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.

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

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

The 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 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,

First Edition Badlands

SPECS 2021 Ford Bronco Badlands (2-door) 2021 Ford Bronco First Edition (4-door) Base Price/As Tested $43,590/$51,760 $62,605/$64,510 Power (SAE net) 275 hp @ 5,700 rpm 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

SUVOTY 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

The 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 textile- and 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.

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

SPECS 2021 Ford Bronco Sport Outer Banks 2021 Ford Bronco Sport Badlands Base Price/As Tested $34,355/$36,945 $34,315/$36,005 Power (SAE net) 181 hp @ 6,000 rpm 245 hp @ 5,500 rpm 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 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

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

Afew 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.

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 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

SPECS 2021 Ford Mustang Mach-E California Route 1

2021 Ford Mustang Mach-E 4x (Premium) Base Price/As Tested $51,500/$52,100 $51,400/$57,040 Power (SAE net) 290 hp 346 hp Torque (SAE net) 317 lb-ft 428 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

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

SUVOTY Finalists 2021 Jeep Grand Cherokee L

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

Jeep 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 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

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 Overland

SPECS 2021 Jeep Grand Cherokee L 4x4 Limited 2021 Jeep Grand Cherokee L 4x4 Overland

2021 Jeep Grand Cherokee L 4x4 Summit Reserve Base Price/As Tested $47,690/$53,815 $56,490/$67,655 $60,090/$65,875 Power (SAE net) 293 hp @ 6,400 rpm 357 hp @ 5,150 rpm 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 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

2022 Jeep Grand Wagoneer

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

If 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 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 lateral- g 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 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

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

SPECS 2022 Jeep Grand Wagoneer 4x4 Series III Base Price/As Tested $105,995/$109,980 Power (SAE net) 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

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

(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

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

In 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.

“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, 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

SPECS 2021 Jeep Wrangler Unlimited Rubicon 4xe 2021 Jeep Wrangler Unlimited Rubicon 392 Base Price/As Tested $56,220/$68,845 $75,690/$79,240 Power (SAE net) 270 hp @ 5,250 rpm (gas), 134 & 44 hp (elec); 470 hp @ 6,000 rpm375 hp (comb) Torque (SAE net) 295 lb-ft @ 3,000 rpm (gas), 181 & 39 lb-ft 470 lb-ft @ 4,300 rpm(elec); 470 lb-ft (comb) Accel, 0-60 mph 6.8 sec 4.2 sec Quarter Mile 15.2 sec @ 93.9 mph 12.9 sec @ 100.4 mph Braking, 60-0 mph 133 ft 133 ft Lateral Acceleration 0.75 g (avg)* 0.67 g (avg)* MT Figure Eight 27.8 sec @ 0.61 g (avg)* 29.3 sec @ 0.56 g (avg)* EPA City/Hwy/Comb 20/20/20 mpg; 52/45/49** mpg-e 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

SUVOTY Finalists 2021 Kia Sorento

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

The 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 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.

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

EX Hybrid X-Line

SPECS

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 311 lb-ft @ 1,700 rpm (elec); 258 lb-ft (comb) 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 X-Line

2022 Volkswagen ID4

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

The 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 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

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

SPECS 2021 Volkswagen ID4 Pro 2021 Volkswagen ID4 Pro S Base Price/As Tested $41,190/$41,190 $45,690/$47,190 Power (SAE net) 201 hp 201 hp Torque (SAE net) 229 lb-ft 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

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

DRIVETRAIN LAYOUT Front-engine, 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

DISPLACEMENT 2,264cc/138.1 cu in;

2,694cc/164.4 cu in

COMPRESSION RATIO 10.0:1; 10.0:1 POWER (SAE NET) 275 hp @ 5,700 rpm;

315 hp @ 5,250 rpm

TORQUE (SAE NET) 315 lb-ft @ 3,400 rpm;

410 lb-ft @ 3,100 rpm

REDLINE

6,000 rpm WEIGHT TO POWER 17.2; 16.6 lb/hp

TRANSMISSION 7-speed manual;

10-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

Front-engine, AWD Turbo direct-injected DOHC 12-valve I-3, alum block/head;

turbo direct-injected DOHC 16-valve I-4, alum block/head

1,497cc/91.4 cu in;

1,999cc/122 cu in

11.0:1; 10.0:1 181 hp @ 6,000 rpm;

245 hp @ 5,500 rpm

Front-/rear-motor, RWD/AWD Front-engine, AWD; 4WD; 4WD Permanent-magnet electric Port-injected DOHC 24-valve 60- degree V-6, alum block/heads;

port-injected OHV 16-valve 90-

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

290; 346 hp 293 hp @ 6,400 rpm; 357 hp @ 5,150 rpm; 293 hp @ 6,400 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

6,500 rpm –19.8; 15.2 lb/hp 15.9; 14.0 lb/hp

6,400; 6,000; 6,400 rpm 16.5; 15.1; 17.6 lb/hp 8-speed automatic 1-speed automatic 8-speed automatic

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

STEERING RATIO 19.3:1

TURNS LOCK TO LOCK 3.5 16.2:1 14.6:1

15.6:1 2.7 2.6 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

DIMENSIONS WHEELBASE TRACK, F/R 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 105.1 in 117.5 in 121.7 in 65.0/65.0; 66.9/66.9 in 63.4/62.8 in 63.5/63.4 in 65.4/65.4 in L x W x H 174.8 x 76.3 x 73.8; 189.5 x 79.3 x 75.3 in 172.7 x 74.3 x 70.3; 71.4 in 185.6 x 74.1 x 63.5; 64.0 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 20.6/21.5; 20.6-30.1/21.1-23.6; 20.630.1/21.1-23.6 deg TURNING CIRCLE 35.5; 39.8 ft 37.4 ft 38.1 ft 38.3 ft CURB WEIGHT (DIST F/R) 4,732 lb (55/45%); 5,228 lb (56/44%) 3,576 lb (57/43%); 3,714 lb (58/42%) 4,599 lb (47/53%); 4,834 lb

(49/51%)

4,823 lb (51/49%); 5,402 lb (52/48%); 5,171 lb (50/50%)

SEATING CAPACITY 4, 5 5 5 7; 6; 6 HEADROOM, F/M/R 41.0/39.8; 40.8/40.1 in 41.5/41.7/– in 40.4/39.3/– in 39.8/39.9/37.3 in LEGROOM, F/M/R 43.1/35.7; 43.1/36.3 in 42.4/36.9/– in 43.3/38.1/–in 41.3/39.4/30.3 in SHOULDER ROOM, F/M/R 57.1/51.8; 57.1/56.5 in 57.3/55.6/– in 57.6/55.9/– in 59.2/58.0/51.9 in CARGO VOLUME, BEH F/M/R 52.3/22.4; 77.6/35.6 cu ft 65.2/32.5/– cu ft 59.37/29.7/– cu ft 84.6/46.9/17.2 cu ft TOWING CAPACITY 3,500; 3,240 lb 2,000; 2,200 lb Not recommended 6,200; 7,200; 6,200 lb

TEST DATA ACCELERATION TO MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 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; – –

PASSING, 45-65 MPH 4.2; 4.4 2.8; 2.1 sec 2.8; 1.9 sec 2.4; 2.0; 2.7 sec 4.3; 3.2 3.8; 2.7 3.8, 3.1; 4.1

6.6; 4.8 4.9; 3.7

9.2; 6.5 12.2; 8.8 16.5; 12.5 –; 16.4

6.3; 4.8 7.9; 6.2 9.9; 7.9 12.5; 9.9 – –; 12.4 5.3; 3.5 2.6; 2.3 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

QUARTER MILE 15.8 sec @ 86.4 mph; 16.5 sec

@ 84.5 mph

16.8 sec @ 80.8 mph; 15.3 sec

@ 87.8 mph

14.8 sec @ 96.8 mph; 13.4 sec

@ 103.5 mph

15.5 sec @ 89.9 mph; 14.6 sec @ 94.5 mph; 16.1 sec @ 86.0 mph

BRAKING, 60-0 MPH 132, 144 ft

129; 123 ft 124; 109 ft 127; 139; 123 ft LATERAL ACCELERATION 0.67; 0.63* g (avg) 0.75; 0.76 g (avg) 0.77; 0.85 g (avg) 0.79; 0.75; 0.81 g (avg) MT FIGURE EIGHT 29.6 sec @ 0.54 g (avg); 30.9 sec

@ 0.51 g (avg)*

28.6 sec @ 0.56 g (avg); 28.4 sec

@ 0.59 g (avg)

28.0 sec @ 0.62 g (avg); 26.2 sec

@ 0.69 g (avg)

27.9 sec @ 0.59 g (avg); 28.2 sec @ 0.59 g (avg); 27.6 sec @ 0.61 g (avg) TOP-GEAR REVS @ 60 MPH 1,800; 1,700 rpm 1,700; 1,600 rpm 6,800 rpm 1,600 rpm

CONSUMER INFO BASE PRICE

$43,590; $62,605 PRICE AS TESTED $51,760; $64,510 $34,355; $34,315 $36,945; $36,005 $51,500; $51,400 $52,100; $57,040 $47,690; $56,490; $60,090 $53,815; $67,655; $65,875

AIRBAGS 6: Dual front, front side, f/m/r curtain 10: Dual front, f/r side, f/r curtain, front knee 9: Dual front, f/r side, f/r curtain, driver knee

8: Dual front, front side, f/m/r curtain, front knee BASIC WARRANTY 3 years/36,000 miles 3 years/36,000 miles 3 years/36,000 miles 3 years/36,000 miles POWERTRAIN WARRANTY 5 years/60,000 miles 5 years/60,000 miles 5 years/60,000 miles, 8 years/100,000 miles (battery) 5 years/60,000 miles ROADSIDE ASSISTANCE 3 years/36,000 miles 5 years/60,000 miles 5 years/60,000 miles 5 years/60,000 miles FUEL/BATTERY CAPACITY 16.9; 20.8 gal 16.0 gal 88 kWh 23.0 gal EPA CITY/HWY/COMB ECON 16/18/17; 17/17/17 mpg 25/28/26; 21/26/23 mpg 108/94/101; 96/84/90 mpg-e 18/25/21; 14/22/17; 18/25/21 mpg RECOMMENDED FUEL Unleaded regular Unleaded regular 240-volt electricity, 480-volt electricity

Front-engine, 4WD Front-engine, 4WD Front-engine, FWD; AWD 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

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; 10.9:1 471 hp @ 6,000 rpm 270 hp @ 5,250 rpm (gas), 134 & 44 hp (elec), 375 hp (comb); 470 hp @ 6,000 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 10.5:1 177 hp @ 5,500 rpm (gas), 60 hp (elec), 227 hp (comb); 281 hp @ 5,800 rpm 195 lb-ft @ 1,500 rpm, 195 lb-ft (elec), 258 lb-ft (comb); 311 lb-ft @ 1,700 rpm –201 hp

229 lb-ft

6,500 rpm 6,500 rpm; 6,000 rpm Not indicated; 6,500 rpm –

13.5 lb/hp 19.8; 11.0 lb/hp 23.1; 14.8 lb/hp 22.8; 23.3 lb/hp

8-speed automatic 8-speed automatic 6-speed automatic; 8-speed twin- clutch auto 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

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

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/–

16.7:1 13.7:1; 14.3:1 3.0 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); 12.8-in vented disc (f) 12.0-in vented disc (r)

13.4-in vented disc (f), 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 118.4 in 110.8 in

108.9 in 68.5/68.3 in 64.4/64.4 in 65.0/65.4; 64.5/64.8 in 62.5/61.6 in 214.7 x 83.6 x 74.0-77.6 in 188.4 x 73.8 x 73.5; 74.5 in 189.4 x 74.8 x 66.7; 189.0 x 74.8 x 70.3 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 6,358 lb (51/49%) 5,352 lb (50/50%); 5,186 lb (53/47%) 37.9 ft 4,091 lb (56/44%); 4,150 lb (57/43%) 31.5 ft 4,573 lb (48/52%); 4,677 lb (47/53%)

7 5 6 5

41.3/40.0/39.0 in 40.8/40.3/– in 40.3/39.1/36.8 in 41.1/38.4/– in

40.9/42.7/36.6 in 40.8/38.2/– in

41.4/40.7; 41.7/29.6 in 41.1/37.6/– in 66.1/65.2/64.4 in 55.8/55.8/– in 59.1/58.1/53.0 in 57.5/55.9/– in 94.2/70.9/27.4 cu ft 67.4/27.7/– cu ft 75.5/38.5/12.6 cu ft 64.2/30.3/– cu ft 9,850 lb 3,500 lb 1,654; 3,500 lb 2,200 lb

1.9 sec 2.7; 1.4 sec 2.9 3.9; 2.1 3.1; 2.3 sec 4.5; 3.4 2.6, 2.7 sec 3.8; 3.8

4.2 5.2; 3.1 6.4; 4.7 5.3; 5.4

6.8; 4.2 8.6; 5.5 11.0; 7.1 11.5 13.8; 9.1 – – ; 11.9 8.4; 6.3 10.7; 8.0 13.8; 10.3 17.5; 12.7 – ; 15.7

7.3; 7.4 9.8; 9.8 13.0; 13.0 –; 17.0 –3.1 3.1; 2.3 4.2; 3.1 3.9; 3.9 14.1 sec @ 99.1 mph 15.2 sec @ 93.9 mph; 12.9 sec @ 100.4 mph 16.4 sec @ 87.2 mph; 14.8 sec @ 97.0 mph 15.8 sec @ 87.2 mph; 15.8 sec @ 87.4 mph

134 ft 133; 133 ft 121; 115 ft 120; 123 ft 0.65 g (avg)* 0.75; 0.67 g (avg)* 0.80; 0.85 g (avg) 0.82 0.83 g (avg) 29.2 sec @ 0.57 g (avg)* 27.8 sec @ 0.61 g (avg)*; 29.3 sec @ 0.56 g (avg)* 27.7 sec @ 0.62 g (avg); 26.5 sec @ 0.67 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 $56,220; $75,690 $109,980 $68,845; $79,240 $37,765; $43,765 $38,210; $44,290 $41,190; $45,690 $41,190; $47,190

8: Dual front, front side, f/m/r curtain, front knee 4: Dual front, front side 7: Dual front, front side, f/m/r curtain, driver knee 6: Dual front, front side, f/r curtain

5 years/60,000 miles 3 years/36,000 miles 5 years/60,000 miles 6 years/72,000 miles 5 years/60,000 miles 5 years/60,000 miles, 10 years/100,000 mile (hybrid/battery systems) 10 years/100,000 miles (incl hyb/battery) 6 years/72,000 miles, 8 years/100,000 miles (battery) 5 years/60,000 miles 5 years/60,000 miles 5 years/60,000 miles 3 years/36,000 miles 26.5 gal 17.2 gal + 17.3 kWh Li-Ion battery; 21.5 gal 17.7 gal + 1.5 kWh Li-Ion battery; 17.7 gal 77.0 kWh 13/18/15 mpg 20/20/20 mpg, 52/45/49** mpg-e; 13/17/14 mpg 39/35/37; 21/28/24 mpg 107/91/99; 104/89/97 mpg-e Unleaded premium Unleaded regular, 240-volt electricity; Unleaded premium