twisting tarmac, and long stretches of highway where we evaluated the finalists were analogous to post-graduate life. We knew the chosen few were capable of high marks in most of our SUV of the Year criteria, but we needed to know if their skills would transfer successfully to the real world. By the end, we had a near-unanimous opinion on which vehicle stood above all others We had named the 2022 MotorTrend SUV of the Year. We’ll be back next year, of course. While the cast of SUVs will change, the criteria, the rigorous testing, and in-depth evaluation—and hopefully, the Lizard Lounge—will remain. Greg Fink When testing limits, sometimes you exceed them, as this Mach-E did on a sand course.

Contenders 2022 Acura MDX

PROS New 10-speed transmission paired with dulcet V-6

• Sharply tailored sheetmetal • Strong on standard features CONS Trackpad-controlled infotainment system • Joyless third row • Inconsistent road manners

he 2022 Acura MDX faced lots of pressure this year. The three-row SUV is the brand’s flagship and the sole Honda Motor Co. representative in this SUVOTY field, as no new Hondas were eligible. Add in that we’re on Honda’s home turf at its California Proving Center, and the MDX should come up aces, right? On the tarmac, the MDX projects standout style. “Its new styling looks sharp, striking, and modern,” associate editor Alex Leanse said. “There’s enough complexity to grab your eye without going overboard; it’s a great look that’s distinctly Acura.” Interior-wise, our judges split on the styling and control layout. Some called out the perforated leather seats as supportive, but

SPECS Base Price/As Tested

judges had difficulty finding the heating and cooling controls on the center stack. Others hailed the smartphone charging pad under the wrist rest as a solid design, but at the expense of storage space for other items. There’s not much more we should say about the wonky trackpad controls. The concept that previewed this latest MDX featured a touchscreen, so Acura likely plans to switch to such an interface soon.

As a premium people mover, the MDX has a comfortable, well-appointed second row. “All power options (110V and 12V) in the middle row, two USB-A slots, plus climate controls, seat heaters, window shades, and vents,” noted technical director Frank Markus. Although third-row access was hailed as the best across the board, the seating is a different story. “The buttons to fold the second row are perfect,” buyer’s guide director Zach Gale said. “Anyone can use and find them, and it works quickly. Bravo. Too bad you’d never want to spend time back there.” He echoed a sentiment most judges felt: The MDX needs more basic features such as USB ports and additional HVAC vents for occupants in the third row. Although the 290-hp 3.5-liter V-6 carries over from the previous generation, it’s mated to a new 10-speed transmission. The

combination delivers thrust that sounds sweeter than the 7.5-second 0–60 time we clocked. The steering came in for frequent comment from our judges, and they were split on ride quality. “Steering was too light for my driving and offered little to no on-/off-center feel and lacked torque build up through winding-road bends,” guest judge Gordon Dickie said. “On Honda’s 110 freeway [re-creation] at 50 mph, the MDX tended to pick up secondary motion and was a little harsh on expansion joints.” Detroit editor Alisa Priddle disagreed; she found the steering “light but responsive” and was impressed with the chassis and suspension. Despite having no fancy dedicated off-road modes, Honda’s sandy and silty off-road loop was no challenge for the MDX. We turned traction control off and engaged Sport or Snow modes for more power/wheelspin, or we simply left the Acura in Normal driving mode and cruised through. Some of the MDX’s driver assistance systems didn’t fare so well. “On dark black asphalt with bright white lines painted on either side, this lane centering system never picked up the lanes or actually started lane centering,” Markus said. “Not impressive on its home track.” The MDX is not our 2022 SUV of the Year, but it does succeed with many key attributes popular among buyers of FWD-based three-row SUVs. “Chiefly, it looks great, its cabin feels nice, and it’s priced attractively,” senior editor Greg Fink said. Edward Loh

2022 Acura MDX SH-AWD

Power (SAE net)

$50,245/$62,495 290 hp @ 6,200 rpm

Torque (SAE net)

267 lb-ft @ 4,700 rpm

Accel, 0-60 mph

7.5 sec

Quarter Mile

15.8 sec @ 88.6 mph

Braking, 60-0 mph

133 ft

Lateral Acceleration

0.82 g (avg)

MT Figure Eight

27.2 sec @ 0.63 g (avg)

EPA City/Hwy/Comb

19/25/21 mpg

VEHICLE LAYOUT Front-engine, AWD, 7-pass, 4-door SUV ENGINE/TRANSMISSION 3.5L direct-injected SOHC 24-valve 60-degree V-6, 10-speed automatic CURB WEIGHT (F/R DIST) 4,560 lb (58/42%) WHEELBASE 113.8 in LENGTH x WIDTH x HEIGHT 198.4 x 78.7 x 67.1 in ON SALE Now

42 MOTORTREND.COM DECEMBER 2021

Contenders I SUVOTY

2022 Chevrolet Bolt EUV

PROS Super Cruise hands-free highway driving assist

• Brakes feel natural • Button for one-pedal driving CONS Lacks AWD • Top trim price deserves better materials • Relegated to average status among new EVs

ith the 2022 Bolt EUV, Chevrolet looked to address the shortcomings of the regular Bolt hatchback while also offering something in the increasingly hot electric SUV space. To increase development speed and cost savings, the Bolt EUV uses the now slightly upgraded but nevertheless aged electrical powertrain platform and batteries of its hatch sibling, all while every other new and forthcoming General Motors EV will take advantage of the stateof-the-art BEV3 architecture and Ultium battery system. Although Chevy has tried to convince everyone the regular Bolt is an SUV, the new EUV actually is more of one. It looks the part, and it’s certainly more versatile.

SPECS Base Price/As Tested

The EUV is 6.3 inches longer than the Bolt EV and rides on a wheelbase stretched by 2.9 inches. The result is an additional 3.1 inches of rear legroom, making this a more usable, roomier compact SUV. It has decent cargo space and underfloor storage, boosting its practicality quotient. The EUV also piles in a sunroof and an upgraded interior with touches such as blue contrast stitching, but the Premier trim at our event, which costs more than $43,000, should really chill with the hard black plastic and include comfort features like air vents for rear-seat passengers. One selling point: GM’s excellent Super Cruise highway driving assist system, no longer exclusive to Cadillac. It’s standard on the

we experienced pronounced body roll and what road test editor Chris Walton could only describe as “howling, massive understeer.” EPA-rated range is passable at 247 miles, and the onboard charging cord can be plugged into 120- or 240-volt sources. But with only a single motor up front, it lacks AWD, making it a nonstarter in deep sand and squirrely on gravel. “The Bolt might work as a car, but it doesn’t as an SUV,” Mexico editor Miguel Cortina said. The Bolt EUV did impress in certain ways. Chevy did a nice job integrating the large infotainment screen into the dashboard so as not to overwhelm. There are myriad ways to customize the information it displays, and data nerds can geek out on graphics showing power usage. The Bolt hatch’s clever estimated range display is used here, too; we love the maximum and minimum totals

Launch Edition and a $2,200 option on Premier models. The Bolt EUV does not get the enhanced version of the system that makes lane changes, but it’s still an excellent feature for commuters, allowing handsfree operation on hundreds of thousands of miles of mapped freeways. Lower trims can get adaptive cruise control. Buyer’s guide director Zach Gale applauded the physical button to activate one-pedal driving, the paddle to regulate regenerative braking, and the practical controls on the back of the steering wheel spokes. The brakes feel remarkably natural for an EV, but technical director Frank Markus called out a suspension that bottomed out over obstacles, pronouncing it “one of the most poorly behaved vehicles” among our contenders on harsh surfaces. On the handling track and during figure-eight testing,

that account for driving styles and conditions. The original Bolt was our Car of the Year in 2017, when modern EVs were still somewhat rare. Five years later, EVs come in many sizes and shapes and from manufacturers the world over, and it takes more than what the Bolt EUV has to offer to rise even to the top of its own segment, never mind being named SUV of the Year. The EUV is a better Bolt and a decent commuter vehicle, but as director of editorial operations Mike Floyd noted, “It’s been lapped.” Alisa Priddle

2022 Chevrolet Bolt EUV

Power (SAE net)

$33,995/$43,685 200 hp

Torque (SAE net)

266 lb-ft

Accel, 0-60 mph

6.7 sec

Quarter Mile

15.2 sec @ 92.5 mph

Braking, 60-0 mph

133 ft

Lateral Acceleration

0.73 g (avg)

MT Figure Eight

28.3 sec @ 0.60 g (avg)

EPA City/Hwy/Comb

125/104/115 mpg-e

VEHICLE LAYOUT Front-motor, FWD, 5-pass, 4-door SUV MOTOR, TRANSMISSION Permanent-magnet electric, 1-speed automatic CURB WEIGHT (F/R DIST) 3,766 lb (56/44%) WHEELBASE 105.3 in LENGTH x WIDTH x HEIGHT 169.5 x 69.7 x 63.6 in ON SALE Now

DECEMBER 2021 MOTORTREND.COM 43

SUVOTY

The Santa Fe’s hybrid engine and six-speed automatic is our choice of the two models represented at SUVOTY.

Contenders

2021 Hyundai Santa Fe

Hyundai has relatively little body roll on paved curves and good ground clearance and capability off-road, though as regards the latter, the traction and stability control systems seriously limit power when traction is limited. Detroit editor Alisa Priddle also mentioned “a lot of body jiggles on uneven surfaces.” Multiple judges noted low-speed refinement issues— rough shifts, primarily—with the dual-clutch automatic mated to the Santa Fe Calligraphy’s powerful 2.5-liter turbo-four. For that reason, the quiet, efficient,

PROS Luxury-level materials • Standard safety features • Capable in slippery conditions CONS Questionable front-end design • Button-heavy interior • Unrefined dual-clutch transmission

reasonably quick hybrid would be our pick of the two powertrains represented at our event. In fact, the turbo powertrain’s clunky dual-clutch had us thinking some buyers might be better off with the base engine and its conventional eight-speed automatic. We do appreciate the Santa Fe’s standard active safety features, which include adaptive cruise control, lane keep assist, and automatic emergency braking (among others). Both of our test vehicles were also fitted with Hyundai’s excellent Highway Drive Assist adaptive cruise control/lane centering system. The Santa Fe is a well-packaged, attractively priced, and nicely appointed SUV that offers decent value, but it simply doesn’t stand out in a crowded, competitive landscape such as its segment or our SUVOTY competition. Well, except for that grille. Duncan Brady

yundai’s significantly refreshed midsize SUV looks nearly identical to its predecessor from the profile and rear, but, oh, that front end. As one judge phrased it, “The new sneering jack-o-lantern visage is neither welcoming nor attractive.” Thankfully for Hyundai, things improve from there. We had two examples present at SUVOTY, one with a 2.5-liter turbo-four and one with a conventional hybrid powertrain. (A plug-in model is also available, but it didn’t make an appearance.) Both were uplevel trims, which was clear as soon as we stepped inside. Thick, quilted leather; heated and ventilated seats; and an especially well-designed vertical wireless charging pad speak to a level

SPECS Base Price/As Tested

of quality, thoughtfulness, and feature content that wouldn’t be out of place from a proper luxury badge. There are clever storage solutions, too, including a sizable shelf under the shift buttons and another ahead of the passenger. Numerous judges pointed out the overwhelming field of buttons below the large central infotainment display. Thankfully, the layout is relatively intuitive, and as a general rule we’ll take

crowded controls over confusing ones. Hyundai provides plenty of digital real estate, too, including high-resolution infotainment, instrument cluster, and head-up displays. The Santa Fe also earns points for a spacious cargo area with remote power folding for the second-row seats. As much as the interior impresses, the Santa Fe provides an adequate but anodyne driving experience. The midsize

2021 Hyundai Santa Fe 2021 Hyundai Santa Fe HTRAC 2.5T (Calligraphy) HTRAC Hybrid (Limited)

Power (SAE net)

$43,635/$43,790 277 hp @ 6,000 rpm

$41,135/$41,690 177 hp @ 5,500 rpm (gas), 60 hp (elec); 226 hp (comb)

Torque (SAE net)

311 lb-ft @ 3,500 rpm

195 lb-ft @ 1,500 rpm (gas), 195 lb-ft (elec)

Accel, 0-60 mph

6.2 sec

8.2 sec

Quarter Mile

14.6 sec @ 98.4 mph

16.2 sec @ 87.6 mph

Braking, 60-0 mph

117 ft

123 ft

Lateral Acceleration

0.83 g (avg)

0.79 g (avg)

MT Figure Eight

26.7 sec @ 0.67 g (avg)

28.0 sec @ 0.60 g (avg)

EPA City/Hwy/Comb

21/28/24 mpg

33/30/32 mpg

CALIGRAPHY; LIMITED VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV; front-engine/motor, AWD, 5-pass, 4-door SUV ENGINE, TRANSMISSION 2.5L turbo direct-injected DOHC 16-valve I-4, 8-speed twin-clutch auto; 1.6L turbo direct-injected DOHC 16-valve I-4 plus permanent-magnet electric motor, 6-speed automatic CURB WEIGHT (F/R DIST) 4,051 lb (59/41%); 4,226 lb (57/43%) WHEELBASE 108.9 in LENGTH x WIDTH x HEIGHT 188.4 x 74.8 x 66.3 in ON SALE Now

Contenders I SUVOTY

An available 10.3-inch widescreen infotainment system is among features that give the Tucson good value.

2022 Hyundai Tucson

segment), and we leaned toward appreciating its extroverted appearance. Praise was far more unanimous for the cabin, with editors showing love for the cargo area’s size, the copious legroom in the rear seats, and generous stowage areas. It also scores high marks for its infotainment and instrument panel layout, but the touch-sensitive controls received a few strikes. “First impressions of this interior are great,” technical director Frank Markus said. “It seems very avant garde, interesting, and unique. I like the diffuse air vents and the all-digital gauge cluster. The perforated seats look high-end, and I appreciate their ventilation.” While there was a lot to like about the Tucson, there simply wasn’t enough in its overall package to move it past its formidable competition, and by

PROS Expressive exterior styling • Interior execution • Cabin room CONS Expressive exterior styling • The 2.5-liter powertrain • Touch-sensitive controls

he new-generation Hyundai Tucson has two big problems, and they’re named the Honda CR-V and Toyota RAV4. Despite neither competing for 2022’s SUV of the Year, the big dogs loom large in the compact crossover segment where the Tucson plays. As a result, the redesigned Korean had its work cut out for it—especially now that both of its Japanese rivals offer hybrid variants. The Tucson offers a hybrid, too, and as far as we’re concerned, it’s the model to get. “The hybrid’s the better Tucson here,” senior editor Greg Fink said. “It sounds better, and its 1.6 turbo and electric motor offer sufficient power and low-end torque.” Other judges were impressed with the Tucson Hybrid’s ability to get off the line

SPECS

under electric power only, as well as the powertrain’s overall operation. Unfortunately, we can’t say the same of the Tucson’s base 2.5-liter inline-four and eight-speed auto, a combination judges criticized repeatedly as underpowered and unrefined. “This engine is barely adequate,” guest judge Gordon Dickie said of the 2.5-liter. “If I were buying a Tucson, I would not consider this powertrain but would instead opt for the pretty excellent hybrid.” Ride- and handling-wise, the Tucson proved capable enough, and it managed the tougher part of the off-road section with relative ease, though editors found some fault with how it performed over the test track’s harsher pavement imperfections.

One thing the Tucson has going for it over the CR-V and RAV4 is its expressive exterior styling, though it cuts both ways with our judges. Most really liked the Tucson’s aggressive front end, but some thought its flanks were too busy and sloppy. Whether you love or hate how it looks, you’re going to notice it (probably a good thing in such a crowded

2022 Hyundai Tucson HTRAC (Limited)

2022 Hyundai Tucson HTRAC Hybrid (Limited)

Power (SAE net)

$37,385/$37,580 187 hp @ 6,100 rpm

$38,535/$38,730 180 hp @ 5,500 rpm (gas), 90 hp (elec); 261 hp (comb)

Torque (SAE net)

178 lb-ft @ 4,000 rpm

195 lb-ft @ 1,500 rpm (gas), 224 lb-ft (elec); 258 lb-ft (comb)

Accel, 0-60 mph

9.3 sec

7.8 sec

Quarter Mile

17.0 sec @ 83.6 mph

15.9 sec @ 84.4 mph

Braking, 60-0 mph

118 ft

129 ft

Lateral Acceleration

0.82 g (avg)

MT Figure Eight

27.4 sec @ 0.61 g (avg)

27.4 sec @ 0.63 g (avg)

EPA City/Hwy/Comb

24/29/26 mpg

37/36/37 mpg

Base Price/As Tested

extension we couldn’t move it on to the final round. Associate editor Alex Leanse summed it up well: “Fully loaded for quite a bit less than $40,000, the Tucson offers a lot—a digital gauge display, perforated leather upholstery, and numerous driver aids among other features that make it a tempting value. But wild styling and great value aside, there isn’t much about the Tucson that advances the state of compact SUVs.” Michael Floyd

LIMITED; HYBRID LIMITED VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV; front-engine/motor, AWD, 5-pass, 4-door SUV ENGINE, TRANSMISSION 2.5L direct-injected DOHC 16-valve I-4, 8-speed automatic; 1.6L turbo direct-injected DOHC 16-valve I-4 plus permanentmagnet electric motor, 6-speed automatic CURB WEIGHT (F/R DIST) 3,689 lb (58/42%); 3,835 lb (60/40%) WHEELBASE 108.5 in LENGTH x WIDTH x HEIGHT 182.3 x 73.4 x 65.6 in ON SALE Now DECEMBER 2021 MOTORTREND.COM 45

SUVOTY

Details like a Bose premium audio system distinguish the QX60 from its Nissan Pathfinder platform mate.

Contenders

2022 Infiniti QX60

Meanwhile, judges dished out mixed reviews regarding the QX60’s on-pavement performance. Some noted excessive body roll on the winding road, but others observed great suspension control, particularly on the separate ride-testing course. “Some of the expansion joints and the rough aggregate surface did excite some of the interior trim,” technical director Frank Markus said, “but this is a fairly smoothriding three-row SUV.” At $61,570, our QX60 Sensory test model came well equipped and showed good value, but it fell

PROS Gorgeous exterior • Modern interior • Easy access to third row CONS Moderate body roll • Troublesome AWD system • Lack of low-end torque

short of advancing as a finalist. Infiniti did a notable job making the SUV nicer than the previous model by adding modern technology, a gorgeous design, and more interior space. Against our criteria (page 12), though, it didn’t stand as strong as some other SUVs in this year’s program. It delivers in terms of advancement in design and presents a strong value, but it needs more in terms of performance of intended function and engineering excellence. Miguel Cortina

limb aboard the 2022 Infiniti QX60, and you feel like you’re in a first-class cabin. The attention to detail, the hidden air vents, and haptictouch controls make for a clean and simple interior. It’s a step above the previous generation and brings a new kind of luxury to Infiniti. Open-pore wood, chrome, and piano-black trim up the look, and the large 12.3-inch touchscreen and 12.3-inch digital instrument cluster deliver modern touches. The attractive styling continues outside, where the QX60 introduces a new design language for the brand. “Elegant, distinctive, and butch,” associate editor Alex Leanse called it. “The exterior shows as much design advancement as anything

SPECS Base Price/As Tested

else here.” Smooth and swift character lines complement slim head- and taillights, mimicking the stunning Monograph concept that appeared last year. Although the platform didn’t change much compared to the previous generation, the 2022 QX60 feels more spacious, particularly in its second and third rows. Third-row ingress and egress is like talking to Siri: Briefly press and hold a button on the side of the second row, and the seat slides forward quickly, leaving enough space for adults to climb in. And once seated in the third row, even our tallest judges didn’t have trouble with head- or legroom. The 3.5-liter V-6 with 295 horsepower and 270 lb-ft of torque carries over from the

previous version, but a new ninespeed automatic transmission replaces the old, lethargic CVT. The new nine-speed is a step up, but judges noted a lack of low-end torque, particularly for freeway merging. On the sand course, the QX60 struggled as the traction control system cut power. “I almost came to a stop a few times even though I had my foot to the floor,” Detroit editor Alisa Priddle said. “I didn’t get stuck, but I did slow down, and it was dicey at times.”

2022 Infiniti QX60 AWD

Power (SAE net)

$50,570/$61,570 295 hp @ 6,400 rpm

Torque (SAE net)

270 lb-ft @ 4,800 rpm

Accel, 0-60 mph

7.3 sec

Quarter Mile

15.7 sec @ 87.9 mph

Braking, 60-0 mph

128 ft

Lateral Acceleration

0.80 g (avg)

MT Figure Eight

28.0 sec @ 0.60 g (avg)

EPA City/Hwy/Comb

20/25/22 mpg (est)

VEHICLE LAYOUT Front-engine, AWD, 7-pass, 4-door SUV ENGINE, TRANSMISSION 3.5L direct-injected DOHC 24-valve 60-degree V-6, 9-speed automatic CURB WEIGHT (F/R DIST) 4,652 lb (56/44%) WHEELBASE 114.2 in LENGTH x WIDTH x HEIGHT 198.2 x 78.0 x 69.7 in ON SALE Now

46 MOTORTREND.COM DECEMBER 2021

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SUVOTY

Jaguar’s new I-6 engine features both a turbocharger and an electric supercharger.

Contenders

2021 Jaguar F-Pace

Gordon Dickie said of the pricey SUV’s steering column. The Jag’s climate controls also failed to make many friends. “I don’t know how many times I touched that Sync button to try to synchronize the dual climate control before realizing you have to push through it and make the whole panel move,” technical director Frank Markus said. Additionally, the updated infotainment system—though an improvement relative to the previous setup—remains rather unintuitive. No doubt, our head found the Jag’s insides somewhat lacking when judged for engineering excellence. Our heart, however, filled with joy as we placed the SUV into gear. No matter the environment, it impressed us with its balance, comfortable ride quality, and dynamic performance. Whether clawing its way through sand and dirt, tackling twisting turns, or

PROS Attractive interior • Sweet and smooth I-6 engine • Still looks great CONS Cheap-feeling capacitive climate controls • Options add up quickly • Unintuitive infotainment system

ur collective head knows we need to judge each and every SUV of the Year contender by six key criteria, but our heart … well, the heart wants what it wants, and for many of this year’s judges, their hearts wanted the Jaguar F-Pace, a model that benefited from a midcycle update for the 2021 model year. Along with a handful of exterior and interior revisions, the 2021 F-Pace trades the 3.0-liter supercharged V-6 of yore for a new 3.0-liter I-6 that features both a turbocharger and an electric supercharger. The prior 2.0-liter turbocharged I-4 carries over in base P250 form, now making 246 horsepower, or 1 hp less than in 2020, while the top-line F-Pace SVR retains its 550-hp 5.0-liter supercharged V-8.

SPECS Base Price/As Tested

Jaguar offers the new six-pot in 335-hp and 395-hp guises, the latter of which the British marque sent to contend in this year’s SUV of the Year shootout. Dubbed the P400 R-Dynamic S (F-Paces with the lesser I-6 are called P340 S), the most powerful six-cylinder F-Pace separates itself from its more plebeian stablemates by way of trim-specific details such as its grille, wheels, and perforated leather sport seats. The cost of entry for all of this? A cool $66,350, or $5,805 more than that of an F-Pace P340 S. Jaguar, however, pulls a page from Porsche’s playbook and asks buyers to drop additional coin for items other automakers often include as standard equipment. For instance, rear privacy glass is a $200 option. As such, this

F-Pace P400 R-Dynamic S stickered north of $80,000. We quickly pegged that sum as a strike under the value criterion. But then we slipped behind the wheel, and our heart grew three sizes. “The interior design feels premium, sporty, and refined,” Mexico editor Miguel Cortina said. Despite its high-end materials and stylish looks, the F-Pace’s cabin was not without faults. “Give me a break—you pay this kind of money, and you get an antique form of manual steering wheel adjustment,” guest judge

simply puttering along at highway speeds, Jaguar’s compact SUV was an absolute pleasure to pilot. Credit its predictable chassis dynamics, well-tuned suspension, and sharp steering, not to mention the powertrain’s smooth operation and progressive powerband. Although the F-Pace certainly triggered our emotions, its driving enjoyment could not quiet our brains’ protests. “I like this thing a lot,” head of editorial Ed Loh said, “but it’s not a standout against any of our criteria.” Greg Fink

2021 Jaguar F-Pace R-Dynamic S

Power (SAE net)

$66,350/$82,245 395 hp @ 5,500 rpm (gas), 10 hp (elec); 395 hp (comb)

Torque (SAE net)

406 lb-ft @ 2,000 rpm (gas), 55 lb-ft (elec)

Accel, 0-60 mph

5.9 sec

Quarter Mile

14.3 sec @ 99.4 mph

Braking, 60-0 mph

116 ft

Lateral Acceleration

0.86 g (avg)

MT Figure Eight

26.4 sec @ 0.68 g (avg)

EPA City/Hwy/Comb

20/26/22 mpg

VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE, TRANSMISSION 3.0L turbo direct-injected DOHC 24-valve I-6 plus permanent-magnet electric motor, 8-speed automatic CURB WEIGHT (F/R DIST) 4,745 lb (52/48%) WHEELBASE 113.1 in LENGTH x WIDTH x HEIGHT 186.9 x 81.5 x 65.5 in ON SALE Now 48 MOTORTREND.COM DECEMBER 2021

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SUVOTY

Contenders

2022 Jeep Wagoneer

gray plastic driftwood” to the Grand’s incredible inlaid waxed walnut trim, and for front seats that offer five massages at three intensity levels. (These features helped make a finalist of the Grand.) Wagoneer customers also get fewer screens and stereo speakers, Nappa leather instead of swankier Palermo hides, and no fridge in the center console (but a proper safe is available). There’s also no Active Driving Assist, which should soon be upgradable to GM Super Cruise–type semi-autonomous functionality, and several editors lamented the standard

PROS Resembles the pricier Grand Wagoneer • Rides like it, too • Decontenting is easy to live with CONS Chintzy-looking “woodgrain” • Too thirsty • Exterior design falls flat

“active lane management” system’s propensity to pinball between lines. We mostly agreed the Wagoneer’s feature content and luxury is more than competitive with its direct GM/Ford competition, while its 10,000-pound towing capacity and 179 cubic feet of passenger space are superior. It’s in our design and efficiency criteria where the Wagoneer struggled most in this year’s competition. Bottom line: This is a bargain Grand Wagoneer. Frank Markus

s the 2022 Jeep Wagoneer a bargain Grand Wagoneer, or is the latter an over-tinseled and ambitiously marked-up Wagoneer? Our judges pondered this question during more than a week of testing and deliberation, and it’s one the market will ultimately answer. If the Grand Wagoneer resonates with the pop culture elite and country club set like the Cadillac Escalade and Lincoln Navigator have, it’ll pull Wagoneer sales up, but if the hoi polloi flock to the Wagoneer, the swells could shun the Grand. One thing we mostly agreed on is that the $20,000-plus price difference separating like trim levels represents a defensible gap in both performance and poshness.

SPECS Base Price/As Tested Power (SAE net) Torque (SAE net) Accel, 0-60 mph Quarter Mile Braking, 60-0 mph Lateral Acceleration MT Figure Eight EPA City/Hwy/Comb

On the performance front, our loaded Wagoneer Series III weighed 20 pounds more than our Series III Grand Wagoneer, thanks in part to the weight added by the battery and motor-generator of its eTorque mild hybrid engine. So it’s no surprise the 5.7-liter’s 21 percent deficit in weight-topower causes the Wagoneer to lose the quarter-mile race to its 6.4-liter stablemate by 1.7 seconds and 11.3 mph. But drivers are less inclined to pedal vehicles this large at wideopen throttle, so several staffers described the Wagoneer’s power and torque as adequate while noting the fuel economy improvement of 2 mpg over the Grand; still, at 15/20/17 mpg, this didn’t win many points for efficiency.

Ride quality is deemed vastly more important in this class than cornering prowess, and our Wagoneer came standard with the Grand’s Quadra-Lift air springs. They’re a $3,790 upgrade on the Series II Wagoneer, and they earn big engineering excellence points. Editorial operations director Mike Floyd was “stunned” by how well it rides. “It’s one of the industry’s really exceptional vehicles in that respect,” he said. Of course, it also shares the Grand’s officious stability control system, but drivers invoked it less with the milder engine. One last performance plus: The Wagoneer doesn’t quite earn a Trail Rated badge, but it can be had with all-terrain tires in an 18- or 20-inch spec, while every Grand comes on all-season rubber. On the poshness front, we imagine a huge hunk of that $20K premium pays for the upgrade from the Wago’s “shiny

2022 Jeep Wagoneer 4x4 Series III $77,995/$89,770 392 hp @ 5,600 rpm 404 lb-ft @ 3,950 rpm 7.6 sec 15.8 sec @ 87.8 mph 147 ft 0.61 g (avg)* 30.4 sec @ 0.52 g (avg)* 15/20/17 mpg

VEHICLE LAYOUT Front-engine, 4WD, 7-pass, 4-door SUV ENGINE, TRANSMISSION 5.7L port-injected OHV 16-valve 90-degre V-8, 8-speed automatic CURB WEIGHT (F/R DIST) 6,378 lb (52/48%) WHEELBASE 123.0 in LENGTH x WIDTH x HEIGHT 214.7 x 83.6 x 74.0-77.6 in ON SALE Now

50 MOTORTREND.COM DECEMBER 2021

*Performance limited due to electronic stability and traction control.

Contenders I SUVOTY

When properly equipped (left), the Land Rover Discovery can tow up to 8,200 pounds.

2021 Land Rover Discovery

with alternating deep holes, the Discovery stayed true to its purpose. “This thing feels unstoppable off-road,” buyer’s guide director Zach Gale said. Simply select the appropriate off-road mode for the terrain, and the Discovery will deliver. “It’s happy to go fast or slow, come to a stop in deep sand and continue on, whatever you like,” technical director Frank Markus said. So, the Land Rover’s marks for engineering excellence and performance of intended function were high, and the Discovery’s $73,000 price is spot-on these days for a three-row luxury

PROS Polished interior • Masterful off-road • Commanding seating position CONS Tight third-row access • Tight third-row space • Lacking in cargo volume

off-roader, giving it a decent showing in terms of value. In the end, however, although the refresh brought needed improvements, there wasn’t enough across-the-board goodness to make the updated Discovery a finalist. “It requires too many compromises in terms of livability and ergonomics to make it a serious option for buyers,” senior editor Greg Fink said, “and it fails to move the ball forward enough to be our SUV of the Year.” Miguel Cortina

t was only four years ago when the Land Rover Discovery was a finalist for MotorTrend’s 2018 SUV of the Year. This time, the Disco is back with a few key changes, including a new line of engines and interior updates. With its standard air suspension and robust unibody architecture, the 2021 Land Rover Discovery remains one of the most capable three-row SUVs on the market. Land Rover also updated the Disco’s exterior styling, but those changes are subtle. Items like the new 11.4-inch infotainment screen, which brings a modern ambiance to the cabin and enhances the overall experience, are more important. In the past we’ve criticized the Disco for its poor infotainment performance, but the 2021 iteration fixes most of those

SPECS Base Price/As Tested

issues, with a setup that’s simpler to use and faster to respond. In addition, the updated cabin’s clean and elegant design received praise. “The interior has come a long way,” guest judge Gordon Dickie said. Our Discovery’s two-tone interior got props for its upscale aesthetic, satisfying materials, and USB port placement, but the experience wasn’t as excellent aft of the B-pillar. Every judge had difficulty accessing the third row due to the effort required to slide the seat forward and the narrow opening between the second row and the C-pillar. Once back there, it’s quite cramped, too. The Discovery R-Dynamic S trim we tested arrived with the midcycle refresh, and it bundles plenty of standard features with a

hybridized 3.0-liter turbocharged I-6 making 355 horsepower and 369 lb-ft of torque. Judges had mixed feelings about the powertrain, which was smooth for around-town driving but struggled with the portly Discovery when tasked with hilly terrain. The Discovery displays plenty of body roll on twisting roads, but in typical Land Rover fashion, those motions are well controlled. The Disco truly impressed during our off-road evaluations, where it never even broke a sweat. Whether it was deep sand or the frame-twisting section

2021 Land Rover Discovery R-Dynamic S (P360)

Power (SAE net)

$63,250/$73,055 355 hp @ 5,500 rpm (gas), 10 hp (elec); 355 hp (comb)

Torque (SAE net)

369 lb-ft @ 1,750 rpm (gas), 55 lb-ft (elec); 369 lb-ft (comb)

Accel, 0-60 mph

6.6 sec

Quarter Mile

15.2 sec @ 78.1 mph

Braking, 60-0 mph

128 ft

Lateral Acceleration

0.76 g (avg)

MT Figure Eight

28.1 sec @ 0.60 g (avg)

EPA City/Hwy/Comb

18/24/21 mpg

VEHICLE LAYOUT Front-engine, 4WD, 7-pass, 4-door SUV ENGINE, TRANSMISSION 3.0L turbo direct-injected DOHC 24-valve I-6 plus permanent-magnet electric motor, 8-speed automatic CURB WEIGHT (F/R DIST) 5,603 lb (49/51%) WHEELBASE 115.1 in LENGTH x WIDTH x HEIGHT 195.1 x 78.7 x 74.3 in ON SALE Now DECEMBER 2021 MOTORTREND.COM 51

SUVOTY

Contenders

PHEV

2022 Lexus NX

the plug-in hybrid compact luxury SUV niche, the NX 450h+ offers 37 miles of EV range to the Audi’s 23 and the Volvo’s 19. That’s a game-changing number, as it will cover most folks’ commute. And on the road, the flagship NX was the best of the bunch. “The NX 450h+ handled well, the steering was crisper, and the suspension settled down quicker [than the other NX models],” guest judge Gordon Dickie said. The plug-in is quick but not swift enough for us to forget about the NX’s biggest shortcoming—its interior. Compared to the Genesis GV70 also at this year’s compe-

Hybrid PROS Segment-leading plug-in hybrid • Refined exterior styling • Improved, touchpad-free infotainment system CONS Could feel more premium inside • Brake feel (NX 350h) • Unintuitive steering wheel controls

ertain aspects of the 2022 Lexus NX divided our judges, such as the giant 14.0-inch touchscreen that dominates the interior, but we did agree on one point: This compact luxury SUV’s journey would end at the contender round. In a segment populated with capable entries, the new NX is a solid improvement, but dynamic limitations and an underwhelming interior design hold it back. The 2022 model brings four powertrain options to the table, doubling the number available in its predecessor. First up is the NX 250, where a 203-hp inlinefour from the Toyota RAV4 caters to those who don’t care about what’s under the hood as long as it works reliably for years.

Things get interesting in the NX 350, which has a 2.4-liter turbocharged I-4 with 275 hp and 317 lb-ft of torque. That’s a serious improvement over the last-gen model, but we ended up thinking more of the powerplant’s future instead of how well it works here. “I rather like the NX 350’s 2.4-liter turbo, which is eager to rev and has minimal turbo lag and plenty of torque,” senior editor Greg Fink said. “In the right car, this engine will surely be a hoot.” That right car just isn’t this Lexus. The NX 350 delivers acceptable performance but nothing that will put the Germans on notice (or the Italians, for that matter). Light and accurate steering combines with solid handling, but in a segment of more

than a dozen competitors, others deliver more joy on a winding road. Except for the unrefined vibrations multiple judges felt through the steering wheel, the NX 350 offers the type of mainstream competence Lexus buyers will appreciate. The same is true for the efficient NX 350h hybrid, despite poor end-of-travel brake feel and similar steering wheel vibrations in the SUV we evaluated. In our testing, the hybrid actually emerged as the quicker NX 350–badged variant. When you consider the NX 350h lacks any direct, non-pluggable hybrid competitors, this version suddenly becomes a real value. Buyers open to a hybrid will save $10,000 or more compared to the plug-in Audi Q5 and Volvo XC60 models before possible tax credits. Keep moving up the NX ladder for the best-executed version. As Mercedes and BMW abandon

tition or even the Toyota Venza that wasn’t, the NX comes across as too plain. Sure, there’s soft, leatherlike material for your right knee to rest against, but luxury is about more than high-end materials, additional padding, or brand reputation. Flourishes of design are also crucial, and the NX falls short in that regard. Mexico editor Miguel Cortina summed it up: “This is a big step over the previous NX, but it’s not enough to break through.” Zach Gale

Base Price/As Tested

2022 Lexus NX 350 AWD (Luxury) $42,625/$50,075

Power (SAE net)

275 hp @ 6,600 rpm

Torque (SAE net) Accel, 0-60 mph Quarter Mile Braking, 60-0 mph Lateral Acceleration

317 lb-ft 7.3 sec 15.5 sec @ 92.1 mph 124 ft 0.81 g (avg)

MT Figure Eight

27.3 sec @ 0.63 g (avg)

28.0 sec @ 0.59 g (avg)

28.4 sec @ 0.57 g (avg)

EPA City/Hwy/Comb

22/29/25 mpg

41/37/39 mpg

Not yet rated

SPECS

2022 Lexus NX 350h AWD (Luxury) $42,125/$49,575 189 hp @ 6,000 rpm (gas) plus electric motor; 239 hp (comb) TBD 7.0 sec 15.4 sec @ 89.0 mph 129 ft 0.80 g (avg)

PHEV

2022 Lexus NX 450h+ AWD F Sport $56,635/$57,975 181 hp @ 6,000 rpm (gas) plus electric motor; 302 hp (comb) TBD 5.5 sec 14.1 sec @ 99.4 mph 131 ft 0.79 g (avg)

350; 350H; 450H+ VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE, TRANSMISSION 2.4L turbo port- and direct-injected DOHC 16-valve I-4, 8-speed automatic; 2.5L port- and direct-injected DOHC 16-valve I-4 plus permanent-magnet electric motor, cont variable auto; 2.5L port- and direct-injected DOHC 16-valve I-4 plus permanent-magnet electric motor, cont variable auto CURB WEIGHT (F/R DIST) 3,987 lb (60/40%); 4,065 lb (57/43%); 4,444 lb (57/43%) WHEELBASE 105.9 in LENGTH x WIDTH x HEIGHT 183.5 x 73.4 x 64.6 in ON SALE Late 2021 52 MOTORTREND.COM DECEMBER 2021

SUVOTY

The Outlander pulls pieces from the Nissan parts bin, but it carries a longer powertrain warranty.

Contenders

2022 Mitsubishi Outlander

also includes a pair of manually installed headrests that block much of the view out of the rear window when in place. The 2022 Outlander is not devoid of merits. Its cabin is attractive and feels well assembled, particularly when equipped with the contrasting black and tan interior that was part of our test vehicle’s $2,700 Touring package. Additionally, the Outlander’s Nissan-sourced controls and infotainment system are easy to use and logical to operate, and Mitsubishi’s 10-year/100,000mile limited powertrain warranty provides peace of mind few competing manufacturers can match. Although the Outlander failed to earn a finalist slot, it certainly deserves some recognition. Its appearance means Mitsubishi’s U.S. product line once again has a competitive product. Greg Fink

PROS Attractive interior • Long warranty • Out-of-the-ordinary styling CONS Horrid third row • Underpowered • Out-of-the-ordinary styling

ere’s the good news: The 2022 Mitsubishi Outlander is leaps and bounds better than the vehicle it replaces. The redesigned compact SUV is more comfortable, more enjoyable to drive, and better built than its forebear despite no longer offering a 224-hp V-6 engine and six-speed automatic transmission. Instead, the only available motivator is a 181-hp 2.5-liter I-4 that mates to a CVT. (The new Outlander will add a plug-in hybrid option later in 2022.) Credit the 2022 Outlander’s close kinship with the 2021 SUV of the Year finalist Nissan Rogue it shares a platform and powertrain with. Still, it’s not fair to simply call the Outlander a reskinned Rogue, as the Mitsubishi is marginally longer, wider, and taller than the Nissan. The Outlander also

SPECS Base Price/As Tested

features distinct styling and a standard third row, the latter missing entirely from the Rogue’s roster of features. Here’s the bad news: Despite the head start of its heritage, the Mitsubishi can’t match the goodness of its Nissan platform mate. “In almost every respect, the Outlander is worse than the Rogue on which it’s based,” buyer’s guide director Zach Gale said. In many ways, the Outlander being roomier and capable of seating seven was its downfall—the thing feels heavy. Indeed, our 3,869-pound all-wheel-drive Outlander SEL weighed 256 pounds more than the Rogue Platinum AWD that competed at last year’s SUV of the Year showdown. “Whether you’re just loping around or hustling it, the Outlander simply

feels ponderous and dense,” director of editorial operations Mike Floyd said. We may have been more forgiving of such driving dynamics if the Mitsubishi’s tight third row came across as more than a marketing tool. “This third row is a joke,” Mexico editor Miguel Cortina said. In fact, the rearmost row offers just 18.7 inches of legroom, a figure down 9.5 inches to that of the previous Outlander generation. It

2022 Mitsubishi Outlander 2.5 S-AWC SEL

Power (SAE net)

$34,940/$37,995 181 hp @ 6,000 rpm

Torque (SAE net)

181 lb-ft @ 3,600 rpm

Accel, 0-60 mph

8.6 sec

Quarter Mile

16.5 sec @ 84.8 mph

Braking, 60-0 mph

115 ft

Lateral Acceleration

0.87 g (avg)

MT Figure Eight

27.4 sec @ 0.61 g (avg)

EPA City/Hwy/Comb

24/30/26 mpg

VEHICLE LAYOUT Front-engine, AWD, 7-pass, 4-door SUV ENGINE, TRANSMISSION 2.5L direct-injected DOHC 16-valve I-4, cont variable auto CURB WEIGHT (F/R DIST) 3,869 lb (57/43%) WHEELBASE 106.5 in LENGTH x WIDTH x HEIGHT 185.4 x 74.7 x 68.8 in ON SALE Now

DECEMBER 2021 MOTORTREND.COM 53

SUVOTY

Like many modern SUVs, the Pathfinder offers multiple drive modes intended to tackle varied terrain.

Contenders

2021 Nissan Pathfinder

V-6/automatic combination acquitted itself better, with the notably uneven power delivery somewhat smoothed by updated transmission programming that also slightly mitigates the gearbox’s zeal for selecting higher ratios. The ride quality was fine, ironing out most bumps. The Pathfinder isn’t a zesty handler, but it does offer decent body control. Vibrations from the powertrain and chassis troubled some judges, however. Guest judge Gordon Dickie, a former Mazda R&D chief, felt them “coming through the steering

PROS Easy access to third row • Good passenger space and amenities • Effective driver assist systems CONS Struggles on loose terrain • Better SUVs available for the same or less money • Effective redesign nevertheless still trails the best

wheel and floor pan even on smooth roads.” All told, the new Pathfinder is an improvement—it’s nicer looking, more versatile, and better to drive than before. Yet the segment has moved beyond where Nissan seemingly set its goal posts, with our 2020 SUV of the Year, the Kia Telluride, and this year’s excellent Kia Sorento and Grand Cherokee L representing the new state of the three-row art. Cortina summed up our consensus: “The Pathfinder feels more competitive in its segment, but that wasn’t hard to achieve.” Alex Leanse

he latest iteration of Nissan’s Pathfinder doesn’t return to the nameplate’s body-onframe roots, but it does receive a much-needed dose of ruggedness. A primary factor in that shift is the bolder, squarer styling, which our judges agreed is handsome and better than that of its soft-lined predecessor. Of course, the new model’s improvements are more than skin deep. Although this fourth-gen Pathfinder uses the same platform and V-6 as before, it gets a new nine-speed automatic and optional all-wheel drive, which Nissan says can shift power more quickly and offers greater torque capacity at the rear axle. Despite this—and its name— the Pathfinder seemed out of

its element off-road. Intrusive traction control hindered its momentum in the sand and ruts regardless of drive mode. Unsurprisingly, the front-drive model was an even weaker performer in the dirt. That said, neither Pathfinder got stuck, but a primary rival on hand, the Jeep Grand Cherokee L, cruised through the same challenges as if they were paved. The Nissan impressed us more with its family-centric features. With its wide cargo area and spacious first and second rows, the overall packaging received praise. “I like how the second row slides forward with the touch of a button,” editorial director Ed Loh said. “Its spring-loaded release works well.” It’s a better solution

than in the Grand Cherokee L, which releases its second-row seats via a high-mounted latch out of reach of children. Pressing that button creates a wide aperture for third-row access, but several 6-ish-foot-tall judges were divided on whether those seats were suitable for anyone besides youngsters. Associate editor Duncan Brady called its legroom unacceptable, and senior editor Greg Fink felt cramped. Conversely, Mexico editor Miguel Cortina appreciated how “the seat reclines for a more comfortable position,” while technical director Frank Markus had “plenty of legroom with the middle-row seats slid forward.” All our judges liked how third-row riders get air vents, cupholders, and USB ports. From the driver’s seat, the experience was mixed but improved from our first test of a pre-production model. The

2022 Nissan Pathfinder Platinum

2022 Nissan Pathfinder Platinum 4WD

Power (SAE net)

$47,340/$49,865 284 hp @ 6,400 rpm

$49,240/$51,370 284 hp @ 6,400 rpm

Torque (SAE net)

259 lb-ft @ 4,800 rpm

Accel, 0-60 mph

7.1 sec

7.0 sec

Quarter Mile

15.5 sec @ 92.3 mph

15.4 sec @ 91.0 mph

Braking, 60-0 mph

130 ft

114 ft

Lateral Acceleration

0.76 g (avg)

0.83 g (avg)

MT Figure Eight

28.4 sec @ 0.59 g (avg)

27.4 sec @ 0.62 g (avg)

EPA City/Hwy/Comb

21/27/23 mpg

20/25/22 mpg

SPECS Base Price/As Tested

PLATINUM; PLATINUM 4WD VEHICLE LAYOUT Front-engine, FWD, 7-pass, 4-door SUV; front-engine, AWD, 7-pass, 4-door SUV ENGINE, TRANSMISSION 3.5L direct-injected DOHC 24-valve 60-degree V-6, 9-speed automatic CURB WEIGHT (F/R DIST) 4,536 lb (55/45%); 4,672 lb (55/45%) WHEELBASE 114.2 in LENGTH x WIDTH x HEIGHT 197.7 x 77.9 x 69.7 in ON SALE Now 54 MOTORTREND.COM DECEMBER 2021

SUVOTY

Despite its frontmounted motor, the Taycan retains a spacious frunk.

Contenders

2021 Porsche Taycan 4 Cross Turismo for the epic rooster tails. But a smile-inducing hoon-mobile does not an SUV of the Year make. In fact, most judges can’t bring themselves to even call the Porsche an SUV. “As much as I like the Taycan Cross Turismo, this is a wagon, not an SUV,” Mexico editor Miguel Cortina said. Technical director Frank Marcus piled on: “Visibility is acceptable for a sports car, terrible for an SUV.” He continued making the case against a Porsche victory. “Again with the glass roof and no shade! I really hate that,” he lamented. We’ve noticed this is a common flaw with EVs, and it’s especially noticeable in 106-degree Mojave Desert sun. “I hate this roof even more from the back seat … ” Markus trailed PROS Gorgeous • A blast to drive • Surprisingly capable off-road CONS Short range for a modern EV • Expensive • Not exactly an SUV

re we having déjà vu all over again? At last year’s SUV of the Year competition, we tossed out some perfectly wonderful contenders for the sin of being cars. Both the Audi A6 Allroad and the Mercedes-Benz E 450 All-Terrain failed to make the finalist cut simply because they weren’t SUV enough to compete. Granted, we really liked both wagons. As cars. In fact, the E-Class took home our coveted 2021 Car of the Year award. As features editor Christian Seabaugh said at the time, “There’s a sense of gatekeeping that comes with proper SUVs.” Hear, hear. So obviously the 2022 Porsche Taycan 4 Cross Turismo is just another chapter in this faux-SUV story, yeah? Not so fast. Porsche hypes this car as an SUV by calling it the Cross Turismo,

SPECS Base Price/As Tested

as distinct from the exquisite wagon version of the marque’s sedan, the Panamera Sport Turismo. That said, aside from the body style, the only differ ence between the Cross Turismo and a run-of-the-mill Taycan is standard air suspension, a gravel mode, and a slight ride height increase of 0.8 inch. That’s it. Underneath the great-looking bodywork is a Cross Turismo– exclusive dual-motor powertrain good for 375 horsepower and 368 lb-ft of torque. Going from sedan to wagon—oops, we mean SUV— does come with a slight range penalty: 215 versus 225 miles for an entry-level Taycan sedan, though your mileage may (greatly) vary. How does the Taycan 4 Cross Turismo differ from other German wagons dressed up as SUVs?

Off-road hijinks. No, really. As associate editor Duncan Brady said, “It’s more fun in gravel and around our sand course than any other vehicle here.” You hear that? The baby-lift electric station wagon was more fun off-pavement than everything else competing for the Golden Calipers, including the mighty Ford Bronco and the mightier Jeep Wrangler. The person writing this may or may not have been asked by a videographer to perform six loops around a sand pit, just

off as he began to melt on the spot. Then there’s the Volvo XC40 Recharge, which costs half the Porsche’s $110,000 price and is quicker to 60 mph at 4.2 versus 4.5 seconds. Let’s not forget that Porsche doesn’t build the Taycan’s motors, and that the Cross Turismo is a less efficient version of an already efficient EV. We still really like the Porsche Taycan 4 Cross Turismo, but it doesn’t deliver enough to be our 2022 SUV of the Year. Jonny Lieberman

2021 Porsche Taycan 4 Cross Turismo

Power (SAE net)

$92,250/$109,980 375 hp (469 hp w/ launch control)

Torque (SAE net)

368 lb-ft

Accel, 0-60 mph

4.5 sec

Quarter Mile

12.7 sec @ 115.9 mph

Braking, 60-0 mph

109 ft

Lateral Acceleration

0.89 g (avg)

MT Figure Eight

25.0 sec @ 0.76 g (avg)

EPA City/Hwy/Comb

71/80/75 mpg-e

VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door wagon MOTORS, TRANSMISSION Permanent-magnet electric motors, 2-speed automatic CURB WEIGHT (F/R DIST) 5,134 lb (49/51%) WHEELBASE 114.3 in LENGTH x WIDTH x HEIGHT 195.8 x 77.4 x 55.5 in ON SALE Now

56 MOTORTREND.COM DECEMBER 2021

SUVOTY

VW’s diminutive turbo-four makes the Taos one of the most efficient—and slowest— options in its segment.

Contenders

2021 Volkswagen Taos

attributes—far from it. Its packaging is brilliant, and it feels more spacious than its exterior proportions suggest. Even this author, our tallest editor (6-foot-10), could squeeze into the second row behind the driver’s seat adjusted for himself. Additionally, its cargo capacity rivals some crossovers a size up. At 36 mpg, it’s tied with the Nissan Kicks for best-in-segment highway fuel economy. Although the Taos’ driving dynamics don’t provide enthusiast thrills, they will suffice for drivers seeking a spacious, straightforward, and confi-

PROS Unexpectedly spacious interior • Comfy, easy driving manners • Great highway fuel economy CONS Insultingly overpriced • Slow acceleration • Lacks standard

dent-handling vehicle. “The cushy ride, light steering, and punchy four-pot would make for a compelling combination at the right price,” Detroit editor Alisa Priddle said. Editorial director Ed Loh noted it has “a certain sporty-in-a-no-frills-rental-car vibe” and equated its “grippy, planted” sensation to that of the lauded GTI. Thing is, at $30,540 to start, the GTI can be had for even less than the Taos we evaluated. This is an instance where we wished for a lower-spec example to try. “Drop the price to the basic S trim’s $24,190, and I can make a case for this crossover,” senior editor Greg Fink said. “It’d be a charming little thing if its cost was more in line with its competitors.” But the MSRP of the Taos we tried simply wasn’t. Decent as it may be, Volkswagen’s subcompact SUV would need to be great to justify the outlay. Alex Leanse

driver aids

s the workaday Golf is now sold only in overseas markets, there’s been a hatchback-shaped hole in VW’s U.S. lineup. (Fortunately, we still get the GTI and Golf R.) Meanwhile, the subcompact crossover segment has exploded, eventually encompassing more than 20 wee SUVs—but none made by Volkswagen. That changed with the introduction of the Taos, which aims to fill VW’s hatchbacky void in price and practicality while elbowing its way into contention in a hot segment. The single Taos made available for SUV of the Year evaluation was loaded with nearly every feature—which ultimately led to it being unanimously nixed in the first round. We say “nearly

SPECS Base Price/As Tested

every feature” because a recall on all-wheel-drive models meant that only a front-drive example was available. It came in range-topping SEL trim, equipped with niceties like a larger digital gauge display, premium audio, and leather seating upholstery. The SEL is also the sole trim that comes with adaptive cruise control and lane keep assist—standard tech on every Toyota C-HR, Mazda CX-30, and automatic-transmission Subaru Crosstrek. So we all blinked in amazement at the Taos’ window sticker, which carried a bottom line of $34,280. For a small front-wheeldrive crossover. With 158 horsepower. And no power liftgate. Or standard sunroof.

So the Taos flopped in the value portion of our criteria. “I looked at this price and nearly had a heart attack,” Mexico editor Miguel Cortina said. “How could Volkswagen expect people to pay so much for this?” We couldn’t figure it out. The interior is filled with hard, cheap plastics, and an 8.5-second 0–60 time makes it among the slowest vehicles in this year’s competition. In addition, an AWD model might not have gotten stuck in the sand pit like this front-driver did. This isn’t to say the Taos doesn’t have commendable

2022 Volkswagen Taos 1.5T SEL

Power (SAE net)

$32,685/$34,280 158 hp @ 5,500 rpm

Torque (SAE net)

184 lb-ft @ 1,750 rpm

Accel, 0-60 mph

8.5 sec

Quarter Mile

16.5 sec @ 83.9 mph

Braking, 60-0 mph

129 ft

Lateral Acceleration

0.80 g (avg)

MT Figure Eight

28.3 sec @ 0.58 g (avg)

EPA City/Hwy/Comb

28/36/31 mpg

VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door SUV ENGINE, TRANSMISSION 1.5L turbo DOHC 16-valve I-4, 8-speed automatic CURB WEIGHT (F/R DIST) 3,294 lb (59/41%) WHEELBASE 105.9 in LENGTH x WIDTH x HEIGHT 175.8 x 72.5 x 64.4 in ON SALE Now

DECEMBER 2021 MOTORTREND.COM 57

SUVOTY

Contenders

2021 Volvo XC40 Recharge

steering.” Plus, aggressive cornering results in an alarmingly tight squeeze from the seat belt. Multiple judges took issue with the ride quality. Guest judge and industry veteran Gordon Dickie described it as “too stiff for some” with head toss and a choppy ride on the highway section. Mexico editor Miguel Cortina noted the Volvo struggled with the undulating pavement on Honda’s winding road section. The XC40 Recharge was also noisy and choppy over speed bumps and pavement joints. What really held this electric Volvo back, though, are range and value. The XC40 manages just 208 miles of range from its 75 kWh of useful battery capacity, the shortest of any contender at SUV of the Year. Although its range combined with all-wheel drive and awesome performance would have impressed a few years ago, it’s sorely under-

PROS Comically quick • Real SUV ground clearance • Strong regenerative braking CONS Unimpressive range • Premium price tag • Stiff ride

wede speed or no need? For Volvo’s first fully electric vehicle in its 94-year history, the answer is a mixture. As for the former, the battery-powered XC40’s 402 hp and instantly deliverable 486 lb-ft of torque make for a proper sleeper of a subcompact SUV. At 4.2 seconds to 60 mph, this tiny Volvo tied the Jeep Wrangler 392 for the quickest vehicle at SUV of the Year. The XC40 Recharge feels every bit as quick as it is; comments from Detroit editor Alisa Priddle included quips like, “Whoa, mama,” and, “Woot woot fun.” Even our ever-sensible buyer’s guide director Zach Gale described the electric Volvo as “soooo quick.” With four O’s! And considering it’s styled nearly

SPECS Base Price/As Tested

identically to the standard XC40 (which is at least 2 seconds slower to 60 mph), this is a secret speedster. This conventional form factor calls to mind another advantage the Volvo has over most other EVs in this test: ground clearance. With the Volvo’s 6.7 inches, we wouldn’t recommend any rock crawling, but the XC40 Recharge will handle rutted fire roads and deep snow much better than a Mustang Mach-E or Porsche Taycan Cross Turismo. Handling is typical Volvo: capable and confident but not as engaging as its strongest competitors (looking at you, Mustang Mach-E). Associate editor Alex Leanse noted the XC40 Recharge is “stable and planted in corners” thanks to the

low center of gravity afforded by a low-mounted battery pack. We dig the strong regenerative braking, too. That said, it doesn’t rotate or put down power as adeptly as the best-handling EVs, and road test editor Chris Walton mentioned “rather vague

whelming alongside today’s electric offerings. Not to mention, the XC40 Recharge starts at a hefty $55,085. That puts this Volvo in the same conversation as the Tesla Model Y and the all-wheeldrive Ford Mustang Mach-E, both of which provide superior range figures and efficiency. Senior editor Greg Fink put it best: “Unfortunately, the XC40 Recharge’s limited range, lack of efficiency, and high price make this little ’Vo a no-go.” Duncan Brady

2021 Volvo XC40 Recharge AWD P8

Power (SAE net)

$55,085/$59,780 402 hp

Torque (SAE net)

486 lb-ft

Accel, 0-60 mph

4.2 sec

Quarter Mile

12.8 sec @ 107.7 mph

Braking, 60-0 mph

118 ft

Lateral Acceleration

0.84 g (avg)

MT Figure Eight

26.3 sec @ 0.70 g (avg)

EPA City/Hwy/Comb

85/72/79 mpg-e

VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door SUV MOTORS, TRANSMISSION Permanent-magnet electric, 1-speed automatic CURB WEIGHT (F/R DIST) 4,774 lb (52/48%) WHEELBASE 106.4 in LENGTH x WIDTH x HEIGHT 174.2 x 73.3 x 65.3 in ON SALE Now

58 MOTORTREND.COM DECEMBER 2021

Finalists

2022 Ford Bronco

two-door version, with editorial director Ed Loh saying, “I can’t remember when I’ve driven a better manual transmission in a real 4x4.” Markus added: “I engaged low and the creeper gear and released the clutch, and it climbed the big hill at less than 1 mph at about 800 rpm. And 4 mph required 4,000 rpm!” Now, that’s low-speed fun. Ford, pair the manual with the V-6, please! So why didn’t it win? The Bronco struggled when it came to engineering excellence.

First Edition PROS Absurdly great looks • Massive capability • A worthy segment-advancing rival to the Jeep Wrangler CONS Poor build quality • Poor ride quality • No manual transmission for the big engine

he all-new Ford Bronco did not win the 2022 MotorTrend SUV of the Year award. If you asked us going into this year’s competition—and several people did—we would have told you: The Bronco is great in many ways, but it’s by no means perfect. Our OTY winners are judged against our six key criteria, and the Bronco fell short in one specific area. It’s also worth mentioning that our technical director, Frank Markus, repeatedly questioned whether we should even consider bestowing our SUVOTY crown upon a vehicle undergoing a recall for its hardtop roof, and there’s also the fact Ford has repeatedly paused Bronco production. Ultimately, we decided the Bronco was too

SPECS Base Price/As Tested

important not to bring along as a finalist. But our winner? No. Let’s start with where the Bronco did extremely well, and that’s in advancement of design. The Bronco is without a doubt a grand slam in terms of looks; Ford absolutely nailed the exterior design, especially dressed up for the Sasquatch trim, which is mostly why the model is sold out for at least the next two years even though very few people have driven one. The interior is well designed, with cool touches such as MOLLE straps on the seat backs and igntion-button trim that mimics one of the Ford’s headlamps. The exterior design even works from inside the Bronco; nearly every judge mentioned how cool the

trail sights at the hood’s corners look and how useful they are. The Bronco does well in terms of performance of intended function. It is a fun-to-drive and extremely capable convertible off-roader with removable doors. Associate editor Alex Leanse described it as “a theme park you can drive.” He’s right. We all loved the manual in the four-cylinder,

Badlands Specifically, it felt underbaked and low in terms of quality. “It’s just not ready for mainstream consumers yet,” guest judge Gordon Dickie said. Buyer’s guide director Zach Gale added dryly, “That’s not confidence inspiring,” after observing the side-window glass wobbling back and forth when he opened the doors. “Is that built Ford tough?” The Bronco is also noisier at 75 mph than the Jeep Wrangler. How much of it is poor engineering and how much is the faulty, gonna-be-replaced roof panels? Hard to tell. We do know we didn’t like all the additional flaws we observed, such as cheap interior bits and exposed box-frame pieces that will fill with mud, snow, and dirt. Once you factor in value and efficiency— other categories where the Bronco stumbles—it’s obvious this Ford isn’t yet as good as it can be. Jonny Lieberman

2021 Ford Bronco Badlands (2-door) 2021 Ford Bronco First Edition (4-door)

Power (SAE net)

$43,590/$51,760 275 hp @ 5,700 rpm

$62,605/$64,510 315 hp @ 5,250 rpm

Torque (SAE net)

315 lb-ft @ 3,400 rpm

410 lb-ft @ 3,100 rpm

Accel, 0-60 mph

7.7 sec

8.3 sec

Quarter Mile

15.8 sec @ 86.4 mph

16.5 sec @ 84.5 mph

Braking, 60-0 mph

132 ft

144 ft

Lateral Acceleration

0.67 g (avg)*

0.63 g (avg)*

MT Figure Eight

29.6 sec @ 0.54 g (avg)*

30.9 sec @ 0.51 g (avg)*

EPA City/Hwy/Comb

16/18/17 mpg

17/17/17 mpg

First Edition

2-DOOR; 4-DOOR VEHICLE LAYOUT Front-engine, 4WD, 4-pass, 2-door SUV; front-engine, 4WD, 5-pass, 4-door SUV ENGINE, TRANS 2.3L turbo directinjected DOHC 16-valve I-4, 7-speed manual; 2.7L twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6, 10-speed automatic CURB WEIGHT (F/R DIST) 4,732 lb (55/45%); 5,228 lb (56/44%) WHEELBASE 100.4 in; 116.1 in L x W x H 174.8 x 76.3 x 73.8 in; 189.5 x 79.3 x 75.3 in ON SALE Now *Performance limited due to electronic stability and traction control.

DECEMBER 2021 MOTORTREND.COM 59

SUVOTY

Even with its tiny 181-hp base engine, the Ford Bronco Sport is no three-legged horse.

Finalists

2021 Ford Bronco Sport

Outer Banks PROS Impressive off-road capability • Fun, clever interior design • Great safety scores CONS 2.0-liter engine limited to top-spec Badlands • Lacks rear USB ports • No off-road package for lower trims

he Bronco Sport is the smaller, more affordable half of Ford’s two-pronged revival of the Bronco nameplate, but between the two it’s the one we’d rather take home. Despite sharing its running gear with the thoroughly underwhelming Ford Escape, the Bronco Sport is a desirable little SUV. We’ll start with its character: The Bronco Sport offers 95 percent of the fun, whimsical aspects of its larger sibling with none of the setbacks to build quality or livability. It offers constant reminders you’re driving something more than a beefed-up Escape. Multiple judges commented on the commanding view over the boxy hood, the Bronco-specific graphics in the infotainment

system, and the Abraham Lincoln’s top hat’s worth of front and rear headroom afforded by the elevated stepped roof. The Bronco Sport feels boxy and airy in a way no other subcompact SUV matches. Ford also packed the cabin with clever storage solutions. We appreciated the deep cubby below the infotainment display and the zippered compartments and side pockets integrated into the front seat backs. Design is

a strong point, too, with textileand leather-trimmed seats and rubberized trim pieces. Some judges pointed out a heavy reliance on interior plastics, but Ford avoids cheap monotony by switching up the textures and colors for different trim pieces. That said, the bargain-basement steering wheel in the $36,000 Badlands model is a disappointment, and multiple judges were displeased by the rear seat’s lack of USB charge ports.

2021 Ford Bronco Sport Outer Banks

2021 Ford Bronco Sport Badlands

Power (SAE net)

$34,355/$36,945 181 hp @ 6,000 rpm

$34,315/$36,005 245 hp @ 5,500 rpm

SPECS Base Price/As Tested Torque (SAE net)

190 lb-ft @ 3,000 rpm

275 lb-ft @ 3,000 rpm

Accel, 0-60 mph

9.2 sec

6.5 sec

Quarter Mile

16.8 sec @ 80.8 mph

15.3 sec @ 87.8 mph

Braking, 60-0 mph

129 ft

123 ft

Lateral Acceleration

0.75 g (avg)

0.76 g (avg)

MT Figure Eight

28.6 sec @ 0.56 g (avg)

28.4 sec @ 0.59 g (avg)

EPA City/Hwy/Comb

25/28/26 mpg

21/26/23 mpg

You forget those misgivings if you take the Bronco Sport away from pavement. Across the board, judges praised the pint-sized Ford’s confidence and capability in the sand on the powersports course, and multiple staffers took to the trails after the competition to spend more time off-road with this baby billy goat of a rig. We do, however, wish the Badlands’ lockable rear axle, knobby tires, and drive modes were available on three-cylinder models. Speaking of the three-cylinder, judges were split on the turbo-triple as a base engine. Some felt it was adequate for the segment and noted its surprising refinement at idle. Others worried about its suitability for propelling a Bronco Sport full of passengers and cargo. Praise for the 2.0-liter turbo-four was near universal, beyond the test team’s complaints about engine noise and turbo lag; we wish it wasn’t limited to the top-spec Badlands trim. The Bronco Sport nails our criteria. It offers value among subcompact off-roaders, decent efficiency numbers, impressive safety (with standard driver assist features and the only Top Safety Pick+ rating at SUV of the Year), rugged but whimsical design, impressive engineering benefits over its Escape underpinnings, and fantastic execution of its intended function as an accessible, character-filled off-roader. Not quite our SUV of the Year, but dang close. Duncan Brady

Badlands

OUTER BANKS; BADLANDS VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV; front-engine, AWD, 5-pass, 4-door SUV ENGINE, TRANSMISSION 1.5L turbo direct-injected DOHC 12-valve I-3, 8-speed automatic; 2.0L turbo direct-injected DOHC 16-valve I-4, 8-speed automatic CURB WEIGHT (F/R DIST) 3,576 lb (57/43%); 3,714 lb (58/42%) WHEELBASE 105.1 in LENGTH x WIDTH x HEIGHT 172.7 x 74.3 x 70.3 in; 172.7 x 74.3 x 71.4 in ON SALE Now 60 MOTORTREND.COM DECEMBER 2021

SUVOTY

The Mach-E’s floating volume dial is a neat trick. Is getting stuck in the sand? Not so much

Finalists

2021 Ford Mustang Mach-E

PROS Competitive EV range and value • Like a sports car on-road • Dazzling design CONS Odd driveline behavior • Like a sports car off-road • No shade for the all-glass sunroof

few years ago, we decided to stop arguing with automakers about whether their vehicle was a car or an SUV. “Tell us what it is, and we’ll test it that way,” we said. Which is, in a nutshell, how both the rear-drive Ford Mustang Mach-E California Route 1 and all-wheel-drive Mach-E 4x Premium ended up stuck in the sand on the off-road test at SUV of the Year. The culprit? Blame the Mach-E’s 5.8 inches of ground clearance and lack of off-road modes. The 4x Premium refused to allow the wheel slip needed to power through or “rock” out of trouble (by shifting between drive and reverse), while the rear-drive Mach-E could only dig itself deeper. To be fair, a couple of front-drive contenders got stuck in the same spot.

SPECS

Key difference: It took less than 10 minutes to yank those vehicles out via tow hooks screwed into their bumpers. Neither Mach-E had any kind of tow point or even a receiving end to screw a hook into, so recovery necessitated nearly an hour each of digging and jacking up of the vehicles to place plastic traction boards. “If you have a front blank-plate cover for a tow attachment, please put something behind it to attach for towing,” guest judge Gordon Dickie said. Yet we still named the Mustang Mach-E a finalist. Why? Because we realized off-roading is a specific use case the Mach-E is unlikely to see (snow is a different matter), and it hits a lot of our award’s criteria: design, efficiency, engineering, safety, and, with the right specifications, value. It’s also wicked fun on a curvy road.

“It’s much more sports car than SUV,” senior features editor Jonny Lieberman said. “This is where it justifies the Mustang name.” Although some judges enjoyed the loose and playful rear-drive CA-1, the majority preferred the two-motor Mach-E 4x’s all-wheel grip. “Great pull out of all the corners,” technical director Frank Markus said. At higher speeds, surprising wind and road noise drowned out this enthusiasm. “It’s an absolute riot on twisting tarmac, and it’s

2021 Ford Mustang Mach-E California Route 1

2021 Ford Mustang Mach-E 4x (Premium)

Power (SAE net)

$51,500/$52,100 290 hp

$51,400/$57,040 346 hp 428 lb-ft

Base Price/As Tested Torque (SAE net)

317 lb-ft

Accel, 0-60 mph

6.3 sec

4.8 sec

Quarter Mile

14.8 sec @ 96.8 mph

13.4 sec @ 103.5 mph

Braking, 60-0 mph

124 ft

109 ft

Lateral Acceleration

0.77 g (avg)

0.85 g (avg)

MT Figure Eight

28.0 sec @ 0.62 g (avg)

26.2 sec @ 0.69 g (avg)

EPA City/Hwy/Comb

108/94/101 mpg-e

96/84/90 mpg-e

fine around town, too,” Markus said. “But on the highway … oof. It’s so loud.” Numerous judges pointed out another strange occurrence. “I felt what I can best explain as a driveline lash, which makes no sense on an EV,” Dickie said. Markus agreed: “There’s a clunking that feels like slop in the drivetrain when transitioning from coastdown to near stop and then onto the accelerator.” Why is this odd? Because the Mach-E uses a single-speed transmission, not a traditional drivetrain with clutches or gears or other components that can go click, clack, clunk. Beyond the sheetmetal, Ford designers did their best Tesla imitation with a minimalist interior Detroit editor Alisa Priddle called “fresh, clean, and premium.” Other judges dismissed the huge, vertically oriented touchscreen as all hat, no cattle. “For a car with a 15.5-inch screen, why can’t you show me the full song title in the satellite radio view?” buyer’s guide director Zach Gale asked. The all-glass roof is another feature we wish Ford hadn’t copied from Tesla, especially without a sunshade. “The sunshine just turns the cabin into a sauna and therefore requires blasting the A/C, and in turn uses more energy, lowering the driving range,” senior editor Greg Fink said. The Ford Mustang Mach-E may not be an SUV depending on your point of view, and it’s not our SUV of the Year. But it nevertheless makes a deeply compelling case for a spot on your EV shopping list. Editorial operations director Mike Floyd said it best: “The Mach-E would have been a moonshot five years ago. Now it’s just a really good EV with a great marketing play.” Edward Loh

ROUTE 1; 4X VEHICLE LAYOUT Rear-motor, RWD, 5-pass, 4-door SUV; front- and rear-motor, AWD, 5-pass, 4-door SUV ENGINE, TRANSMISSION Permanent-magnet electric, 1-speed automatic CURB WEIGHT (F/R DIST) 4,599 lb (47/53%); 4,843 lb (49/51%) WHEELBASE 117.5 in LENGTH x WIDTH x HEIGHT 185.6 x 74.1 x 63.5 in ON SALE Now DECEMBER 2021 MOTORTREND.COM 61

SUVOTY

It’s hard to go wrong between the venerable Pentastar V-6 shown here and the strong and sonorous V-8.

Finalists

2021 Jeep Grand Cherokee L

Limited PROS Adds third row of seats • Premium interior even on lower trims • Mesmerizing McIntosh stereo and screen CONS V-6 Pentastar and V-8 Hemi getting old • Heavier trims tax the V-6 • Door closures sound cheap

eep says the vacancy had to be filled: a three-row Grand Cherokee for those who carry extra passengers but don’t need a full-size Jeep Wagoneer. So Jeep introduced the fifth generation of its popular SUV with a new nameplate: the Grand Cherokee L with its first third row. And we kinda loved it. To get a full picture, at SUVOTY testing we had a $53,815 Limited with a 3.6-liter V-6, a loaded $65,930 Summit Reserve with the V-6, and a $67,655 Overland with a 5.7-liter Hemi V-8—all with four-wheel drive. The engines are old, but the Grand Cherokee L rides on a new platform that surprised us with its adroit chassis. Interestingly, many preferred the stout V-6; the V-8 will always

be quicker and win the audio contest, but the V-6 is adequate unless you need the bigger engine for towing. The lighter V-6 models felt nimbler, too, though the eight-speed transmission serves both engines well. “Often a change in engine note is the only indication it’s shifted,” associate editor Alex Leanse said. The Grand Cherokee L is a big vehicle and can wallow like one. With air suspension, the higher trims glide over bumps, but our judges were surprised by how well the steel springs worked on the Limited. Road test editor Chris Walton was “shocked at how composed and poised” the Limited was in figure-eight testing. The family hauler is quite comfortable off-road, as well, but

one notable complaint: You must be in 4WD low to use hill descent control. An on-road complaint: Lane keep assist does not keep the vehicle centered. The interior is impressive—and downright stunning in the Summit Reserve spec, with open-pore wood, rich colors and materials, finely crafted switchgear, and a cascading infotainment screen. Moving down to the Limited requires little compromise: You will miss the massage menu, and the wood is not as nice, but all trim levels exhibit attention to detail. Amenities include heated and cooled seats, a sunroof, comfort

2021 Jeep Grand Cherokee L 4x4 Limited

2021 Jeep Grand Cherokee L 4x4 Overland

2021 Jeep Grand Cherokee L 4x4 Summit Reserve

Power (SAE net)

$47,690/$53,815 293 hp @ 6,400 rpm

$56,490/$67,655 357 hp @ 5,150 rpm

$60,090/$65,875 293 hp @ 6,400 rpm

Torque (SAE net)

260 lb-ft @ 4,000 rpm

390 lb-ft @ 4,250 rpm

260 lb-ft @ 4,000 rpm

Accel, 0-60 mph

7.3 sec

6.1 sec

8.0 sec

Quarter Mile

15.5 sec @ 89.9 mph

14.6 sec @ 94.5 mph

16.1 sec @ 86.0 mph

Braking, 60-0 mph

127 ft

139 ft

123 ft

Lateral Acceleration

0.79 g (avg)

0.75 g (avg)

0.81 g (avg)

MT Figure Eight

27.9 sec @ 0.59 g (avg)

28.2 sec @ 0.59 g (avg)

27.6 sec @ 0.61 g (avg)

EPA City/Hwy/Comb

18/25/21 mpg

14/22/17 mpg

18/25/21 mpg

SPECS Base Price/As Tested

controls for rear passengers, USB ports in every row, a screen-off button for driving at night, and a button on the center screen to fold the headrests. Uconnect is “deep and rich with good graphics and well-thought-out logic,” editorial director Ed Loh said. Senior features editor Jonny Lieberman appreciated the ability to display all five areas of interest on the screen. The McIntosh stereo sparkles, and the screen that lets you watch the “needles” move is mesmerizing. Some judges decried the release latch to fold the second

Overland row, which requires a stronger tug than small children can manage. Putting the seat back in place requires some heft; why not a power button? Once folded down, it creates a giant opening to access the spacious and nicely appointed third row. Overall, adding a third row makes the Grand Cherokee an even more formidable offering. “The Jeep combines emotional appeal, comfort, technology, and design in a way few others have done,” Mexico editor Miguel Cortina said. Alisa Priddle

Limited

LIMITED; OVERLAND; SUMMIT RESERVE VEHICLE LAYOUT Front-engine, AWD, 7-pass, 4-door SUV; front-engine, 4WD, 6-pass, 4-door SUV; front-engine, 4WD, 6-pass, 4-door SUV ENGINE, TRANSMISSION 3.6L port-injected DOHC 24-valve 60-degree V-6, 8-speed automatic; 5.7L port-injected OHV 16-valve 90-degree V-8, 8-speed automatic; 3.6L port-injected DOHC 24-valve 60-degree V-6, 8-speed automatic CURB WEIGHT (F/R DIST) 4,823 lb (51/49%); 5,402 lb (52/48%; 5,171 lb (50/50%) WHEELBASE 121.7 in LENGTH x WIDTH x HEIGHT 204.9 x 77.9 x 71.5 in; 204.9 x 77.9 x 70.7-73.9 in; 204.9 x 77.9 x 70.7-73.9 in ON SALE Now

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SUVOTY

Screens aplenty offer lots to watch, and the console concession-stand fridge keeps audiences hydrated.

Finalists

2022 Jeep Grand Wagoneer

shock. Senior features editor Jonny Lieberman hated the tall, blocky side-view styling, and buyer’s guide director Zach Gale fretted that one day “the kids of a Grand Wagoneer owner will question why Mommy or Daddy needed an SUV with 13/18 mpg,” especially when more efficient luxury options were available. No Grand Wagoneer earns a Trail Rated badge, though standard AWD or optional 4WD endow it with ample forest-road capability. We’re somewhat baffled by the decision not to include the “Jeep” wordmark

PROS Cloudlike ride • Opulent interior • Scenic cruiser visibility CONS Hellcat-thirsty for fuel • Overzealous stability control

anywhere on the vehicle, though. That name never dissuaded wealthy Wagoneer buyers in the ’80s and early ’90s, and this one is vastly better equipped to lure the landed gentry. Most judges were highly impressed with Jeep’s reincarnation of this storied nameplate. They’re optimistic for its chances of competing against the established Cadillac and Lincoln entries in this space, but they also thought its low efficiency ranking hindered its chances at earning our Golden Calipers. Frank Markus

f neither the Lincoln Navigator Black Label nor the Cadillac Escalade Platinum quite scratch your jumbo luxo-ute itch, the new Jeep Grand Wagoneer (built on modified Ram underpinnings) is almost sure to please. It somehow manages to deliver quintessential American luxury in a fresh, authentic way. Inside, the vibe is vaguely midcentury modern without plagiarizing Lincoln, and it trumps Cadillac’s curved OLED displays with up to 75 cumulative screen inches that all present info worth viewing. Options include a movie screen for the front passenger that remains invisible to the driver and a Relax mode visible to all when parked, which displays visuals like a crackling fireplace. Judges were mostly blown away by the wood trim with inlaid

SPECS Base Price/As Tested

metal lettering, the thick leather with contrast stitching, and the rich tones and deep bass emanating from the McIntosh 23-speaker audio system. “It’s peak Americana: more, more, more,” senior editor Greg Fink said. “There’s too much leather, too much wood, too many screens. It’s so excessive yet so wonderful. And oh, so spacious.” The third-row seat of this short-wheelbase Grand Wagoneer—a longer one is coming—matches the legroom of a Cadillac Escalade and EXT while surpassing their head-, shoulder-, and hiproom dimensions. The Navigator measures larger for passenger space, but the blocky Wagoneer is the cargo champ, and we expect its long-wheelbase variant to really earn the title bestowed by

editorial ops director Mike Floyd: “Lord Humongous, ruler of the monster SUV kingdom.” Associate road test editor Erick Ayapana praised the 6.4-liter “beast of an engine” and smooth transmission, but we were all let down by Jeep’s overly aggressive stability control. It utterly chops all power at the merest hint of understeer, making it impossible to generate a meaningful lateralg or figure-eight test result. And although the steering lacked feel, its light effort rendered this jumbotron more maneuverable. Judges also complained about the hot, sun-reflective pianoblack trim, which made it difficult to see the suspension-height and drive-mode selections. Guest judge and engineering expert Gordon Dickie noted some tire-slap and secondary chassis vibration on a testing section designed to simulate California’s 110 freeway, as well as some shift

2022 Jeep Grand Wagoneer 4x4 Series III

Power (SAE net)

$105,995/$109,980 471 hp @ 6,000 rpm

Torque (SAE net)

455 lb-ft @ 4,400 rpm

Accel, 0-60 mph

5.7 sec

Quarter Mile

14.1 sec @ 99.1 mph

Braking, 60-0 mph

134 ft

Lateral Acceleration

0.65 g (avg)*

MT Figure Eight

29.2 sec @ 0.57 g (avg)*

EPA City/Hwy/Comb

13/18/15 mpg

VEHICLE LAYOUT Front-engine, 4WD, 7-pass, 4-door SUV ENGINE, TRANSMISSION 6.4L port-injected OHV 16-valve 90-degree V-8, 8-speed automatic CURB WEIGHT (F/R DIST) 6,358 lb (51/49%) WHEELBASE 123.0 in LENGTH x WIDTH x HEIGHT 214.7 x 83.6 x 74.0-77.6 in ON SALE Now 64 MOTORTREND.COM DECEMBER 2021

*Performance limited due to electronic stability and traction control.

SUVOTY

2021 Jeep Wrangler 392 and 4xe information: lots of screens and options for charging or saving the battery pack.” We also noted how the weight from the motor and battery pack helped the 4xe’s ride quality and livability. “The PHEV transformation makes this vehicle more appealing for on-road usage customers, who can employ it as a daily driver,” guest judge Gordon Dickie said. We should point out the Wrangler 4xe is the bestselling PHEV in America. Why no repeat victory for the new/improved Wranglers? “I struggle to build a case against the criteria for this vehicle winning SUVOTY again,” Markus said. While no doubt hitting the balls out of the park in terms of engineering excellence and performance of intended function PROS: A plug-in hybrid Wrangler? Now we’ve seen everything

• Electric propulsion in a Jeep is very satisfying • 392 is a masterpiece CONS: Live front axle is good on trails, bad on roads • Noisy at speed • The 392’s fuel economy embodies last-century thinking

n 2018 we named the brand-new Jeep JL Wrangler our 2019 SUV of the Year. If you watch the video we made about that decision, toward the end we say, “In the end, tradition won out.” Now, three years later, Jeep is back with two significant new Wrangler variants, and they’re anything but traditional. In the green corner, the brand’s first ever plug-in hybrid vehicle in America, the EPA-rated 50-mpg-e Wrangler 4xe. And in the other corner, probably beating up the other SUVs and stealing their lunch money, is the 470-hp, howling-mad and Hemipacking 392, the first Wrangler to come from the factory sporting an honest-to-goodness V-8. Opinions were all over the place.

SPECS Base Price/As Tested Power (SAE net) Torque (SAE net) Accel, 0-60 mph Quarter Mile Braking, 60-0 mph Lateral Acceleration MT Figure Eight EPA City/Hwy/Comb

“Engine Note of the Year,” buyer’s guide director Zach Gale said about the 392. Editorial operations director Mike Floyd called it “the best Wrangler ever, no doubt.” As for myself, since I first drove the 392, I’ve described it as the SUV I’ve been dreaming of my whole life. I might buy one. Not everyone on staff felt the same way. “I don’t care how muscular, efficient, or off-road-capable the Wrangler is,” associate editor Alex Leanse said. “Its abysmal steering would stop me from ever buying one for anything but trail-specific use.” Gale, however, made a more salient point against one of our criteria, efficiency: “The issue, of course, is the 13/17 mpg fuel economy. Look, I love this SUV,

2021 Jeep Wrangler Unlimited Rubicon 4xe $56,220/$68,845 270 hp @ 5,250 rpm (gas), 134 & 44 hp (elec); 375 hp (comb) 295 lb-ft @ 3,000 rpm (gas), 181 & 39 lb-ft (elec); 470 lb-ft (comb) 6.8 sec 15.2 sec @ 93.9 mph 133 ft 0.75 g (avg)* 27.8 sec @ 0.61 g (avg)* 20/20/20 mpg; 52/45/49** mpg-e

but—as one example—our fire season starts earlier and burns more intensely in part because of global warming.” Surely, then, the PHEV 4xe won us over? Well, we did all like driving the electrified Wrangler with the 2.0-liter turbo I-4 switched off. “It’s tough to beat an electric drivetrain for smooth, quiet driving in town,” technical director Frank Markus said. (A fully electric Wrangler is in the pipeline.) “This Jeep’s Uconnect system is my idea of how electrified vehicles should present

(no vehicle is better off-road), the Wranglers failed to meet the mark in terms of advancement in design and value, especially with the 392 starting at $75,690. Efficiency is a mixed bag, with all the 4xe’s gains countered by the 392’s dismal fuel consumption. These new arrows in the Wrangler’s quiver make the lineup better than ever, but neither was impressive enough for the Jeep to once again take home the Golden Calipers. Jonny Lieberman

2021 Jeep Wrangler Unlimited Rubicon 392 $75,690/$79,240 470 hp @ 6,000 rpm 470 lb-ft @ 4,300 rpm 4.2 sec 12.9 sec @ 100.4 mph 133 ft 0.67 g (avg)* 29.3 sec @ 0.56 g (avg)* 13/17/14 mpg

4XE; 392 VEHICLE LAYOUT Frong-engine, 4WD, 5-pass, 4-door SUV ENGINE, TRANSMISSION 2.0L turbo direct-injected DOHC 16-valve I-4 plus permanent-magnet electric motors, 8-speed auto; 6.4L port-injected OHV 15-valve 90-degree V-8, 8-speed automatic CURB WEIGHT (F/R DIST) 5,352 lb (50/50%); 5,186 lb (53/47%) WHEELBASE 118.4 in LENGTH x WIDTH x HEIGHT 188.4 x 73.8 x 73.5 in ON SALE Now *Performance limited due to electronic stability and traction control. **EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes.

DECEMBER 2021 MOTORTREND.COM 65

SUVOTY

Finalists

Turbo

2021 Kia Sorento

steering wheel.” We suggest keeping both eyes unobstructed, but the driver aids earned our confidence to handle momentary lapses of focus. With the turbo 2.5-liter comes an eight-speed dual-clutch, which didn’t work well enough at low speeds to justify its quick shifts once underway. Cortina called its action departing stops “clunky and unrefined.” Gale said, “Owners will grow tired of its bucking and shaking.” The engine stop/start function’s slow responses made smooth departures even more challenging.

EX Hybrid PROS Sharp exterior styling • Appealing versatility • Punchy 2.5-liter turbo engine CONS Clumsy dual-clutch transmission • Deciding between passenger and cargo capacity • Uninteresting hybrid powertrain

he Kia Sorento’s addition to the finalist roster was an unexpected twist. As we bickered over whether to bring another variant of a different finalist or something else entirely, the suggestion for Sorento popped up—and no judge dissented. Turns out it was a worthy playoff inclusion. The Sorento scored points against our advancement in design criterion. Senior features editor Jonny Lieberman referenced a photo of the outgoing Sorento, dumbfounded it could be related to the new model. That nondescript legume has transformed into something stylish. Exterior design is one thing, but interiors make or break three-row SUVs. Again, success.

Details like the textured trim panels, geometric air vents, and patterned seat upholstery drew fond gazes. Functionality is also strong: Cubbies, cupholders, and USB ports are provided for passengers in all three rows. The third row sets the Sorento apart, positioning it as an in-betweener—larger than most midsizers but smaller than dedicated three-rows. We found little compromise in this packaging. Detroit editor Alisa Priddle thought its use case was clear: “It’s easy to recommend to midsize SUV shoppers who want the bonus prize of being able to carry two extra passengers. The back seats don’t limit the roomy cargo space when the Sorento is set up as a two-row.”

Buyer’s guide director Zach Gale called the second row’s folding operation “simple and smart: A button on the seat base moves the seat down and forward, with another button on the seat back so rear passengers can let themselves out.” Editors Miguel Cortina and Duncan Brady, both slightly taller than 6 feet, found the third row’s seating position awkward but said it would work for short trips. We brought only the rangetopping X-Line, powered by a 281-hp 2.5-liter turbocharged I-4, out of the proving ground for real-world evaluation. Director of editorial operations Mike Floyd was among the judges pleased by its dynamics, calling it “the feel-good hit of the competition.” Priddle enjoyed its “light and lithe” handling. Technical director Frank Markus quipped he could “describe the road texture with a blindfold on just by feeling the

2021 Kia Sorento Hybrid EX

2021 Kia Sorento AWD X-Line (SX Prestige)

Base Price/As Tested

$37,765/$38,210

$43,765/$44,290

Power (SAE net)

177 hp @ 5,500 rpm (gas), 60 hp (elec); 227 hp (comb)

281 hp @ 5,800 rpm

Torque (SAE net)

195 lb-ft @ 1,500 rpm, 195 lb-ft (elec); 258 lb-ft (comb)

311 lb-ft @ 1,700 rpm

Accel, 0-60 mph

8.4 sec

6.3 sec

Quarter Mile

16.4 sec @ 87.2 mph

14.8 sec @ 97.0 mph

Braking, 60-0 mph

121 ft

115 ft

Lateral Acceleration

0.80 g (avg)

0.85 g (avg)

MT Figure Eight

27.7 sec @ 0.62 g (avg)

26.5 sec @ 0.67 g (avg)

EPA City/Hwy/Comb

39/35/37 mpg

21/28/24 mpg

SPECS

Kia offers three powertrains for the Sorento, with a fourth—a plug-in hybrid— on the way for 2022.

X-Line Although the hybrid offers the same smart packaging as any other variant, we appreciated its powertrain only for its improved fuel economy. We have yet to drive a Sorento with the base 2.5-liter I-4, but the way that engine performs in the smaller Hyundai Tucson makes us think it would leave a poor impression. Thus, in the context of our 2022 SUV of the Year field, Kia couldn’t repeat the winning feat its Telluride did in 2020. Still, the redesigned Sorento earned its place as a finalist. Alex Leanse

X-Line

HYBRID EX; X-LINE VEHICLE LAYOUT Front-engine/motor, FWD, 6-pass, 4-door SUV; front-engine, AWD, 6-pass, 4-door SUV ENGINE, TRANSMISSION 1.6L turbo direct-injected DOHC 16-valve I-4 plus permanent-magnet electric motor, 6-speed automatic; 2.5L turbo portand direct-injected DOHC 16-valve I-4, 8-speed twin-clutch auto CURB WEIGHT (F/R DIST) 4,091 lb (56/44%); 4,150 lb (57/43%) WHEELBASE 110.8 in LENGTH x WIDTH x HEIGHT 189.4 x 74.8 x 66.7 in ON SALE Now

SUVOTY

The car-as-smartphone approach simplifies things in some ways, frustrates in others.

Finalists

2022 Volkswagen ID4

at the affordable end of the spectrum—which can’t use the noise and vibrations of an internal combustion engine as a salve. We didn’t love some of the ID4’s controls and switchgear, with the window controls drawing a significant amount of fire. All four windows are actuated by just two switches, and it’s the kind of function that’s quirky in all the wrong ways. Gripes were also levied against a few of the touchscreen controls, most notably those handling the climate control. Other demerits

PROS Comfortable ride and seats • Easy to drive • Roomy rear seating CONS Annoying vehicle control quirks • Rear drum brakes • No frunk

centered around the ID4’s rear drum brakes (not something we see much anymore, even on the cheapest cars) and the lack of a frunk, which most EVs have. Despite its flaws, the ID4 is an impressive SUV and a livable, lively, and highly functional vehicle that also happens to be electric. It just didn’t deliver excellence in enough areas to push it to the top. Michael Floyd

he Volkswagen ID4 is the vanguard vehicle for the German automaker’s accelerated electrification push in the U.S., and based on what we experienced during our SUV of the Year evaluation, those efforts are off to a fine start. For the ID4 to make it to the finalist round spoke to how much its overall package impressed the judges. The ID4 didn’t blow us away in any one of our criteria, but it performed well in several, earning high marks for its easy-driving nature, comfortable seating, and overall cabin room. The quicker, dual-motor AWD model wasn’t ready in time for our event, but the rear-motor—and thus rearwheel-drive—ID4 Pro and Pro S models we had on hand had enough juice to do everything we asked of them.

There wasn’t a lot of complaining about range or price. At about 250 miles to a charge, the ID4 has enough energy on board for most folks’ daily grind, so long as you can plug in every night or so. It’s also priced competitively at $41,190 to start. (Neither of our test vehicles surpassed $48K.) That said, some judges wondered whether the interior materials were up to snuff for that much dough. On the paved loops at the Honda Proving Center, we were impressed by the ID4’s steering and overall road feel. It showed VW’s usual verve and chassis balance in handling evaluations and generally managed road imperfections and other challenges without much fuss. But when asked to do real SUV-type things off-pavement,

the ID4 did stumble some. This isn’t the type of vehicle that loves getting down and dirty—it’s far more of a mall runner than an overlander. Indeed, we found the ID4 to be at its best on highways and byways, where editors lauded its pleasant demeanor. “Overall, this is a really fun car to drive,” Detroit editor Alisa Priddle said. “I liked it even more on the public road loop than at the proving ground.” Some reported a fair amount of cabin noise at speed, but it never rose to a level of annoyance, and such noise comes with the territory in today’s EVs—especially

2021 Volkswagen ID4 Pro

2021 Volkswagen ID4 Pro S

Power (SAE net)

$41,190/$41,190 201 hp

$45,690/$47,190 201 hp

Torque (SAE net)

229 lb-ft

Accel, 0-60 mph

7.3 sec

7.4 sec

Quarter Mile

15.8 sec @ 87.2 mph

15.8 sec @ 87.4 mph

Braking, 60-0 mph

120 ft

123 ft

Lateral Acceleration

0.82 g (avg)

0.83 g (avg)

MT Figure Eight

27.6 sec @ 0.61 g (avg)

27.6 sec @ 0.63 g (avg)

EPA City/Hwy/Comb

107/91/99 mpg-e

104/89/97 mpg-e

SPECS Base Price/As Tested

PRO; PRO S VEHICLE LAYOUT Rear-motor, RWD, 5-pass, 4-door SUV MOTOR, TRANSMISSION Permanent-magnet electric, 1-speed automatic CURB WEIGHT (F/R DIST) 4,573 lb (48/52%); 4,677 lb (47/53%) WHEELBASE 108.9 in LENGTH x WIDTH x HEIGHT 180.5 x 72.9 x 64.4 in ON SALE Now

DECEMBER 2021 MOTORTREND.COM 67

SUVOTY FINALISTS

2021 Ford Bronco Badlands (2-dr); Bronco First Edition (4-dr)

2021 Ford Bronco Sport Outer Banks; Badlands

2021 Ford Mustang Mach-E California Route 1; 4x (Premium)

2021 Jeep Grand Cherokee L 4x4 Limited; Overland; Summit Reserve

DRIVETRAIN LAYOUT

Front-engine, 4WD

Front-engine, AWD

Front-/rear-motor, RWD/AWD

Front-engine, AWD; 4WD; 4WD

ENGINE/MOTOR TYPE

Turbo direct-injected DOHC 16-valve I-4, alum block/head; twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6, iron block/ alum heads

Turbo direct-injected DOHC 12-valve I-3, alum block/head; turbo direct-injected DOHC 16-valve I-4, alum block/head

Permanent-magnet electric

Port-injected DOHC 24-valve 60degree V-6, alum block/heads; port-injected OHV 16-valve 90degree V-8, iron block/alum heads; port-injected DOHC 24-valve 60degree V-6, alum block/heads

DISPLACEMENT

2,264cc/138.1 cu in; 2,694cc/164.4 cu in 10.0:1; 10.0:1

1,497cc/91.4 cu in; 1,999cc/122 cu in 11.0:1; 10.0:1

–

3,604cc/219.9 cu in; 5,654cc/345 cu in; 3,604cc/219.9 cu in 11.3:1; 10.5:1; 11.3:1

POWER (SAE NET)

275 hp @ 5,700 rpm; 315 hp @ 5,250 rpm

181 hp @ 6,000 rpm; 245 hp @ 5,500 rpm

290; 346 hp

293 hp @ 6,400 rpm; 357 hp @ 5,150 rpm; 293 hp @ 6,400 rpm

TORQUE (SAE NET)

315 lb-ft @ 3,400 rpm; 410 lb-ft @ 3,100 rpm

190 lb-ft @ 3,000 rpm; 275 lb-ft @ 3,000 rpm

317; 428 lb-ft

260 lb-ft @ 4,000 rpm; 390 lb-ft @ 4,250 rpm; 260 lb-ft @ 4,000 rpm

COMPRESSION RATIO

–

REDLINE

6,000 rpm

6,500 rpm

WEIGHT TO POWER TRANSMISSION

17.2; 16.6 lb/hp 7-speed manual; 10-speed automatic

19.8; 15.2 lb/hp 8-speed automatic

15.9; 14.0 lb/hp 1-speed automatic

16.5; 15.1; 17.6 lb/hp 8-speed automatic

AXLE/FINAL DRIVE/LOW RATIO

4.70:1/3.03:1/2.72:1; 4.70:1/2.99:1/3.06:1

3.81:1/2.36:1/–

9.05:1/9:05:1/–

3.45:1/2.31/–; 3.45:1/2.31:1/2.72:1; 3.45:1/2.31:1/2.72:1

SUSPENSION, FRONT; REAR

Control arms, coil springs, adj anti-roll bar; live axle, coil springs

Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar

Struts, coil springs, anti-roll bar; Multilink, coil springs, air springs, multilink, coil springs, anti-roll bar air springs, anti-roll bar; multilink, coil springs, air springs, air springs, anti-roll bar

STEERING RATIO TURNS LOCK TO LOCK

19.3:1 3.5

16.2:1 2.7

14.6:1 2.6

15.6:1 2.8

BRAKES

12.3-in vented disc (f), 12.1-in disc (r)

12.1-in vented disc (f), 11.9-in disc (r)

14.3-in vented disc (f), 12.4-in disc (r)

13.9-in vented disc (f), 13.8-in vented disc (r)

WHEELS

8.0 x 17-in; 8.5 x 17-in cast aluminum

6.5 x 18-in; 7.0 x 17-in cast aluminum

7.0 x 18-in cast aluminum

8.0 x 18-in; 8.5 x 18-in; 9.0 x 21-in cast aluminum

TIRES

285/70R17 116/113 S BFGoodrich All Terrain T/A KO2 (M+S); 315/70R17 113/110 S Goodyear Territory MT (M+S)

225/60R18 100H Michelin Primacy A/S (M+S); 235/65R17 104H Falken Wildpeak A/T (M+S)

225/60R18 104H Michelin Primacy A/S (M+S); 225/55R19 103H Michelin Primacy A/S (M+S)

265/60R18 110H Michelin Primacy XC (M+S); 265/60R18 110T Goodyear Wrangler Fortitude HT (M+S); 275/45R21 110Y Continental CrossContact LX Sport (M+S)

100.4; 116.1 in 65.0/65.0; 66.9/66.9 in 174.8 x 76.3 x 73.8; 189.5 x 79.3 x 75.3 in

105.1 in 63.4/62.8 in 172.7 x 74.3 x 70.3; 71.4 in

117.5 in 63.5/63.4 in 185.6 x 74.1 x 63.5; 64.0 in

121.7 in 65.4/65.4 in 204.9 x 77.9 x 71.5; 70.7-73.9 in

GROUND CLEARANCE

8.4; 11.5 in

7.9; 8.8 in

5.8 in

8.5; 8.5-10.9; 8.5-10.9 in

APPROACH/DEPART ANGLE

35.5/29.8; 43.2/37.0 deg

21.7/30.4; 30.4/33.1 deg

15.5/25.7 deg

TURNING CIRCLE

35.5; 39.8 ft

37.4 ft

38.1 ft

20.6/21.5; 20.6-30.1/21.1-23.6; 20.630.1/21.1-23.6 deg 38.3 ft

CURB WEIGHT (DIST F/R)

4,732 lb (55/45%); 5,228 lb (56/44%)

SEATING CAPACITY

4, 5 41.0/39.8; 40.8/40.1 in 43.1/35.7; 43.1/36.3 in 57.1/51.8; 57.1/56.5 in 52.3/22.4; 77.6/35.6 cu ft 3,500; 3,240 lb

3,576 lb (57/43%); 3,714 lb (58/42%) 4,599 lb (47/53%); 4,834 lb (49/51%) 5 5 41.5/41.7/– in 40.4/39.3/– in 42.4/36.9/– in 43.3/38.1/–in 57.3/55.6/– in 57.6/55.9/– in 65.2/32.5/– cu ft 59.37/29.7/– cu ft 2,000; 2,200 lb Not recommended

4,823 lb (51/49%); 5,402 lb (52/48%); 5,171 lb (50/50%) 7; 6; 6 39.8/39.9/37.3 in 41.3/39.4/30.3 in 59.2/58.0/51.9 in 84.6/46.9/17.2 cu ft 6,200; 7,200; 6,200 lb

2.3; 3.0 sec 4.0, 4.4 5.3; 6.1 7.7; 8.3 10.0; 11.0 13.0; 14.7 17.4; – – 4.2; 4.4 15.8 sec @ 86.4 mph; 16.5 sec @ 84.5 mph 132, 144 ft 0.67; 0.63* g (avg) 29.6 sec @ 0.54 g (avg); 30.9 sec @ 0.51 g (avg)*

2.8; 2.1 sec 4.3; 3.2 6.6; 4.8 9.2; 6.5 12.2; 8.8 16.5; 12.5 –; 16.4 – 5.3; 3.5 16.8 sec @ 80.8 mph; 15.3 sec @ 87.8 mph 129; 123 ft 0.75; 0.76 g (avg) 28.6 sec @ 0.56 g (avg); 28.4 sec @ 0.59 g (avg)

2.8; 1.9 sec 3.8; 2.7 4.9; 3.7 6.3; 4.8 7.9; 6.2 9.9; 7.9 12.5; 9.9 –; 12.4 2.6; 2.3 14.8 sec @ 96.8 mph; 13.4 sec @ 103.5 mph 124; 109 ft 0.77; 0.85 g (avg) 28.0 sec @ 0.62 g (avg); 26.2 sec @ 0.69 g (avg)

2.4; 2.0; 2.7 sec 3.8, 3.1; 4.1 5.2; 4.6; 5.8 7.3; 6.1; 8.0 9.5; 8.1; 10.5 12.2; 10.3; 13.3 15.6; 13.2; 17.8 – 3.9; 3.2; 4.3 15.5 sec @ 89.9 mph; 14.6 sec @ 94.5 mph; 16.1 sec @ 86.0 mph 127; 139; 123 ft 0.79; 0.75; 0.81 g (avg) 27.9 sec @ 0.59 g (avg); 28.2 sec @ 0.59 g (avg); 27.6 sec @ 0.61 g (avg)

1,800; 1,700 rpm

1,700; 1,600 rpm

6,800 rpm

1,600 rpm

AIRBAGS

$43,590; $62,605 $51,760; $64,510 6: Dual front, front side, f/m/r curtain

BASIC WARRANTY

3 years/36,000 miles

$34,355; $34,315 $36,945; $36,005 10: Dual front, f/r side, f/r curtain, front knee 3 years/36,000 miles

$51,500; $51,400 $52,100; $57,040 9: Dual front, f/r side, f/r curtain, driver knee 3 years/36,000 miles

$47,690; $56,490; $60,090 $53,815; $67,655; $65,875 8: Dual front, front side, f/m/r curtain, front knee 3 years/36,000 miles

POWERTRAIN WARRANTY

5 years/60,000 miles

5 years/60,000 miles, 8 years/100,000 miles (battery) 5 years/60,000 miles 88 kWh 108/94/101; 96/84/90 mpg-e

5 years/60,000 miles

6,400; 6,000; 6,400 rpm

–

DIMENSIONS WHEELBASE TRACK, F/R

LxWxH

HEADROOM, F/M/R LEGROOM, F/M/R SHOULDER ROOM, F/M/R

CARGO VOLUME, BEH F/M/R TOWING CAPACITY TEST DATA ACCELERATION TO MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 PASSING, 45-65 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION MT FIGURE EIGHT TOP-GEAR REVS @ 60 MPH CONSUMER INFO BASE PRICE PRICE AS TESTED

3 years/36,000 miles 16.9; 20.8 gal EPA CITY/HWY/COMB ECON 16/18/17; 17/17/17 mpg ROADSIDE ASSISTANCE

FUEL/BATTERY CAPACITY

5 years/60,000 miles 16.0 gal 25/28/26; 21/26/23 mpg

5 years/60,000 miles 23.0 gal 18/25/21; 14/22/17; 18/25/21 mpg

RECOMMENDED FUEL

Unleaded regular

240-volt electricity, 480-volt electricity

Unleaded regular

ON SALE

Now

Now *Performance limited due to electronic stability and traction control.

2022 Jeep Grand Wagoneer 4X4 Series III

2021 Jeep Wrangler Unlimited Rubicon 4xe; Unlimited Rubicon 392

2021 Kia Sorento Hybrid EX; AWD X-Line (SX Prestige)

2021 Volkswagen ID4 Pro; Pro S

Front-engine, 4WD

Front-engine, FWD; AWD

Rear-motor, RWD

Port-injected OHV 16-valve 90-degree V-8, iron block/alum heads

Turbo direct-injected DOHC 16-valve I-4, plus 2 permanent-magnet electric motors; port-injected OHV 16-valve 90-degree V-8, iron block/alum heads

Turbo direct-injected DOHC 16-valve I-4, alum block/head plus permanent-magnet electric motor; turbo direct-injected DOHC 16-valve I-4, alum block/head

Permanent-magnet electric

6,417cc/391.6 cu in

1,995cc/121.7 cu in; 6,417cc/391.6 cu in

1,598cc/97.5 cu in; 2,497cc/152.4 cu in

–

10.9:1

10.0:1; 10.9:1

10.5:1

–

471 hp @ 6,000 rpm

270 hp @ 5,250 rpm (gas), 134 & 44 hp (elec), 375 hp (comb); 470 hp @ 6,000 rpm

177 hp @ 5,500 rpm (gas), 60 hp (elec), 227 hp 201 hp (comb); 281 hp @ 5,800 rpm

455 lb-ft @ 4,400 rpm

295 lb-ft @ 3,000 rpm (gas), 181 & 39 lb-ft (elec), 470 lb-ft (comb); 470 lb-ft @ 4,300 rpm

195 lb-ft @ 1,500 rpm, 195 lb-ft (elec), 258 lb-ft (comb); 311 lb-ft @ 1,700 rpm

229 lb-ft

6,500 rpm

6,500 rpm; 6,000 rpm

Not indicated; 6,500 rpm

13.5 lb/hp 8-speed automatic

19.8; 11.0 lb/hp 8-speed automatic

23.1; 14.8 lb/hp 6-speed automatic; 8-speed twinclutch auto

22.8; 23.3 lb/hp 1-speed automatic

3.92:1/2.63:1/2.64:1

4.10:1/2.75:1/4.00:1; 3.73:1/2.50:1/2.72:1

3.51:1/2.71:1/–; 4.85:1 (1,2,5,6) 3.32:1 (3,4,7,8,R)/2.17:1/–

4.39:1/13.00:1/–

Control arms, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar

Live axle, coil springs, adj anti-roll bar; live axle, coil springs, anti-roll bar

Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar

16.7:1 3.0

13.7:1; 14.3:1 3.2

13.3:1; 13.7:1 2.6

15.9:1 3.5

14.9-in vented disc (f), 14.8-in vented disc (r)

12.9-in vented disc (f), 13.6-in vented disc (r)

12.8-in vented disc (f), 12.8-in vented disc (r); 13.4-in vented disc (f), 12.8-in vented disc (f) 12.0-in vented disc (r) 11.0-in drum (r)

9.0 x 22-in cast aluminum

7.5 x 17-in cast aluminum

7.0 x 17-in; 8.5 x 20-in cast aluminum

8.0 x 19-in; 8.0 x 20-in (f), 9.0 x 20-in (r) cast aluminum

285/45R22 114H Goodyear Eagle Touring (M+S)

285/70R17 116/113Q (M+S) BFGoodrich All-Terrain T/A K02

235/65R17 104H Nexen Roadian GTX (M+S); 255/45R20 105V Continental CrossContact LX Sport (M+S)

235/55R19 105T Hankook Kinergy AS (M+S), 235/50R20 104T; 255/45R20 105T Bridgestone Alenza Sport A/S (M+S)

123.0 in 68.5/68.3 in 214.7 x 83.6 x 74.0-77.6 in

118.4 in 64.4/64.4 in 188.4 x 73.8 x 73.5; 74.5 in

110.8 in 65.0/65.4; 64.5/64.8 in 189.4 x 74.8 x 66.7; 189.0 x 74.8 x 70.3 in

108.9 in 62.5/61.6 in 180.5 x 72.9 x 64.4 in

–

8.3-10.0 in

10.8; 10.3 in

6.9; 8.2 in

6.1 in

21.5-25.0/21.1-24.0 deg

43.8/35.6; 44.5/37.5 deg

16.8/21.3; 18.4/23.3 deg

17.5/21.2 deg

38.0 ft

39.4 ft

37.9 ft

31.5 ft

6,358 lb (51/49%)

5,352 lb (50/50%); 5,186 lb (53/47%)

4,091 lb (56/44%); 4,150 lb (57/43%)

4,573 lb (48/52%); 4,677 lb (47/53%)

7 41.3/40.0/39.0 in 40.9/42.7/36.6 in 66.1/65.2/64.4 in 94.2/70.9/27.4 cu ft 9,850 lb

5 40.8/40.3/– in 40.8/38.2/– in 55.8/55.8/– in 67.4/27.7/– cu ft 3,500 lb

6 40.3/39.1/36.8 in 41.4/40.7; 41.7/29.6 in 59.1/58.1/53.0 in 75.5/38.5/12.6 cu ft 1,654; 3,500 lb

5 41.1/38.4/– in 41.1/37.6/– in 57.5/55.9/– in 64.2/30.3/– cu ft 2,200 lb

1.9 sec 2.9 4.2 5.7 7.3 9.3 11.5 – 3.1 14.1 sec @ 99.1 mph

2.7; 1.4 sec 3.9; 2.1 5.2; 3.1 6.8; 4.2 8.6; 5.5 11.0; 7.1 13.8; 9.1 – ; 11.9 3.1; 2.3 15.2 sec @ 93.9 mph; 12.9 sec @ 100.4 mph

3.1; 2.3 sec 4.5; 3.4 6.4; 4.7 8.4; 6.3 10.7; 8.0 13.8; 10.3 17.5; 12.7 – ; 15.7 4.2; 3.1 16.4 sec @ 87.2 mph; 14.8 sec @ 97.0 mph

2.6, 2.7 sec 3.8; 3.8 5.3; 5.4 7.3; 7.4 9.8; 9.8 13.0; 13.0 –; 17.0 – 3.9; 3.9 15.8 sec @ 87.2 mph; 15.8 sec @ 87.4 mph

134 ft 0.65 g (avg)* 29.2 sec @ 0.57 g (avg)*

133; 133 ft 0.75; 0.67 g (avg)* 27.8 sec @ 0.61 g (avg)*; 29.3 sec @ 0.56 g (avg)*

121; 115 ft 0.80; 0.85 g (avg) 27.7 sec @ 0.62 g (avg); 26.5 sec @ 0.67 g (avg)

120; 123 ft 0.82 0.83 g (avg) 27.6 sec @ 0.61 g (avg); 27.6 sec @ 0.63 g (avg)

1,700 rpm

1,750; 1,600 rpm

1,950; 1,500 rpm

9,300 rpm

$105,995 $109,980 8: Dual front, front side, f/m/r curtain, front knee 5 years/60,000 miles

$56,220; $75,690 $68,845; $79,240 4: Dual front, front side

$37,765; $43,765 $38,210; $44,290 7: Dual front, front side, f/m/r curtain, driver knee 5 years/60,000 miles

$41,190; $45,690 $41,190; $47,190 6: Dual front, front side, f/r curtain

5 years/60,000 miles 5 years/60,000 miles 26.5 gal 13/18/15 mpg

3 years/36,000 miles 5 years/60,000 miles, 10 years/100,000 mile (hybrid/battery systems) 5 years/60,000 miles 17.2 gal + 17.3 kWh Li-Ion battery; 21.5 gal 20/20/20 mpg, 52/45/49** mpg-e; 13/17/14 mpg

10 years/100,000 miles (incl hyb/battery)

6 years/72,000 miles

5 years/60,000 miles 17.7 gal + 1.5 kWh Li-Ion battery; 17.7 gal 39/35/37; 21/28/24 mpg

6 years/72,000 miles, 8 years/100,000 miles (battery) 3 years/36,000 miles 77.0 kWh 107/91/99; 104/89/97 mpg-e

Unleaded premium

Unleaded regular, 240-volt electricity; Unleaded premium

Unleaded regular

240-volt electricity, 480-volt electricity

Now

**EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes.

SUV OF THE YEAR WINNER

70 MOTORTREND.COM DECEMBER 2021

WORDS ZACH GALE PHOTOGRAPHY AMIR SAIDI

THE BEST GENESIS VEHICLE EVER PUTS AN ENTIRE LUXURY SUV SEGMENT ON NOTICE

GENESIS GV70

othing beats the moment of discovery. Think about the exhilarating rush of hearing what’s now your favorite musical artist for the first time, or dining at a new restaurant that becomes your standby. It’s the precise moment you realize you’ve found something you didn’t know you wanted but now can’t live without. In the automotive world, the Genesis GV70 is just such a discovery. And that’s why it is the 2022 MotorTrend SUV of the Year. With more than a dozen choices, compact luxury SUV buyers might see another option as superfluous, but they’ll reconsider after experiencing the 2022 GV70. The Genesis astounds in the way it achieves all-around excellence. Sharing much with a former Car of the Year winner, the G70 sedan, the GV70 SUV aces our six key criteria, a performance that led to a definitive win. The Genesis GV70 inspires us to once again make a case for trying a newer brand. Buyers who trust the traditional luxury automakers expect the experience of their products to match the reputation and popularity of the vaunted badges they wear. And honestly, sometimes that strategy works. The safe choice, however, isn’t always the best one. Buyers seeking an alternative to the familiar luxury routine should give Genesis a try the next time their three-year lease is up.

If these beautiful photos don’t convince you Genesis nailed it in terms of design, wait until you see a GV70 in person. Sure, its curves don’t have the same visual impact when viewed on phone screens or printed pages, but its look is unconventional and fresh, and the exterior design manages to deliver a distinctive and rich impression when taken as a whole or in detail. Passersby might not know what a Genesis is—yet— but when a GV70 rolls through their field of vision, they’ll know this one is something special. In a luxury market saturated with familiar choices and aesthetics, Genesis took design risks, and most of those risks

paid off. As an example, examine one of its unusual details: The hood has an overbite where tiny tabs extend it slightly over the more upright panel that sits above the grille. This form-over-function indulgence first noted by guest judge Gordon Dickie speaks to the refreshing design philosophy that makes the GV70 interesting to look at inside and out. Without that spirit, the delightfully different GV70 might not sport an unusual downward-sloping character line that begins, against common practice, at the corner of the hood. It wouldn’t have the surprisingly effective angled, high-mounted rear brake light on the top edge of the rear glass. Like the arrow integrated into the FedEx logo, the creative shape of this light is a detail you can’t unsee. Step back a bit, and the broader design is made all the stronger by the smooth rear styling and the prominent hood. Inside, the story is the same. This cabin could only have been crafted by a luxury brand thinking beyond the typical. “The design brings its own kind of luxury to the equation,” Mexico editor Miguel Cortina said. “Genesis isn’t trying to copy Europe or America or Japan—the GV70 does its own thing.” The interior embraces a subtle ovaloid theme, supported by a diamond motif that extends from pedals to speaker grilles and even to the front map lights. Oh, and in case you’re wondering, the enormous 14.5-inch touchscreen— operated by a rich-feeling rotating disc on the center console—is standard on every GV70. It’s a delight, though we hope

Genesis will find a way in an upcoming model year to reduce its reflection on the front windshield at night. The infotainment controller is sited next to a gorgeous shift knob on the center console. Although we’re sure owners will become accustomed to the two discs’ completely different functions, there might be a learning curve before muscle memory kicks in. Regardless of what you touch, however, the cabin feels precisely assembled and carefully crafted. “The interior punches far above its price

The 3.5T engine (above) produces 375 horses, but even the base 2.5T is good for 300 hp.

and segment,” senior editor Greg Fink said. “Every piece inside the vehicle feels high end. The GV70 feels special in all the best ways.”

“Its chassis is eager to play once the tarmac starts to bend, too,” Fink continued. Road test editor Chris Walton put a more emphatic point on how our entire judges’ roster felt driving the GV70 3.5T at the proving ground, on the test track, and on public roads: “Holy s***, this thing is awesome!” As mentioned, the 2022 GV70 is based on the Genesis G70, a Car of the Year– winning sport sedan. The GV70 loses none of that car’s verve, which carries over part and parcel to the SUV. In many vehicles, dynamic excellence comes at the expense of comfort. Not here. The available 21-inch wheels make a style statement yet don’t cost a thing in ride quality, and the adaptive suspension is a masterfully tuned delight we hope

Genesis sees fit to spread to the 2.5T version of the GV70. Occasionally, we find a disconnect between the way a vehicle drives at its limit on the track and how it performs on the street. An SUV that’s fun when you really push it can be a drag in day-to-day driving. The GV70 is wieldy and comfortable for wherever your routine takes you, and it’s sporty when you’re ready to cut loose. Whether you choose the 2.5T or 3.5T engine, all GV70s have standard all-wheel drive and an eight-speed automatic transmission. The 2.5-liter turbocharged inline-four produces a robust 300 hp and 311 lb-ft of torque, while the 3.5-liter twin-turbo V-6 delivers 375 horsepower and 391 lb-ft of torque—and sounds phenomenal while doing so.

Few vehicles are asked to do as much and to be as diverse of talent as a compact luxury SUV. The best in the segment are just as practical as they are captivating in design and performance. They need to impress with high-quality materials yet shouldn’t cost so much that they’re

Even without this sporty red and black trim, the Genesis GV70’s interior is one of the most premium in the segment. DECEMBER 2021 MOTORTREND.COM 73

SUV OF THE YEAR WINNER

2022 Genesis GV70 3.5T AWD Front-engine, AWD Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6, alum block/heads DISPLACEMENT 3,470cc/211.8 cu in COMPRESSION RATIO 11.0:1 375 hp @ 5,800 rpm POWER (SAE NET) 391 lb-ft @ 1,300 rpm TORQUE (SAE NET) Not indicated REDLINE WEIGHT TO POWER 12.3 lb/hp TRANSMISSION 8-speed automatic AXLE/FINAL DRIVE RATIO 3.91:1/2.21:1 SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar DRIVETRAIN LAYOUT

The Genesis GV70’s rear seat feels spacious for a compact luxury SUV. Note the gorgeous carbon-fiber door trim.

ENGINE TYPE

STEERING RATIO TURNS LOCK TO LOCK BRAKES, F; R WHEELS

13.9:1 2.6 14.2-in vented disc; 13.6-in vented disc 9.0 x 21-in cast aluminum 255/40R21 102W Michelin Primacy Tour A/S (M+S)

TIRES DIMENSIONS

113.2 in 64.6/65.2 in LENGTH X WIDTH X HEIGHT 185.6 x 75.2 x 64.2 in GROUND CLEARANCE 7.3 in APPROACH/DEPART ANGLE 19.0/22.6 deg TURNING CIRCLE 37.7 ft CURB WEIGHT (DIST F/R) 4,595 lb (52/48%) SEATING CAPACITY 5 HEADROOM, F/R 39.6/39.1 in LEGROOM, F/R 41.3/37.2 in SHOULDER ROOM, F/R 59.1/56.9 in CARGO VOLUME, BEH F/R 56.9/28.9 cu ft TOWING CAPACITY 3,500 lb WHEELBASE

TRACK, F/R

TEST DATA ACCELERATION TO MPH 0-30

1.9 sec 2.9 0-50 4.0 0-60 5.4 0-70 7.0 0-80 8.9 0-90 11.3 0-100 14.2 PASSING, 45-65 MPH 2.8 QUARTER MILE 14.0 sec @ 99.2 mph BRAKING, 60-0 MPH 124 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 26.4 sec @ 0.70 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 0-40

CONSUMER INFO BASE PRICE PRICE AS TESTED AIRBAGS

BASIC WARRANTY

$53,645 $64,045 8: Dual front, front side, front center, f/r curtain, driver knee 5 years/60,000 miles

10 years/100,000 miles ROADSIDE ASSISTANCE 5 years/unlimited miles FUEL CAPACITY 17.4 gal EPA CITY/HWY/COMB ECON 19/25/21 mpg RECOMMENDED FUEL Unleaded premium ON SALE Now POWERTRAIN WARRANTY

74 MOTORTREND.COM DECEMBER 2021

out of reach for most luxury buyers. You’ve heard us rave about the GV70’s performance and design, but what might come as a surprise is how well the Genesis aces the practicality portion of our curriculum. The GV70 has more space for rear occupants than a number of competitors thanks to front seat backs that are carved out for more knee room. And the person sitting in the right rear seat might discover a feature they wish their SUV had: two buttons on the side of the front backrest they can use to adjust its recline angle and motor the whole seat forward and back.

Move to the cargo area to find latches that fold down the second-row seats when your trip to the big box store is more fruitful than you’d anticipated. Leave those seats in place, and cargo room comes in These buttons at 28.9 cubic feet, more move the than almost every vehicle front seat in the segment. If you want from the rear. to stack things to the roof, a competitor with a boxier profile might be a better bet, and the GV70 has very little underfloor storage, but there’s no doubt it can happily handle most everyday hauling tasks.

As with Hyundai, its parent company, Genesis is making a name for itself by offering tons of features for the money. And indeed, the GV70 comes well equipped. Every GV70 down to the $42K base trim has all-wheel drive, adaptive cruise control, lane centering, blind-spot monitoring, and that 14.5-inch screen. Some trims offer Remote Smart Parking Assist, an innovative technology that can function as both a party trick and a genuine help for those with small or

IN MANY SUVS, DYNAMIC EXCELLENCE COMES AT THE EXPENSE OF COMFORT. NOT HERE. narrow parking spaces, as it can scooch this SUV into or out of a spot with no driver aboard. Easy. Genesis has customers covered in ways you may not have even thought of, too. A five-year or 60,000-mile basic warranty is standard on every model, as is complimentary maintenance for three years or 36,000 miles. And Genesis ups the luxury experience by including three years or 36,000 miles of free Service Valet, whereby the dealership retrieves the car when service is needed, performs the work, and then drops it back off. What really drives home the value proposition isn’t that the GV70 has cool features, a great driving experience, or an engaging design—it’s that they’re all available in one SUV. This isn’t just a bucket of features and some leather trim. It’s a cohesive package that feels carefully considered and compelling, at an attractive price. “How does Genesis make money on this vehicle?” head of editorial Ed Loh asked. “At $65,000 loaded, it competes with vehicles that cost $10,000 or $20,000 more.” From editorial operations director Mike Floyd: “It simply smokes the competition on price and feature set.”

The GV70 is our SUV of the Year in part because it has no major weaknesses. It could see improvement in efficiency, though the 2.5T is relatively strong in this area. Aside from the Tesla Model Y, which starts at $10,000 more, the entry-level GV70 matches the efficiency of others in the class. The 2.5T earns up to 22/28 mpg city/highway, essentially

mirroring the Volvo XC60 T5 and Alfa Romeo Stelvio with all-wheel drive. Its city economy is just 1 mpg less than that of the 2022 Audi Q5 and 1 mpg more than the competition from BMW and Mercedes. The GV70 3.5T, on the other hand, is more of a midpack performer, finishing ahead of the Mercedes-AMG GLC 43 but behind the BMW X3 M40i. (Both are quicker than the GV70 3.5T, but they’re also at least $5,000 more to start.) We’ve heard rumors an electric GV70 is on the way, which could make for a superb line-topping performance model to go against models such as the well-rounded Lexus NX 450h+ plug-in hybrid or Tesla Model Y.

Whether relying on passive or active safety, Genesis GV70 buyers should have peace of mind no matter what the road throws at them. Although at the time of writing, the Insurance Institute for Highway Safety hadn’t yet officially rated the GV70, three of the SUV’s four lineup mates have earned the best possible ratings from the organization, and early builds of the fourth model aced every crash test. And the National Highway Traffic Safety Administration gave the two Genesis vehicles it’s tested so far its top overall rating. In the GV70, we appreciate that Genesis doesn’t make safety an extracost option, a frequent occurrence among luxury vehicles. Every GV70 includes eight airbags, lane centering, blind-spot monitoring, automatic emergency front and rear braking,

adaptive cruise control, a temporary spare tire, hill start assist, high-beam assist, and Safe Exit Assist, which can decrease the chances the driver or passenger will open a door into the path of approaching traffic. If all that tech sounds intimidating, an easy-to-access control screen offers helpful animations and simple language to explain what these features do.

Satisfied with their existing automotive choices, luxury buyers sometimes stop shopping the competition. But if ever there were a time to try a new option, it’s now with the Genesis GV70. More so even than Genesis’ laudable previous efforts, this well-rounded SUV combines satisfying dynamics with huge value and a level of practicality rare among luxury vehicles. In a segment already stuffed with intriguing options, the Genesis GV70 is nothing short of a revelation—and it’s the only choice for the 2022 MotorTrend SUV of the Year honor. Q DECEMBER 2021 MOTORTREND.COM 75

UPDATE BMW 228i

BMW X7

CHEVROLET CORVETTE

HONDA ODYSSEY

Updates on our long-term fleet

MT PHOTOGRAPHY MT STAFF

ARRIVAL: Mercedes-Benz E 450 EPA City/Hwy/Comb Fuel Econ 21/28/24 mpg “Will we still love our 2021 Car of the Year after spending 12 months with it?” Zach Gale Base Price $63,050 As Tested $72,770 ercedes runs deep in my family. From my grandma’s inimitable diesel S-Class—white with pink pinstriping—to the late-’80s E-Class models my parents drove for years, I grew up road-tripping in their back seats. Later, I learned to drive in a 1988 300 TE, the same wagon I’d taken naps in during long highway drives a decade earlier. Although my parents moved on to other brands, MotorTrend has its own E-Class history. We recognized the E as our 1996 Import Car of the Year before experiencing the all-around excellence in the most recent updated model, our 2021 Car of the Year. Now we get to spend 12 months with the 2021

Mercedes-Benz E-Class, and we have some questions. There’s more at stake here than you might think: Far more consumers will purchase a GLC or GLE, but the E-Class still helps drive overall brand perception. So we’re eager to see what we’ll think after a year of ownership. Will the E 450 4Matic sedan remain a luxury sedan favorite? Or will it get lost in the shadows of the redesigned C-Class and S-Class, and the new EQS sedan? If the $72,770 as-tested price of our one-year E-Class comes as a surprise, you won’t want to hear that our car lacks real leather, a panoramic glass roof (ours has a standard sunroof ), and ventilated front seats. We also opted for

76 MOTORTREND.COM DECEMBER 2021

the E 450’s 362-hp 3.0-liter turbocharged mild hybrid I-6 instead of the standard E 350 model’s 255-hp 2.0-liter turbocharged I-4. That 107-hp jump means Mercedes’ 4Matic all-wheel-drive system comes standard, but it still doesn’t guarantee you top status in the E-Class lineup—not even close. The two AMG models take things in a sportier direction. First there’s a 429-hp E 53 model that also uses an I-6 engine. And if embarrassing muscle cars is more your style, Mercedes offers the six-figure, 603-hp E 63 S. By choosing the E 450 4Matic, we’re staying closer to the heart of the market.

Moving past the E 350 adds a dose of sportiness, but not so much that we forget this is a luxury sedan first and a sporty sedan second. To put this E 450 4Matic’s $72,770 as-tested price into perspective, our one-year 2017 BMW 530i had an MSRP of $72,135, and unlike our Mercedes, that BMW was a base-engine model. Our E 450’s options include a $2,300 Premium package with a 360-degree camera system, Burmester sound system that looks and sounds good, parking sensors, and a parking assist system. A $1,100 Acoustic Comfort package will hopefully keep things hushed inside the cabin thanks to increased insulation as well as a specially treated windshield and side windows. We couldn’t finish our build without the best active safety tech Mercedes offers on the E-Class, so we checked the box for the $1,950 Driver Assistance package. This suite of tech includes adaptive cruise control with Active Steering Assist, with the ability to slow around curves and Active Lane Change Assist, automatic emergency braking with a cross-traffic function, lane keep assist, and Evasive Steering Assist. Then there’s the $350 augmented reality feature for the

SPECS VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 3.0L/362-hp/369-lb-ft turbo DOHC 24-valve I-6 TRANSMISSION 9-speed automatic CURB WEIGHT (F/R DIST) 4,270 lb (55/45%) 0-60 MPH 4.6 sec QUARTER MILE 13.2 sec @ 104.7 mph BRAKING, 60-0 MPH 135 ft LATERAL ACCELERATION 0.86 g (avg) HEIGHT 57.8”

115.7” 194.3”

73.7”

HYUNDAI SONATA

KIA SELTOS

KIA SORENTO

NISSAN SENTRA

RAM 2500 HD UPDATE

SUBARU OUTBACK VERDICT

KIA TELLURIDE

UPDATE MAZDA CX-30

ARRIVAL MERCEDES-BENZ E 450

TOYOTA GR SUPRA

TOYOTA MIRAI

TOYOTA VENZA

MERCEDES-BENZ GLE 450

VOLVO XC40 UPDATE

Despite the $72,770 as-tested price tag, these seats aren’t real leather and lack ventilation.

2020 BMW 228i Gran Coupe Service Life: 10 mo/11,127 miles Average Fuel Econ: 25.0 mpg “Did you know the 228i’s trunk has a secret storage area that can fit a bike?” Brian Vance

navigation system—it’s a new technology we’re starting to see from other luxury brands, too. Will it become a musthave feature that spreads across the industry? Or will the market mostly ignore it, like night vision? We’ll see. We’re almost done! A dashcam set us back $200, moving up from 18-inch

wheels to 19s cost a reasonable $1,000, and the Mojave Silver Metallic exterior color carries a $720 upcharge. Almost every color costs extra on the E-Class, but to be fair, that’s a game every car in this class plays except the value-priced Lexus ES. Last but definitely not least, we opted for Mercedes’ $1,900 air suspension, which it dubs Air Body Control. The three-pointed star’s allure is a big part of any Mercedes purchase. But the E-Class’ appeal should go beyond the brand’s wellearned prestige—this is a two-time MT Car of the Year winner, after all. Will we still like it after 12 months? That’s what we hope to find out. And you have our word—we won’t add pink pinstriping.

THE E-CLASS’ APPEAL GOES BEYOND MERCEDES’ WELL-EARNED PRESTIGE.

Unresolved problems None Maintenance cost $0 Normal wear $0 Base price $38,495 As tested $48,495 EPA City/Hwy/Comb fuel econ 23/33/27 mpg fter a quick glance at this smallish BMW sedan, the idea of fitting a full-size bike into its trunk seems laughable. In fact, it’s unlikely to ever cross the mind of most who drive it. Aside from rooftop or trunkmounted racks, sedans and bike-carrying rarely mesh. But a recent need to leave this BMW at the local dealer for overnight service had me seeking a way home that, because of COVID, didn’t involve sharing a vehicle with someone else. I began to explore the idea of somehow fitting my large-frame mountain bike into the trunk, driving to the dealer, then riding home. As I assessed the seemingly small trunk, it was clear the space wasn’t big enough. But I recalled the 228i Gran Coupe has a hidden trunk space under the cargo floor. Removing the foldable floor exposes the lower trunk area, presumably where a spare tire might sit in a 228i not equipped with run-flats. Floor removed, the trunk becomes more cavernous, and the idea of fitting a bike in there suddenly seemed within reach. I lowered the rear seats via the trunk-mounted levers but still wondered whether the lowered seats would provide the needed length inside the cabin to allow the decklid to close. I took off the bike’s front wheel, lifted the

frame, and slid the bike into the trunk horizontally, rear wheel first. The expanded, deeper trunk area had just enough room for the bike pedals and handlebar, leaving space for the detached front wheel to fit, as well. Suffice to say, as I closed the decklid, I was pleasantly surprised the bike fit. Of course, with the two-wheeler in the trunk, there wasn’t much room for anything else, but when I learned this compact sedan could fit more than meets the eye, its value as an entry-level luxury sedan took a step up.

Taking advantage of the 228i’s subfloor storage, we managed to fit a large-frame bike in back.

DECEMBER 2021 MOTORTREND.COM 77

MT GARAGE I Updates

2020 Ram 2500

2020 Mazda CX-30

Service Life: 10 mo/23,288 miles Average Fuel Econ: 17.4 mpg

Service Life: 10 mo/13,031 miles Average Fuel Econ: 26.7 mpg

“Four tons of exceptionally capable and remarkably comfortable truck never seemed so thrifty.” Frank Markus Unresolved problems None Maintenance cost $100.62 (26 gal DEF) Normal wear $0 Base price $54,045 As tested $76,130 EPA City/Hwy/Comb Fuel Econ Not rated ur long-term 2020 Ram 2500 Cummins, nicknamed Guffman, is gunning for MotorTrend’s longterm vehicle mileage record. In its first 299 days with us, it accrued 23,288 miles. Most of these were transporting people to places they would have flown to in more normal times. Every long-hauler has marveled at the impressive fuel economy and range numbers displayed on the driver information center of this 7,980-pound monster. We’ve seen highway fuel economy numbers as high as 23 mpg and range estimates of 645 miles or more. How do these numbers square with reality? On a 1,600-mile run from Detroit to Memphis in April, I decided to probe as much of that estimated range as possible. The “low fuel” lamp illuminated with an estimated remaining range of about 70 miles (500 miles after fill-up), triggering the native nav system and CarPlay apps to ask if I’d like to search for a station. The word “low” replaced the indicated range number at about 15 miles remaining, by which time the needle had dropped below “E.” (Thankfully, it’s an analog needle, which I find more reassuring than an electronic gauge.) In my formative years, I owned a 1980 VW diesel and was frequently cautioned never to run it out of fuel, because priming a dry high-pressure fuel pump was a serious PITA. Without having researched the priming procedure for our Cummins, I chickened out at 566.8 miles. But then I only managed to squeeze 28.144 gallons of diesel into the 32.0-gallon tank (at which point a few ounces overflowed to suggest it was indeed full). The math works out to 20.1 mpg—about 3 mpg shy of the computer

78 MOTORTREND.COM DECEMBER 2021

“After nearly a year with the CX-30, we’re starting to see some wear and tear.” Christian Seabaugh

reading, and apparently 77.5 miles shy of needing to consult the pump priming instructions. Turns out Ram probably doesn’t need to be so conservative with the gauge, because there’s an electric “lift pump” in the tank that effectively pushes the air out of the lines leading to the high-pressure pump in the engine compartment. Here’s the priming procedure: Put 2 to 5 gallons of fuel in the tank then switch the ignition to run (not start) and back off again—for 30 seconds each—three times. Then start the engine and allow it to idle for 30 seconds before driving. While we’re talking fuel, the Ram 6.7-liter Cummins is designed to burn blends of up to 20 percent biodiesel, and the mostly Midwestern fuel we’ve purchased—from top-tier brands wherever possible—has typically measured between B2 and B20. The internet is full of cautionary tales about cheap fuels or excess biodiesel causing problems. Of course, Guffman doesn’t drink diesel neat; he requires a misting of diesel exhaust fluid, a.k.a. AdBlue or DEF. In our largely unladen highway-biased duty cycle, a gallon of DEF lasts 895 miles. It’s easy to monitor this tank via the matching analog DEF gauge opposite the fuel gauge. (Ram’s heavy-duty diesel competitors rely on electronic gauges you must activate.) Running out of DEF can prevent the engine from restarting. We’ve learned to add DEF during highway trips, as truck stops stock the handier, more economical 2.5-gallon DEF refill containers, while city stations often only carry the 1-gallon bottles, sometimes without a filler hose. One Ram DEFiciency: The small, round fuel filler door makes it hard to add DEF while you’re dispensing 20-plus gallons of diesel. Just budget time for hand washing—the DEF refill is frequently messy and smelly, because the hose attachment that comes with most DEF containers generally leaks a bit of this ammoniabased stuff. In all, we’ve spent $0.16/mile on diesel and $0.01/mile on DEF—numbers that would clearly rise had we hauled closer to the 2,020-pound payload limit or towed nearer the 19,020-pound maximum for a significant number of those miles. Then again, if that was our duty cycle, we’d have ordered a 3500 model.

Unresolved problems None Maintenance cost $143.18 (oil change, tire rotation, inspection) Normal wear $0 Base price $30,700 As tested $31,625 EPA City/Hwy/Comb fuel econ 25/32/27 mpg

ur long-term 2020 Mazda CX-30 is far from the highest-mileage vehicle in our long-term fleet, but after nearly a year of schlepping us around town, taking us on road trips, and working as a photo support vehicle, it’s starting to show some signs of age. Early aging isn’t necessarily a surprise with any car, but it’s disappointing nonetheless. The biggest wear point here seems to be the Mazda’s faux-carbon-fiber piano-black trim on the dash and center console. The latter surface shows the most patina, if you will. The CX-30’s console trim now displays quite a number of small scratches, especially apparent in direct sunlight. For such a high-trafficked touchpoint, harder-wearing plastic trim is a must. Speaking of harder-wearing, the white leather seats are starting to deteriorate, as well. Once ivory white, the comfortable front seats now look almost tan after a year of blue jeans and dark slacks sliding across them. The side bolsters are wearing a bit, too. The bolster’s outer portion is marred from brushing against the black-trimmed A-pillar. That’s a weird place for wear, but it’s most likely because the front seats need to slide far forward to fold the rear seat down, as the CX-30 is too small to do so with the front seats in place. Although there’s not much the dealer can do about the wear and tear to the CX-30’s interior, we hope it can help the tailgate’s battle with gravity. The Mazda’s poweroperating tailgate—a surprising rarity in the subcompact SUV space—used to reliably open high enough so this 6-foot-tall author could access the cargo area without ducking. I unfortunately have discovered the hard way (and embarrassingly enough, multiple times) that its tailgate no longer goes up to its max travel point. We’ll get that addressed at our next service visit.

2021 Volvo XC40

NO MORE MESSY GARAGE FLOOR!

SAVE YOUR TIRES! PREVENT FLAT SPOTS

Clean Park® Garage Mat

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Service Life: 4 mo/3,742 miles Average Fuel Econ: 22.8 mpg

“Clever storage solutions help keep our XC40 clean and organized.”

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Erick Ayapana

Unresolved problems None Maintenance cost $0 Normal wear $0 Base price $41,945 As tested $44,890 EPA City/Hwy/Comb fuel econ 22/30/25 mpg

KEEP YOUR GARAGE CLEAN AND DRY

BECAUSE YOUR MAN CAVE DESERVES THE BEST

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RoughTex®

he XC40 is the smallest crossover in Volvo’s lineup, but it makes up for its petite size with lots of clever and thoughtful storage solutions. The front door pockets, for example, have plenty of room for girthy Nalgene and Hydro Flask bottles. Volvo achieved this by omitting the speaker that typically occupies the front edge of door pockets. Better yet, audio quality doesn’t seem to suffer. The door pockets are also lined with the same carpeted material used for the floors, which not only looks cool but also prevents stuff from rattling too much. Things get more interesting in the center console, which includes a spot for wireless charging underneath the touchscreen. It’s easy to access and covered in a nice rubberized material. Phones that don’t need charging can sit upright in a compartment in front of the gear shifter. Perhaps the most unique storage solution is the center bin with an integrated trash can, complete with a spring-loaded lid that pops off when it’s time to empty it. We’re pleased to report at least one staffer uses the trash can for its intended purpose, but he or she failed to take out the trash before handing the keys to another driver. If it happens again, we may repurpose the trash bin as a sunglass case holder. (It fits two Ray-Ban cases.) Got grocery bags? With six bag hooks, the XC40 can keep them from rolling around. The first one swings out from the top of the glove box’s lid, and the rear cargo area has one above each wheelwell and another three below the upper floorboard. The cargo area itself is good for 21.7 cubic feet of stuff with the rear seats up. That jumps to 57.5 cubes with them folded down; doing so is a cinch thanks to latches on top of the seat backs, which are easy to reach from the cargo area. We don’t see much use for the storage trays on the lower edge of the rear seats, though they might be a good trap for the errant Cheerio or Cheeto. With so many clever storage tricks, there’s likely a good chance we’ve missed a couple. If so, we’ll make sure to mention them in a future report.

Cradles tires 13-40” tall Comes in 10”, 15” & 30” widths

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Catches every drop of mud, slush & grime Available in a variety of sizes & thicknesses Up to a 3-Year Warranty

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Creates a barrier against water, leaves, dirt and snow Saves energy Keeps out insects, snakes and rodents Works for all types of doors

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MT GARAGE I Verdict

Verdict: 2020 Subaru Outback “We experienced some highs and lows over our year with the Subaru and have just one question left to answer: Would we recommend it?” Zach Gale Base Price $35,905 As Tested $37,995

SPECS OPTIONS Option Package 22 ($1,845: Starlink 11.6-inch infotainment screen, navigation, moonroof, reverse automatic braking); wireless charger ($245) PROBLEM AREAS Window regulator, power hatch-lock switch MAINTENANCE COST $461.83 (2 oil changes, inspections, tire rotations; cabin air filter) NORMAL WEAR $0 3-YEAR RESIDUAL VALUE* $32,500 (86%) RECALLS None *IntelliChoice data; assumes 42,000 miles at the end of 3 years.

Service Life: 14 mo/18,061 miles Average Fuel Econ: 21.1 mpg uring a year that saw our 2020 Subaru Outback outfitted with a roof tent in Bishop, California; spirited away by a Top Gear America host to Utah; and road-tripped 1,000 miles to Colorado, ride quality repeatedly proved itself a key virtue. Without an expensive air suspension, the lifted AWD wagon delivers a supremely smooth ride yet still handles itself off-road better than many of its compact and midsize SUV competitors. Subaru might wish we’d stop there, but during 18,000 miles of use, we found imperfections that are tough to ignore. Nothing that would prevent us from adding the Outback to the top of our shopping list, however; few near-perfect cars exist. Even so, we hope Subaru addresses a few things on the 2023 Outback. The biggest issue on our 260-hp 2.4T Onyx model is the CVT tuning. “Lumpy” describes the way it provides

less acceleration than you want at times yet at others releases all 260 horses when you thought you requested only a moderate amount of oomph. Then there are occasions the car will come to a stop unevenly—it almost feels as if someone let their foot off the brakes for a split second. You may not notice these quirks on a test drive, but you’ll probably discern one or two of them over the course of ownership. Because of this issue alone, we’d reluctantly say goodbye to the XT’s fantastic, class-leading acceleration and instead stick with a 2.5-liter base-engine model. The CVT still isn’t perfect with the Outback 2.5 models, but the overall experience is better. The other consistent problem relates to the HVAC controls. With the trend of generous infotainment screen real estate showing no signs of stopping, the Outback’s 11.6-inch touchscreen is a distinctive feature on a non-luxurybranded vehicle. And then you start using it. Even after Subaru introduced much-appreciated system updates, the HVAC and heated-seat controls remain relegated to a too-small portion of that big screen. With no physical buttons to help, more than once I opted to wait until I was stopped or on a long straightaway to adjust the climate control. That’s a

minor—but regular—inconvenience, just like the way the heated-seat controls aren’t a one-touch process. Even as cars get increasingly advanced and start to drive themselves, there’s nothing like a good physical button to actuate on the fly—just like the Outback’s own side mirror controls and its perfectly placed electric parking brake switch. With such a large screen dominating the dash, a small slot for a phone sits at its base. The compartment, which is available with a wireless charger, can be hard to access after you move the gear stalk into park. Not a huge deal but still annoying. The same can be said for the beeping of the lane departure/lane keeping system. Yes, you can turn off part of the system, but then an orange light appears in the instrument cluster that—at a quick glance—looks like an ominous check-engine light. Despite those complaints, the Subaru still impressed us overall. We never tired of the power from the Onyx XT model’s 260-hp engine or of the solid AWD system, which gave us confidence on any terrain. The Outback’s top-notch safety scores inspire even more confidence. The 2020 and 2021 Outback earn an IIHS Top Safety Pick+ designation (for models built after October 2019) and even get the best possible scores for automatic emergency braking and ease of use for LATCH child seat anchors.

The Outback XT’s 260-hp engine is fantastic, yet we’d still opt for the base engine, which plays better with the CVT.

MT GARAGE

2020 Subaru Outback XT (Onyx Edition) DRIVETRAIN LAYOUT

We also appreciate Subaru’s evident desire to improve. Aside from reworking the headlights to achieve a better score from the IIHS, the company also worked on the infotainment system. Although there have been no HVAC control adjustments just yet, the automaker has improved the ownership experience more than once. While we had our Outback, an update to the display allowed a fullerscreen application of Apple CarPlay. That’s a big deal if you use it every day, but there’s no word as of this writing when a similar Android Auto full-screen feature will roll out. Then, toward the end of our time with the Outback, another update introduced an on-screen engine stop/start on/off button to save drivers from having to click into a submenu. These types of changes aren’t unique in the automotive industry, but not every automaker shows the same dedication to improving its tech on the fly. Even before the new Wilderness model leaned into Subaru’s outdoorsy reputation, the Outback repeatedly proved itself a match for any rival in terms of SUV appeal. The lifted wagon’s proportions distinguish it from almost everything else you’re considering, doubling down on the rugged appeal that attracts some buyers to SUVs. On the SUV practicality front, the Outback offers standard AWD, standard retractable crossbars, and a spacious cargo area. If you can accept a lower ride height than more traditional competitors, the Outback does everything else you’re likely to ask of an SUV. Especially if you compare the Outback to midsize SUVs, the Subaru is an extraordinary value. Two feature highlights on our $37,995 Outback Onyx: a front-view camera with an easy-access physical button, and soft-touch surfaces almost everywhere. The Subaru also earns strong value ratings from IntelliChoice, a MotorTrend subsidiary. It earns a Good value rating after considering factors like resale value, insurance costs, and maintenance costs. The Outback visited the dealer twice for service. Subaru prepays for service on vehicles it still owns, but we determined the work would have cost us about $462 for two services over our 14 months of driving. (Our lifted wagon was nearly due for a third service when it left us at 18,061 miles.) That’s more than what we paid with a 2017 Honda CR-V Touring AWD ($418 over 20,447 miles) and a 2017 Mazda CX-5 GT AWD ($341 over 28,307 miles), and far

more than a 2019 Toyota RAV4 XLE AWD over 17,906 miles (two years or 25,000 miles of free maintenance are included with every new Toyota). IntelliChoice data suggest five-year maintenance will cost at least $500 more than similarly priced AWD versions of the Ford Edge, Honda CR-V, and Toyota RAV4. Don’t let that sway you, though. The Subaru overcomes that disadvantage by providing exceptional resale value—depreciation is easily the most expensive cost incurred when owning a car for five years. Our Outback had no unanticipated repair costs but did spend time at a local dealer to address a few unexpected issues. One visit occurred because the power liftgate’s close/lock button popped into the liftgate assembly, which proved easy enough to fix under warranty. However, an airbag system sensor malfunction on the front passenger seat took the dealer longer to diagnose on a separate visit. The final issue fixed under warranty made me thankful it rained the day I arrived for the car’s second service. Every now and then after a rain, the driver-side window would have trouble making its way all the way back up. The service representative saw the issue, and the dealer replaced the faulty window regulator. So although we had zero mechanical issues with the car, our particular 2020 Outback Onyx wasn’t trouble free. Good thing we like our local dealer. Subaru keeps the wagon spirit alive in a world overpowered by view-blocking SUVs, and the Outback is worthy of your shortlist if you can think outside the SUV-shaped box. Having said that, Subaru has a couple issues to address before the rest of the competition makes enough updates to overtake it. A year with the AWD Outback reminded us of this popular model’s goodness, but also of this generation’s shortcomings. Steer around them by considering the base engine, and enjoy that buttery-smooth ride.

ENGINE TYPE VALVETRAIN DISPLACEMENT COMPRESSION RATIO POWER (SAE NET) TORQUE (SAE NET) REDLINE WEIGHT TO POWER TRANSMISSION AXLE/FINAL DRIVE RATIO

Front-engine, AWD Turbocharged flat-4, alum block/heads DOHC, 4 valves/cyl 145.7 cu in/2,387cc 10.6:1 260 hp @ 5,600 rpm 270 lb-ft @ 2,000 rpm 6,000 rpm 14.9 lb/hp Cont variable auto 4.11:1/1.92:1

SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll

bar; multilink, coil springs, anti-roll bar STEERING RATIO TURNS LOCK TO LOCK BRAKES, F; R WHEELS

13.5:1 2.7 12.4-in vented disc; 11.8-in vented disc, ABS 7.0 x 18-in cast aluminum 225/60R18 100H Yokohama Avid GT (M+S)

TIRES DIMENSIONS

108.1 in 61.8/62.8 in LENGTH X WIDTH X HEIGHT 191.3 x 73.0 x 66.1 in GROUND CLEARANCE 8.7 in APPROACH/DEPART ANGLE 18.6/21.7 deg WHEELBASE

TRACK, F/R

HEADROOM, F/R

36.1 ft 3,877 lb 57/43% 3,884 lb 5 37.7/39.1 in

LEGROOM, F/R

42.8/39.5 in

SHOULDER ROOM, F/R

58.1/57.4 in 75.7/32.5 cu ft

TURNING CIRCLE CURB WEIGHT WEIGHT DIST, F/R TOWING CAPACITY SEATING CAPACITY

CARGO VOLUME BEHIND F/R

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

MT FIGURE EIGHT TOP-GEAR REVS @ 60 MPH

2.5 sec 3.4 4.6 5.9 7.7 9.9 12.7 16.1 2.8 14.6 sec @ 95.9 mph 129 ft 0.77 g (avg) 27.5 sec @ 0.62 g (avg) 1,500 rpm

CONSUMER INFO BASE PRICE PRICE AS TESTED

STABILITY/TRACTION CONTROL

$35,905 $37,995

Yes/Yes

8: Dual front, front side, f/r curtain, driver knee, passenger thigh BASIC WARRANTY 3 years/36,000 miles POWERTRAIN WARRANTY 5 years/60,000 miles ROADSIDE ASSISTANCE 3 years/36,000 miles 18.5 gal FUEL CAPACITY REAL MPG, CITY/HWY/COMB 21.3/30.0/24.5 mpg EPA CITY/HWY/COMB ECON 23/30/26 mpg RECOMMENDED FUEL Unleaded regular

AIRBAGS

DECEMBER 2021 MOTORTREND.COM 81

Angus MacKenzie

The Big Picture Silent running: Why EVs won’t save the planet. Yet.

hen Mercedes-Benz finance chief Harald Wilhelm announced the company would reduce its investment in internal combustion engine research and development by 80 percent by 2026, the automotive world shifted a little on its axis. Additionally, from 2024 the only new platform architectures Mercedes plans to create are for battery electric vehicles. This is a big deal. Mercedes can rightly claim to have invented the automobile, and internal combustion engines have powered its vehicles for more than 130 years. Now, like Volvo, Jaguar, and others, it’s committed to an all-electric lineup by the end of the decade. “We are going from EV-first to EV-only for our new architectures and cars,” Mercedes-Benz CEO Ola Källenius confirmed as the company prepared to unveil electric-powered alternatives to not only the imperious S-Class limousine but also its heartland E-Class sedan and iconic G-Class off-roader, among others. Corporate paradigm shifts don’t come much more profound than this. But look beyond the headlines, and Källenius concedes Mercedes will continue to build combustion engine vehicles beyond 2030. The awkward truth is the company that kickstarted the automotive age is, like everyone else, chasing the industry’s new carbon-reduced reality. In the long term, there’s no question EVs are a good thing, potentially cleaner and greener than internal combustion engine vehicles can ever be. But they are not a silver bullet that will save the planet overnight. According to researchers at Britain’s University of Cambridge, building an EV produces 30 to 40 percent more emissions than building a conventional car. Most of the increase comes from battery production; minerals such as lithium and cobalt currently require energyintensive mining techniques and long supply chains, and today’s battery factories have very high carbon footprints. Over time, the researchers say, the greater efficiency of EVs during their active life cycle will more than offset that increase, regardless of how the electricity is generated. But they concede there could be a temporary increase in

82 MOTORTREND.COM DECEMBER 2021

overall carbon emissions until there are enough EVs on the road traveling enough miles to tip the balance. And even then, unless you use electricity generated from water, wind, or solar sources, the first law of thermodynamics still applies: EVs are powered by energy derived from a heat engine. Sure, the process might happen 100 miles away rather than in combustion chambers under the hood, but the physics are immutable. Unless that heat is generated by nuclear fission, it’s the result of combustion. Data from the U.S. Energy Information Association shows 60 percent of the electricity generated in the U.S. last year came from fossil fuel combustion. In a state like California, where 42 percent of electricity is generated from natural gas, with other fossil fuels accounting for less than 1 percent, an EV will generate less than 20 percent of the carbon emissions per mile of a vehicle powered by an internal combustion engine, according to analysts at the Argonne National Laboratory. But in West Virginia, where 91 percent of electricity comes from coal-fired power stations, that very same EV will effectively produce about 70 percent of the carbon emissions per mile of a gasolinepowered vehicle. For all our faults, we humans are an inventive bunch. Batteries will evolve—Mercedes is already working with several startups on solid-state batteries it says will have more than twice the energy density of today’s lithium-ion units—and fast-charge points will be as common as gas stations. Electricity grids will become less reliant on fossil fuels, and EVs will become cleaner to build. Indeed, they must. The number of EVs in use globally topped 10 million in 2020. By 2030 the International Energy Agency expects there to be at least 145 million, possibly up to 230 million. These are big numbers, but not big enough. Over the same period, say MIT researchers, the number of vehicles with internal combustion engines is expected to increase from 1.2 billion to between 1.8 billion and 2.0 billion. Look at it this way: For all the recent and forecasted future progress on the EV front, we’re still going to be pumping an awful lot of carbon into the atmosphere. Q

The technology powering electric vehicles has come a long way in a short time, but there’s still much more ground to cover.

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

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

Pre-production vehicle shown. Production model may vary.

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