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Pickup trucks, like everything else in the world of automobiles, are changing. Last year, during the 2022 MotorTrend Truck of the Year contest, we spent some time discussing what a truck even is—and we awarded an electric pickup the big prize. This year, the field of full-size contenders runs the gamut from traditional internal combustion trucks to cutting-edge hybrid and fully electric pickups. But no matter what’s under the hood or between the axles, we evaluate each truck according to our standard OTY criteria.
The winner must do well in six categories: advancement in design, engineering excellence, efficiency, safety, value, and performance of intended function. We evaluate each truck on a punishing off-road dirt course, on the open road during extended street loops, and loaded for payload and towing tests up the notorious Davis Dam grade. It all adds up to a lot of testing and a lot of driving.
This year, the smallish field was full of full-size trucks, including a couple all-new models tested in this competition for the first time. The all-electric Ford F-150 Lightning—a truck both boldly different and welcomingly familiar to legions of F-Series fans— arrived in two guises: a workaday Pro with the standard battery and a Platinum trim with the extended-range battery. The all-new Toyota Tundra, with its twin-turbo V-6, appeared in both regular and TRD Pro i-Force Max hybrid forms—the latter enhanced with a 48-hp electric motor sandwiched between its V-6 and its 10-speed transmission, providing 104 more lb-ft than its non-hybrid sibling.
The other competitors are notable new versions of existing trucks. After years of the midsize Colorado getting all the ZR2 attention, Chevrolet finally gives its big Silverado the ZR2 treatment. Its brilliant Multimatic spool-valve dampers lend it surprising competence on- and off-road despite trailing such monsters as the Ram TRX and Ford Raptor in overall suspension travel.
Ram likewise takes its existing Rebel formula and applies it to the 2500 HD, creating a truck with much (but not all) of the Power Wagon’s equipment and most of its capabilities—plus the option of a Cummins 6.7-liter turbodiesel I-6, which you can’t get in the Power Wagon.
Finally, the GMC Sierra 1500 Denali Ultimate came along to show us the brand is serious about making the Denali line a true luxury pickup again. While the Ultimate comes with a standard 3.0-liter turbodiesel I-6 producing an adequate 277 hp and 460 lb-ft of torque, our TOTY competitor packed the more popular 6.2-liter V-8
making a healthy 420 hp and 460 lb-ft. More important given its luxe-truck mission, the interior is swathed in relatively opulent materials, making it stand out from the rest of the TOTY crowd.
When the least expensive truck in the competition starts at $53,769—and it’s the do-work, stripped-down version of the allelectric Lightning, at that—it’s apparent no manufacturer sent us something you might call “inexpensive.” And nothing else was even close; the next truck in the pricing pecking order was the Tundra Platinum at more than $66,000 as tested. Interestingly, the Lightnings bookended the pricing bracket, with the Platinum and its extended-range battery ringing up at a staggering $99,024. Even the burly Ram HD Rebel stickers north of $85,000. Let’s just say that with great price comes great capability.
2023 Truck of the Year Competitor As-Tested MSRPs
2022 Ford F-150 Lightning 4x4 SuperCrew Pro ...............................$59,014*
2022 Toyota Tundra Platinum CrewMax $66,374
2022 Toyota Tundra TRD Pro i-Force Max $69,985
2022 Chevrolet Silverado 1500 Crew ZR2 4x4 $77,595
2022 GMC Sierra 1500 Denali Ultimate ............................................. $84,190
2023 Ram 2500 Heavy Duty Rebel $85,370
2022 Ford F-150 Lightning 4x4 SuperCrew Platinum .................$99,024*
*At time of test; Ford upped prices by $4,100 just before we went to press.
And great power. Nothing here matches the awe-inspiring output of last year’s winner, the Rivian R1T, but neither is anything a slouch in the pony or torque department. The least horsepower is generated by the non-hybrid Tundra—389 hp, which proves sufficient despite its middling curb weight. The most horsepower (580) comes from the F-150 Lightning Platinum, which ties its less powerful Pro kin as the test’s torque champion (775 lb-ft). All the others swim in the 400-ish range for both horsepower and pound-feet. Considering these are all full-size pickups, isn’t it a remarkable spread of trucks? Cutting-edge EVs and hybrids duking it out with the most truckish of traditional pickups, which goes to show that even this narrow slice of the overall truck market is rich with variety. And it’ll certainly get richer as new electric pickups emerge to pose a challenge … but that’s a story for another Truck of the Year competition. For now, this strong lineup made for an epic battle both on the evaluation courses and during our deliberations. As always, only one could emerge victorious, and it more than deserves our coveted Golden Calipers.
TOTY contenders illustrate the freaky-fast evolution of full-size pickups.
If you’re a Porsche fanatic—or visit the corners of the internet that celebrate oddball cars—you’re likely familiar with custom “Safari 911s.” Inspired by Porsche 911 rally cars of yesteryear, the term has come to embody builds that take a classic neunelf and add a lift kit, knobby off-road tires, a roll cage, a brush bar, and perhaps a spare tire on the roof.
Thing is, none of those homages has been official. Until now. “We’ve got the same ideas, and we know what the fanbase wants,” 911 chassis development manager Achim Lamparter says. “It was just the next step.” So Stuttgart has joined the fun with a run of 2,500 911 Dakar models, the
name nodding to the 1984 Paris–Dakar Rally, where Porsche claimed the podium’s top step.
The Dakar adds 2.0 inches to the standard 911’s 6.3-inch gap to the ground, and ground clearance can be increased by another 1.2 inches via an onboard lift system to 9.5 inches total. Under the lifted body is effectively the drivetrain of a Carrera 4 GTS, but with specific tuning. The 3.0-liter twin-turbo flat-six produces a healthy 473 hp and 420 lb-ft, fed to all four wheels via an eight-speed PDK dual-clutch automatic. The company says the Dakar will run to 60 mph in 3.2 seconds and top out at a tire-limited 150 mph.
Off-Road and Rallye modes replace the GTS’ Sport+ and Individual settings. The former aims to improve traction and the ability to crawl over obstacles, and it raises the Dakar to full extension when activated. The latter is for speed on loose surfaces and pairs with a rally launch control for up to 20 percent maximum wheelspin.
Porsche pilfered the Dakar’s carbonfiber hood, rear-axle steering system, and engine mounts from the 911 GT3, while cooling is handled by the same robust system found in the Turbo and Turbo S. Carbon-fiber bucket seats, lightweight glass, and the deletion of the rear seats help deliver a claimed curb weight just 16 pounds more than that of an automatic 911 Carrera 4 GTS.
This is especially notable considering the car’s added armor, including stainless steel guard plates at the front, rear, and sides, as well as stainless steel mesh to prevent large debris from entering the intakes. A CFRP underbody plate is available, and an optional rooftop basket gets some sweet driving lights and offers a 92-pound capacity. The basket’s crossbars can support a rooftop tent, as well.
Those who want to take the dirt-racer theme to the extreme can plunk down for a Rallye Design package (shown above) that apes the look of the Rothmans-liveried ’84 Paris–Dakar car.
Act fast if you want one, as 2,500 units isn’t a lot, even at the Dakar’s lofty opening ask of $223,450. Deliveries begin in the spring, at which point you’ll have to start worrying about getting passed by a 911 on logging roads, too. Billy Rehbock
Talk about your ugly duckling becoming a swan! The new Prius has undergone the kind of transformation often promised but rarely delivered, going from frumpy and really efficient to stunning and, well, still really efficient.
And that last point is key. For as much as the looks might quicken hearts, it was critical that the new car be just as green as the old one. It’s actually even more so, delivering as much as 57 mpg combined against the previous car’s max of 52. Plus, it’s more powerful.
The fifth-gen hybrid system pairs a larger 2.0-liter I-4 engine with a new lithium-ion battery that has 15 percent more output than the previous nickelmetal hydride unit. The pack is again located under the rear seats, but the
new chemistry also helped make it more compact, so it doesn’t impinge on interior and cargo space as much as before.
The resulting power boost is huge, going from 121 to 194 hp with front drive and 196 with all-wheel drive. (Every Prius trim can now be ordered with AWD, which employs an electric motor on the rear axle.) Toyota says this plummets the 0–60 time to 7.0–7.2 seconds. Real speed brokers might want to opt for the plug-in Prius Prime, which packs 221 horses and a 0–60 time of 6.6 seconds to go along with nearly 40 miles of all-electric range.
Compared to the prior car’s stats, the roofline is 2 inches lower, and length is up by an inch. The rear is also nearly an inch wider to improve the stance. Larger 19-inch wheels on the XLE and Limited add substance; the entry-level LE, the most efficient trim, has 17-inch wheels.
This is the first Prius to offer a fixed panoramic roof, and the top trim also has a heated steering wheel, heated and cooled front seats, and optional heated rear seats. The LE has a smaller 8.0-inch touchscreen set into the more streamlined dash, but a tombstone-style 12.3-inch screen is offered on the XLE and included on the Limited. There are six USB-C ports, and the two higher trims come with a wireless charging pad. Wireless Apple
CarPlay and Android Auto are included, and JBL premium audio with eight speakers is available.
Of course, there’s an elephant in the room: Toyota is behind most of the competition when it comes to EVs, relying more heavily on hybrids like this Prius to woo environmentally conscious consumers. Indeed, Toyota’s lineup now includes 10 hybrids, two plug-in hybrids, one EV, and the hydrogen-powered Mirai.
It needs its EV future to arrive, and fast. To that end, the automaker has committed to investing $35 billion toward EV development over the next nine years, and it expects to offer 30 EVs globally within the decade. In the meantime, the Prius will bridge the gap more stylishly than we ever imagined.
Maybe it’s time to stop thinking of the Prius as boring and slow.
The EQG also has a proper low range, courtesy of a reduction-gear system on the output shaft of each motor. In low, you can feel the precision in the drivetrain at each wheel, even from the passenger seat. At times, as Schossau picked a path up steep ascents with high-articulation events, the EQG came almost to a halt, like a solo free climber pondering their next move. In a sense, that’s exactly what was happening—the motor at each wheel was gently ramping up its torque output, right to the limit of adhesion.
Fabian Schossau puts his foot on the brake and presses a button on the dash. He keeps the steering wheel straight and holds down the right shift paddle. Then he lifts his foot off the brake, punches the gas … and suddenly, our G-Class is spinning in one spot as if a giant had skewered it to the ground and flicked a corner with a finger. The horizon is a blur of color and dust accompanied by the scrabble of rubber on rock and dirt. Meet the all-electric, four-motor Mercedes EQG. Schossau lifts off the accelerator, and the rig stops suddenly, having traveled not at all from its starting position. He admits he’s not sure whether the “G-Turn,” as G-Class engineers have dubbed it, has a practical application. But it has no equal as a party trick, and it encapsulates why the
quad-motor EQG will be the most astonishing G ever built.
The EQG is still two years away from production, but after riding in prototypes on brutal, rocky trails in the south of France, it’s already stunningly impressive in the rough stuff.
The EQG packs its EV hardware under recognizable sheetmetal, looking just like a regular G. The battery pack is waterproof and secured between the axles and inside the rails of the G’s old-school ladder frame. It has the same off-road drive modes as the regular G-Class—Trail, Rock, and Sand— and rolls on steel springs with adaptive shocks. The four-motor powertrain was planned from the beginning, all the better to mete out torque to each wheel and ensure the absolute best traction.
This far out from production, final specs are still up in the air, but you can rest assured the EQG will be extreme.
At speed, while driving in high range on a mock rally stage, the EQG felt surprisingly agile, rotating nicely into corners and oversteering mildly on power. Acceleration pushed us back into the seats in typical big-horsepower EV fashion. “Our goal was to make it easy to have fun in the car,” Schossau says.
Mercedes has not revealed any power or torque figures, nor has it said how big the battery is or how far the EQG will travel between charges. However, Schossau promises on-road performance will be “incredible,” a hint it will outperform the 577-hp G 63, which thunders from 0 to 60 mph in 3.9 seconds.
Even at this stage of development, it’s clear none of today’s piston-packing hardcore off-roaders—the Jeep Wrangler, Land Rover Defender, Toyota Land Cruiser, and even the non-AMG versions of the G-Class—can match the EQG’s effortless precision and controllability in harsh conditions. It’s why Mercedes execs say the EQG will set a new benchmark for off-road performance. Based on what we experienced, it’s difficult to disagree.
Angus MacKenzie
The need for a lowered, flattened floor precludes using an all-wheel-drive Traverse as a base.
With more than 3 million Americans using a wheelchair full time, you’d think there would be more accessible SUVs on the market. Unfortunately, few vehicles besides minivans provide the maneuvering space needed for a wheelchair user to transfer to the driver’s seat, but BraunAbility has identified one: the Chevrolet Traverse.
The Chevy requires extensive reengineering: The unibody is cut in two so the floor can be lowered and flattened. The exhaust, wiring, and brake and fuel lines are rerouted and a cassette-style ramp installed under the right-rear door, which itself is modified, plug-style, to open away from and toward the rear of the vehicle. Through it all, BraunAbility was able to preserve the Traverse’s 5,000pound towing capacity.
Black body cladding extends below the rockers to help hide the changes in body
height, and while there is more space between the top of the tire and the fender arches, that’s never a bad look for an SUV. Most remarkable is the fitment of the plug door, which closes flush to the body with panel gaps identical to a stock Traverse.
The Traverse’s 310-hp 3.6-liter V-6 has plenty of power to handle the weight of the conversion, and despite the elevated driving position, body lean is not exaggerated; the vehicle corners like any other Traverse. We did note more noise from the back of the vehicle, no surprise given the seats and carpet are missing.
We enlisted the help of Julienne Dallara of Abilities Expo to help us evaluate the BraunAbility Traverse from a wheelchair user’s perspective. She noted that even with the kneeling suspension, which uses a chain to pull the right-rear corner down near its bump stop, the underfloor ramp is steeper than those found in most vans.
Once inside, though, she found plenty of space. Our test vehicle wasn’t equipped with an accessible driver’s seat, but had it been, Dallara was sure she had all the room she needed to turn and transfer. Both front seats are detachable and mounted to wheeled platforms that allow them to be removed via the ramp, and racks in the floor accommodate tie-down straps to secure wheelchairs into passenger positions. Dallara also noted the liftover height
of the cargo bay, which she said was ideal for someone in a wheelchair.
The Traverse’s third-row seat now serves as the back seat, with a folding footrest for ambulatory occupants. Rear climate controls and power ports remain intact, with the A/C blowing through stock ceiling vents and heat coming from a hip-level register on the right side. We’ve seen some shoddy mobility conversions, but we were impressed by how well this one was assembled; it could have rolled fully formed from of a GM factory.
Accessible vehicles don’t come cheap, but the BraunAbility’s base price—$74,250—isn’t too far out of line with its minivans. We’re happy to see a wheelchair-accessible vehicle that is both stylish and on trend, and we hope the Traverse is only the first of many compelling vehicles for those on wheels.
Aaron Gold
A well-executed mobility conversion.PHOTOGRAPHY BRANDON LIM
has a 638-hp 6.2-liter supercharged LS9 V-8. Sacrilege? Maybe. But such a swap is keeping entirely in line with the car’s original conceit: Mercedes putting its M100 6.3-liter V-8 in the otherwise six-cylinder 300 SEL luxury cruiser created a big-money muscle car. But Icon wanted what the M100 couldn’t give: 2.5 times as much power and worry-free reliability.
There’s a guy in an Audi A6 driving 6 inches off my rear bumper. If he knew what this car cost—approximately 12 times what his did, new against new—he’d back off. To him, it’s just an old bucket, probably too slow to get out of its own way. No matter. He quickly learned what the 6.2 badge on its rump means as I suddenly disappeared into the distance.
This is an Icon Derelict, a classic car meticulously reinvented from the ground up to look stock but outperform modern vehicles. Each Derelict—there have been 20 or so—follows a philosophy that could be called “subtle perfectionism,” and this one is perhaps its ultimate expression.
It began life as a 1971 Mercedes-Benz 300 SEL 6.3, and you must look closely to tell what it has become. That 6.2 badge? It’s no typo; this 300 SEL 6.3 now
The company and the commissioning owner also wanted modern handling in this one-off. The path was far more complicated than we have room to describe here—for example, the entire floor and firewall needed to be cut from the car—but suffice it to say this Merc now sits on a thoroughly modern chassis strapped with deceptively fat tires.
Only an expert would notice the differences. Outside, the wheels look old and appear to retain the original hubcaps, but they are in fact one-piece billet aluminum wheels acid-etched and painted to match bodywork faded by 50 years of Southern California sun. Inside, the air temperature sliders are gone, replaced with a new knob nestled between the factory fan and vent controls. The gauges have modern innards and correct vintage lettering, but they use scales accurate to the LS9.
The factory radio was overhauled with modern tech, and USB ports are tucked out of plain sight. And as with many classic
cars, the steering wheel wasn’t centered in front of the driver. That’s now rectified.
The way the car drives is just as impressive. The LS9 hits with the velvet-fist manner of the best modern AMG products. There’s so much pull, the motor can dig from any of the four gears without trying. As for handling, it’s a machine that wants to be pushed; you feel it in the transient responses, where the car doesn’t roll over like an old luxury barge but rather leans into turns like a speed skater. Yet none of the trademark ride quality was sacrificed.
Will the owner ever fully exploit its abilities? Hopefully. The car was inspired by the iconic “Red Sow” 300 SEL racer, and even if it isn’t off to win 24-hour endurance races, this Icon has a fine future of embarrassing impatient status seekers in six-cylinder Audis. Scott Evans
Historically among BMWs, the CSL suffix has stood for Coupé Sport Leichtbau, or “Lightweight Sport Coupe.” The name first appeared on the E9 3.0 CSL and the famous E9 CSL–based “Batmobile” race car. BMW later offered an extra-hot E46 M3 CSL, too. It’s one of the most revered nameplates in company history, but somehow we’ve had to wait nearly two decades for its resurrection in the form of the 2023 M4 CSL.
What a return. In the CSL transformation, BMW shaved 240 pounds from the M4, including 46 alone by deleting the rear seats. Additional alterations include a titanium rear silencer, M carbon-ceramic brakes, plenty of badging, and lighter forged wheels, springs, and struts. Unique engine and transmission mounts, reworked suspension tuning,
and powertrain upgrades are on the list, too. The CSL’s twin-turbo I-6 churns out 543 hp and 479 lb-ft of torque, good for a claimed 0–60 run of 3.6 seconds.
The engine rips to life with a growl that previews the thrills to come. Throttle response is immediate; the seemingly direct connection between pedal position and engine speed makes almost every other car seem laggy. Acceleration builds rapidly, but the car isn’t at all twitchy, and the unfathomable grip levels and tactile steering make this a deeply trustworthy partner. Accelerate. Brake. Turn in. Repeat. The chassis’ cohesiveness and communicative nature are exactly what you want in a high-performance car.
It’s also something you can drive regularly on the street, with multiple transmission settings that cover a range
of shift firmness from mild to wham!, and a ride that’s relatively comfortable and compliant considering how capable the CSL is. The brakes, too, are similarly sensational. The pedal feel and initial bite are firm; beyond that, the stoppers engage progressively and predictably even over multiple hard uses.
Inside, the CSL-branded bucket seats are rendered from carbon fiber, a material positively slathered around the cabin, while creature comforts include dual digital displays, wireless charging, and wireless Apple CarPlay and Android Auto.
A car with this much pedigree and performance is never cheap, but at least it subverts BMW’s typical strategy of restricting the good features to the options list. The M4 CSL we drove stickered at $145,395, with the only add-on being $4,500 Frozen Brooklyn Grey Metallic paint. That’s a pretty hefty premium versus the $79,595 M4 Competition, but, with just 1,000 units slated to be built, where else are you going to get this combo of cohesiveness and collectibility?
As electric cars continue their inexorable push toward the mainstream, the future for fire-breathers like the M4 CSL is limited. At least the gas engine is going out with a splash under the hoods of some of the most worthy performance vehicles of all time. Billy Rehbock
In the supertruck horsepower war, the Ram 1500 TRX shot first. Sure, Ford’s F-150 Raptor pickup has been on the hunt for more than a decade, but history has it down as the balanced desert-runner, its power level—450 horses today—more or less in equilibrium with its dirt-dashing chops. In contrast, the TRX arrived two years ago as a ballsy, 702-hp beast with a mission to rooster-tail sand in the face of Ford’s “wimpy” off-road pickup. No more.
The R thumps the TRX by 0.4 second in the 0–60 sprint, hitting the mark in 3.7 seconds, and it feels every bit that quick, charging off the line like a rhino with an ICBM up its rear on the way to a 12.1second quarter mile. The TRX’s best: 12.7 seconds. (The Ford weighs 800–1,040 less than the Rams we’ve tested.)
Credit the R’s brute of an engine, a 700-hp version of the 5.2-liter supercharged V-8 found in the Mustang GT500 that delivers its fusillade at a whim, even on the move. This truck can spin all four of its big-blocked off-road tires on pavement as easily as you can turn up the A/C.
The exhaust has four adjustable sound levels that range from basically quiet to omigod I just summoned Cthulhu, but with far less supercharger whine than in the TRX. Also unlike the TRX, there’s a two-wheel-drive mode for even more antics, if you dare. 2WD could be called the squirreliest setting—if the squirrel had done time for attempted homicide. We kid, mostly; the Raptor R’s chassis offers enough fidelity that corralling things when the rear steps out is easier than you might
suspect. Still, maybe keep it in 4A unless you have plenty of room for error.
Should you think Ford just stuck a big ol’ motor in the Raptor and four-wheel-peeled into the sunset, don’t. The R is holistically tuned, with fantastic ride quality on the road without getting floaty, as well as outstanding control over the gnarly stuff. It’s a Raptor through and through, and it feels like the excellent chassis was waiting for this engine. And it kind of was: The rest of the package basically carries over from the Raptor 37, a model introduced for 2021 as something of a stopgap while Ford readied the V-8.
If there’s a weak spot, it’s that the steering is just vague enough that the truck never feels like putty in your hands. You never, ever forget its size, whether that’s maintaining a lane on the highway or dodging rocks and trees. This isn’t the case with the TRX, which is slightly wider and longer but manages to drive smaller.
Other downsides? The turning circle can fit a football field, and you might crush a small sedan while parking it. Well, and the fact it starts at $109,145, enough to buy a regular Raptor and any number of sporty cars to go with it. Heck, it’s enough to buy a base TRX and a Ford Maverick.
But in a fight—and make no mistake, Ford and Ram are in a pitched battle—often it’s not who shoots first who wins. With the 2023 Ford Raptor R, the Blue Oval just may have landed a crippling strike. Erik Johnson
For many car enthusiasts, it’s the controversial split rear window that first comes to mind when talking about the ’63 Vette. Love it or hate it, the split-window look helped make this Sting Ray Coupe one of the most collectible Corvettes of all time. But the split window wasn’t the only first for this remarkable sports car! Its rare combination of powerful performance and futuristic good looks made Corvette’s second-generation racer hands down the fastest street machine on the market and a world-class vehicle that could hold its own against foreign competition for the first time...at a fraction of the price. Now Hamilton presents this truly iconic car as a finely tooled die cast in 1:18 scale to discerning collectors. Send no money now. Simply mail the attached coupon, and we’ll reserve an edition in your name for four payments of $42.49 (plus $22.99 total for shipping and service, and sales tax; see HamiltonCollection.com). Only the first payment will be billed prior to shipment. Don’t delay; ACT NOW to reserve yours RISK-FREE today!
Leave it to Chevy to democratize exotic levels of acceleration, braking, and lateral grip, making them affordable to mere hundred-thousandaires, while safely bringing thrilling performance within the grasp of mortal drivers with moderate skills. How exotic is that performance? Let’s look at the numbers.
Our first test results from the new Z06 were extracted from a base convertible. Our Z07-package coupe weighed 88 pounds less, including lightweight carbonfiber wheels that shave around 10 pounds of unsprung weight and rotational inertia off each corner; it also had a major tire upgrade from Michelin Pilot Sport 4S ZPs to Pilot Sport Cup 2 R ZPs.
Combined, these changes improved its results in our racetrack-in-a-bottle figureeight test from 22.70 seconds at a 0.93 g average to just 21.85 seconds at 0.99 g. We’re showing the hundredths of a second to point out the time was sufficient to just barely slip ahead of our previous recordholder, the then-$964,996 2019 McLaren Senna (21.90 at 1.02).
This record lasted only a matter of minutes, though, because sharing the test session was the McLaren 765LT Spyder. That $489,110, carbon-tubbed spaceship, weighing 453 pounds less and shod with Pirelli P Zero Trofeo R tires, shaved 0.05 second off the Z06’s record time.
Making that figure-eight result even more impressive is that the Z07
coupe’s straight-line results trailed the convertible’s. The tin top lagged by about 0.2 second all the way through the quarter mile, which it finished going 3.4 mph slower. Increased drag from the $10,495 exposed-carbon aero package might account for some of the trap-speed discrepancy, and the stickier tires cause the Z07 car to bog a bit on launch. We suspect a lighter, simpler 1LZ-grade Z06/Z07 might be quicker—and perhaps reclaim the figure-eight title.
Most of us were badly smitten by this latest Corvette, marveling at its tactility, as well as its high limits and benign behavior as you approach them. Such a combination quickly builds confidence and corner entry speeds. The engine’s high horsepower and less brutal torque
means less danger of throttle oversteer, making it hard to imagine what kind of rookie control inputs you would have to make to upset the Z06.
This is a big car, especially next to the Porsches folks forever compare it with. That’s how it accepts 12.6 cubic feet of luggage and can store its roof on board.
ARX-05 RACE CAR SHOWN. ©2023 ACURA. ACURA, PRECISION CRAFTED PERFORMA NCE, AND THE STYLIZED “A” LOGO ARE REGISTERED TRADEMARKS OF HONDA MOTOR CO. , LTD.
After another successful season, Acura brought home its third IMSA DPi manufacturers’ championship. Meyer Shank Racing’s #60 ARX-05 claimed the 2022 IMSA DPi teams’ championship title, and Tom Blomqvist and Oliver Jarvis took the 2022 IMSA DPi drivers’ championship. We toast our champagne to all the drivers and teams that helped us make this sustained success possible. Next year, watch Precision Crafted Performance take on a whole new form as our brand-new, electrified ARX-06 enters the track to write the next chapter.
Three-time IMSA champs: ’19, ’20 and ’22
Frank Markus
From
the MTArchive ...
MARCH 1973 PRICE: $0.75 We drove the Mexican-market VW Type 181—due to arrive stateside as the Thing—comparing it to the original WWII Kübelwagon. We showed a proposed Opel-based baby Cadillac and picked our 1973 Car of the
Year finalists by category: sports/GT (Ferrari 246 GT Dino), sports sedan (Opel Rallye), economy (Chevrolet Vega), compact (Audi 100 LS), intermediate (Chevrolet Monte Carlo), sedan (Ford LTD), luxury (Mercedes 450 SLC), and utility (Jeep Wagoneer). From these, we named the Monte Carlo our Car of the Year. MARCH 1993
celebrated 40 years of Corvette history, driving ’Vettes from the original ’53 C1 to a ’93 ZR-1, freshly upgraded to 405 hp, plus Callaway’s SuperNatural CL-1, which drew 403 hp from a 5.7-liter V-8. Reviews included Toyota’s exhilarating new Supra Turbo and the BMW M3.
PRICE: $4.99
Heaven knows the growing demand for electric vehicles is straining our global materials supply chain, as many of the minerals required to manufacture motors and batteries are sourced in unfriendly nations and/or extracted under unethical circumstances. Now the heavens may be helping solve our rare-earth magnet supply woes by sending us meteorites composed partially of highly magnetic tetrataenite—a compound not found naturally on earth.
Tetrataenite (say “te-tra-TEE-nite”) is a metal composed primarily of iron and nickel with a uniquely layered tetragonal cubic crystal structure (a cube stretched along one axis). Nickel/iron compounds do not exist on earth with this structure, and for years scientists believed forming this structure required extremely slow cooling of the sort that can only happen on a meteorite that spends millennia, or even longer, hurtling through space.
Inthe1960s,though,thematerialwasformedhereon Earth during experiments with neutron-irradiated alloys, but being formed in a nuclear reactor is not a viable route to commercialization. However it’s formed, tetrataenite has demonstrated strong permanent magnetization, with a theoretical maximum magnetic energy product of 335 kilojoules per cubic meter—well within the range expected of the iron-neodymium-boron magnets typically used in electric vehicle motors and wind turbine generators today (227–430 kJ/m3).
Tetrataenite’s most obvious advantage is its accessibility, presuming we can crack the code on how to produce it in a timely, non-radioactive fashion. Rare earths are not rare on Earth, but they are widely dispersed, making them devilishly difficult to extract because huge amounts of ore must be mined to yield tiny quantities of these elements. As a metal, tetrataenite is stronger and considerably less brittle than neodymium-iron-boron and hence should be easier to manufacture, transport, and assemble. It’s also likely to resist corrosion better.
only seconds of cooling, by including a small amount of phosphorus in the brew. And although the composition of metallic meteorites generally varies widely, those with tetrataenite often include some phosphorus.
So why has it taken decades to make this discovery? Cambridge professor Lindsay Greer thinks institutional bias may have played a role because of how assiduously the steel industry works to exclude phosphorus (which makes steel brittle). But Greer’s team reckons phosphorus was the “magic dust” that made its results possible. “[Phosphorus] goes into solution in the metal and stabilizes vacant sites in the metal lattice” to encourage tetrataenite formation, he said.
When I asked Greer how soon I might expect to enjoy EVs and wind-power generation via tetrataenite magnets, he cautioned me that this recent discovery merely marks the launch of a potentially lengthy undertaking to improve both the casting process and the compound’s chemical composition. (It’s thought that equal amounts of nickel and iron will perform best, but meteorites tend to max out at 41 percent nickel, so maybe not.) He also clarified that although the Cambridge researchers successfully cast tetrataenite crystals, they have yet to demonstrate a permanent magnet composed of them. He also expressed some surprise that the team’s outreach to magnet manufacturers has yet to net a commercial partner willing to help co-develop tetrataenite magnets. “I had imagined they’d want to engage at an earlier stage,” he said. “It would then be their technology.”
Oh well, I’ll keep an eye on this heaven-sent solution, as well as a “Clean Earth Magnet” made with iron nitride that Minnesota-based Niron Magnetics has been working on. One way or another, I’m confident science will facilitate earth-friendly EV proliferation.
When iron-nickel alloys cool in seconds or minutes, they tend to form a simple face-centered cubic crystal structure that lacks the rectangular elongation and layering believed to make tetrataenite magnetic. But a team of materials scientists at the University of Cambridge in the U.K. have cast the compound with
Of these three potential ironnickel structures, (a) is assumed to be the supercell structure for perfect tetrataenite.
Note the uniform layering effect, which is thought to be one of the keys to the material’s strong permanent magnetism.
I always look forward to your issues, especially at the end of the year as you come out with your awards. When I saw your SUV of the Year, I had to take a step back and say, “What in the world is this?” First, “We need to define the SUV.” You sound like our “fearless” politicians when trying to define a recession. Looking at the issue and turning the pages, I started to laugh. The Hyundai Kona N? The Kia Niro? The Kia EV6? Really? Don’t get me wrong: I like Hyundai and Kia. They are making great cars, but just because a car comes in all-wheel drive does not make it an SUV. Also, no Subarus at all?
Pete DaCosta Star, Idaho
Hi, Pete. We clearly don’t disagree with your point (we even said so in the piece about the winning Ioniq 5), but we’ll continue to use our six Of The Year criteria to separate the cars from SUVs. Neither the Kona nor Niro advanced to the finalist round, so it’s an effective gauge. As for Subaru, we invited the Solterra to compete, but Subaru declined to send its new electric SUV for evaluation.—Ed.
So the SUV of the Year is a car? Too bad for all the actual SUVs that missed out on the award. Reminds me of when Jethro Tull beat Metallica for the Heavy Metal Grammy in 1989. Ridiculous. The Ioniq 5 may be a great vehicle, but it’s a car. Or if it’s an SUV, I’ll call my Camry an SUV, too.
Dave Fass via email
Congrats to the Hyundai Ioniq 5 for being chosen as MotorTrend’s SUVOTY! However, the 1980 Chevy Citation called and wants its silhouette back.
Dan ChatelTucson, Arizona
Please. The Citation wishes it looked that good.—Ed.
It looks like you copied the specs for the Jeep Grand Wagoneer L (SUVOTY Contenders, page 42) over to the Jeep Wagoneer L (Finalists, page 60). Mark me down as one of the public who hates this naming convention!
Belleview, Florida
D'oh! Good catch! Thankfully, the chart on page 67 had all the right information.—Ed.
This month’s readers on location are Chris and Joe Scott of Fredericksburg, Virginia. Joe writes: “Greetings, MotorTrend editors. My wife, Chris, and I just visited our 100th country, Cape Verde, on December 4, 2022. On this bucket-list trip, we took MotorTrend, our go-to publication for the latest and greatest automotive news. Chris and I love cars! I drive a bright yellow Dodge Challenger with black racing stripes, and Chris drives a white Tesla Model 3. Since I was a young boy, I have eagerly read the latest monthly edition of your outstanding magazine. Here’s to your continued success!” Thank you both!
Thank you for your comprehensive Corvette Z06 coverage in the January issue. May I call upon you to intervene in a debate? My (former) friend and I each have a C5 Corvette Z06. We agree it’s a great car, but he will not allow smoking or eating in his. I like eating greasy cheeseburgers at 70 mph, with sauce running down to my elbow. I also smoke cigars
(but not at the same time). He calls me a barbarian. I say he’s a wimp. What say you?
You don’t smoke cigars while eating cheeseburgers? Wimp.—Ed.
I’m 13, and here’s my take: Electric concept cars are trying to emulate the beloved driving experience of combustion-engine automobiles. These new electric cars should embrace their innovative qualities just as the Ford Mustang Dark Horse embraces its 5.0-liter V-8. Instead of phony engine noises and fake gear-shifting, companies should focus on making the quietest and quickest electric cars. I don’t know what the future of the automobile holds. But we should embrace this new era of cars while still remembering the roots found in our beloved combustion engines.
Christian T. Thanks for your thoughts, Christian (and to Koen E. last month)!—Ed.
— Mike Valentine
“ It’s about range superiority. I told my engineers, ‘We want the best radar-finding engine this side of the military.’ For civilian users, V1 Gen2 is a break-through on range.”
We will remember 2022 as another year of disruptions everyone grew tired of talking about. Pandemic shutdowns and the semiconductor shortage continued to plague vehicle production, but they eventually stopped driving each day’s biggest industry headlines. Instead, electric cars dominated the automotive world’s news feeds. Carmakers announced a steady stream of commitments, resource allocations, future vehicles, and new assembly and battery plants. But while fanfare rarely centered on new vehicles with internal combustion engines, there were some notable exceptions, like the 2024 Ford Mustang. The seventh-generation pony car will likely be the last before the Mustang goes full EV, and competitor Dodge also showed its Charger as a fully electric muscle car concept, complete with enhanced powertrain sounds to appease motorheads.
The year also saw Ford split itself into two divisions, ICE and EV, and it brought in outside talent to engineer software-defined vehicles. Longtime executives Hau Thai-Tang, who led product development, and Lincoln boss Joy Falotico retired. Over at Jaguar Land Rover, CEO Thierry Bolloré was let go because the lack of computer chips crippled inventory and sales. At Volkswagen, CEO Herbert Diess was also ousted as the automaker struggled with software issues that delayed product launches. Tesla CEO Elon Musk continued to unravel on the world stage, his attention seemingly everywhere but on his car company, which failed to launch or meaningfully update a single vehicle.
Amid all that chaos, here are the 50 most influential figures from 2022 that kept us raptly following this incredible business, capped by our 2023 MotorTrend Person of the Year.
Under Governor Newsom, California announced it will ban sales of new gas-engine vehicles by 2035. In so doing, he became the de facto leader of a new transportation policy some other states have followed. Newsom pledged $10 billion over six years for incentives to make EVs more affordable and to improve the charging infrastructure. He also spearheaded opposition to a new tax on high-earning Californians that would have further contributed to the shift toward zero-emission vehicle adoption.
2022 RANK: UNRANKED
The Chinese entrepreneur helped found the premium electric vehicle manufacturer in 2014 to fight smog. In 2018 the company went public on the New York Stock Exchange, and in 2021 Nio expanded outside China with sales in Norway. Sales and revenue continue to grow, propelled by the new ET5 midsize sedan and a battery-swap business model. Nio plans to launch five new vehicles in 2023, and it has lots of cash to invest in its portfolio and for continued expansion in Europe.
2022 RANK: UNRANKED
Global F1 attendance and ratings are at all-time highs, notably so in the U.S., which will host three grands prix this season for the first time since 1982. One major contributing factor: the Drive to Survive docuseries, which premiered on Netflix in 2019. Whose idea was it? Credit Bratches, 61, F1’s managing director of commercial operations from 2016 to 2020. The American joined the F1 circus after nearly three decades in a similar role at ESPN. He’s now undertaking consulting work.
2022 RANK: UNRANKED
Stroll continues to make news, both as a businessman running Aston Martin and as owner of the Aston Martin F1 Team. The Canadian billionaire famously hired former AMG boss Tobias Moers in 2020 as Aston Martin CEO, but the two clashed, leading to Moers’ replacement so the British marque could cozy closer to Ferrari and rely less on AMG and MercedesBenz. Meanwhile, Stroll is building a new state-of-the-art facility for his F1 outfit in Silverstone, England, in a bid to move it to the front of the grand prix grid.
2022 RANK: 49
When Ford split into two divisions, veteran Galhotra was put in charge of the legacy business of vehicles powered by internal combustion engines. The operations and products he oversees generate the profits needed to fund the electric vehicles and advanced technologies Ford views as its future. While resources were diverted to the latter, Galhotra ensured key vehicles like the 2024 Ford Mustang received the updates they needed.
2022 RANK: 47
Kwon leads this EV battery supplier, which spun off from LG Chem in 2020 and went public. It’s building joint-venture battery plants around the world with General Motors, Stellantis, and Honda, and it’s expected to account for the majority of North America’s battery production capacity by 2025. LG Energy Solution is also developing next-generation prototypes such as solid-state and lithium-sulfur batteries, and it’s investing in materials such as cathodes for batteries.
2022 RANK: UNRANKED
Kia design shows no signs of letting up. Habib proves his versatility with the eye-catching and futuristic Kia EV6 EV at one end of the spectrum and the hip Kia Carnival at the other, with a lot of attractive and well-packaged SUVs in between. The brand is on fire, and its design arm deserves a lot of the credit.
2022 RANK: UNRANKED
GM is working to restore Cadillac to its former glory as a top American luxury brand, and the marque’s electric lineup represents some of its best work in years. It begins with the 2023 Lyriq SUV, which rejects the regular GM parts bin, instead offering new and innovative design. It continues with the bespoke 2024 Celestiq, a handmade, limolike four-passenger car that customers can easily option up to $500,000. Smith shaped Cadillac design until his recent promotion.
2022 RANK: UNRANKED
Tesla has not launched any new products in the past two years, but that hasn’t kept its controversial and mercurial CEO out of the news. Plant shutdowns in China, erratic behavior played out in public, and the perception that he has taken his eye off the ball all contributed to the company’s plummeting stock value. But Musk continues to be an almost daily newsmaker, and Tesla is still an EV leader.
2022 RANK: 14
“We are in the midst of an AI revolution,” Shashua says on his LinkedIn page. He is part of that revolution as founder and CEO of Mobileye, which is advancing autonomous vehicle technology. In 2010 he co-founded OrCam Technologies to use AI to help those who are blind, hearing-impaired, or otherwise disabled. He also established multiple AI ventures and is a professor at Hebrew University in Jerusalem, where he shares his expertise in computer vision and machine learning.
2022 RANK: 30
Former Tesla chief technical officer Jeffrey Brian “J.B.” Straubel started Redwood Materials in 2017 to recycle battery-cell scrap. Redwood will provide cathode material for lithium-ion batteries at a factory Panasonic is building in Kansas. Redwood is building a plant near Reno, Nevada, to provide enough recycled materials to power 1 million EVs annually by 2025. It’s a domestic solution: Right now, metals must be sent to Asia for refinement and then sent back to factories in the U.S.
2022 RANK: UNRANKED
Apple CarPlay is already wildly popular and is a must-have feature for four out of five car buyers, and Apple has worked with some automakers in developing its next generation. It’s more customizable and integrated, taking over the user interface of all screens in a vehicle with its own digital version powered by the driver’s iPhone. This is a big power play on Apple’s part—and it’s one many automakers have no choice but to buy into if it’s what consumers want.
2022 RANK: UNRANKED
Albaisa has overseen design for the Nissan and Infiniti brands long enough to put his stamp on a rejuvenated and improved portfolio. He’s also known for exotic concepts that provide a roadmap to an increasingly electrified future. Design cues showed up in the Nissan Ariya EV and are incorporated into the company’s next generation of vehicles taking shape in Japan. If the Nissan Surf-Out concept is any indication, it includes a small lifestyle pickup.
2022 RANK: UNRANKED
While Ford dismantled Argo AI, Cruise CEO Vogt set a goal of $1 billion in revenue in 2025, and his autonomous driving division has the full support of parent General Motors to continue its work. The robotaxi and automated delivery company now charges for driverless rides in San Francisco, and it’s expanding to Austin and Phoenix, where it’s also testing deliveries for Walmart. The organization’s modified Chevrolet Bolts will soon be joined by Cruise Origin people-carrying pods.
2022 RANK: 42
Magna is not just a mega supplier. Its Magna Steyr plant in Austria builds vehicles on contract, including the Mercedes-Benz G-Class, BMW 5 Series and Z4, Jaguar I-Pace and E-Pace, Toyota GR Supra, and now the Fisker Ocean electric SUV, which Magna helped engineer. Magna’s vast components business is pivoting to support electric vehicles as it continues to invest in new plants and may add a North American contract vehicle assembly plant.
2022 RANK: 29
Rowan came from the tech world, but Volvo’s new CEO hit the ground running, overseeing the push to be an all-electric brand by 2030. He will usher in the new Volvo EX90 flagship, a three-row electric SUV to be built in South Carolina. It’s the first Volvo to be truly defined by its software, with core development done in-house. Rowan brings his knowledge of electronics and semiconductors to Volvo at an opportune time.
2022 RANK: UNRANKED
Urmson, a self-driving and software pioneer, sees autonomous vehicles as closer to reality than ever. Aurora believes long-haul trucking is the best way to enter the driverless vehicle market, and it’s been making daily autonomous freight deliveries for FedEx, Werner, Schneider, and Uber Freight. Aurora is also working with other automakers and transportation leaders in the belief it’s the safer way to transport in the future.
2022 RANK: UNRANKED
Luminar may become the standard when it comes to lidar, which is key to driver assist systems. First demonstrated in a Toyota RAV4, Luminar’s new Iris lidar is now in commercial production with units going to SAIC in China. The roofmounted laser sensor uses infrared light to detect objects and will be found on the upcoming Polestar 3 and the 2024 Volvo EX90 electric SUV. A new large-scale production factory is under construction in Mexico.
Kuniskis lives and breathes muscle cars, making him the perfect Dodge ambassador. He has even found a way to make electric muscle cars attractive to the Hellcat crowd with the stunning Dodge Charger Daytona SRT concept headed for production in 2024. Under Kuniskis, Dodge has a sharp vision of its future and understanding of its buyers, which will go a long way toward ensuring the brand’s longevity within Stellantis.
2022 RANK: 41
2022 RANK: UNRANKED
Zhang was integral to the Ford F-150 Lightning’s development from the start. Ford’s first all-electric pickup launched on time, exceeding customer expectations with its capability and the entry-level work truck’s initial $40K starting price. Not an easy task, given the vehicle’s importance and the pressure on the team to not compromise anything. Zhang now has valuable insight that can be leveraged as Ford develops the secondgeneration Lightning on a new platform as a dedicated EV.
2022 RANK: 24
Lee is the genius behind the Hyundai N Vision 74 concept, which pays homage to the 1974 Pony Coupe concept. He is also the man behind a design renaissance at Hyundai, culminating in the Ioniq 5—the 2023 MotorTrend SUV of the Year—and the Ioniq 6 due this spring. His work has also raised the profile of the luxury Genesis brand, which has delivered hits like the Genesis G90, which won our 2023 Car of the Year award.
2022 RANK: UNRANKED
Toyoda is old-school: He’s a racer who is rejuvenating the fun side of the house with the return of the Supra, the creation of the GR performance brand, and a surprisingly good-looking 2023 Prius hybrid. The Toyota chief has been slower to accept the rapid proliferation of EVs and is now reassessing and playing catch-up as he allocates resources and develops more aggressive electrification plans.
2022 RANK: 9
Mibe is the right CEO for Honda. The open-minded former head of research and development has expertise in environmental tech and energy, both of which are helpful as Honda plays catch-up in the electric vehicle space. Mibe is open to alliances—he was Honda’s liaison with GM—and outside expertise. It is a necessary shift for the insular Honda as Mibe aims to bring about “major transformation at great speed.” This includes rockets and robots.
2022 RANK: UNRANKED
The AI and graphics-chip maker sees a growth opportunity in tech for the auto sector, which could become one of the largest AI industries in the world. Nvidia has contracts with Lucid, Mercedes-Benz, Jaguar Land Rover, and others to supply driving systems, and it recently introduced a new version of its autonomous driving platform. High-end infotainment with streaming games and movies and concierge and safety services will be integral to software-defined vehicles.
2022 RANK: 40
Rimac now controls three companies bearing his name. He also managed to launch the Rimac Nevera supercar while crafting Bugatti’s future direction, beginning with the Bugatti W16 Mistral convertible, which sold out quickly. Indeed, synergies and co-development for the supercar brands is paying off. His plan calls for building a few hundred Rimac and Bugatti cars per year, eventually at a new production facility under construction in Croatia.
2022 RANK: 6
The $2.4 million Nevera is said to be both the quickest and the fastest EV in the world, and more cars like it are on the way from Rimac’s portfolio of companies.
Volvo is quietly showing leadership in the EV space, and the former head of engineering and operations has moved up the ranks as the company divests itself of combustion-engine production to focus on an all-electric path. The company’s lineup is now fully electrified (battery electric or hybrid). The Volvo XC40 and C40 BEVs have a new flagship in front of them, the EX90 three-row SUV. It’s the first EV on a new architecture that will spawn a new model annually.
2022 RANK: UNRANKED
Reuss is a busy man, preparing to launch 30 electric vehicles for GM’s four brands by 2025 while keeping the existing lineup of gas-powered offerings fresh and profitable to fund future plans. To that end, we’ve seen refreshes across the truck line as well as the heavier-hitting SUVs— and of course, the Corvette Z06. And rest assured, Tesla owners, Reuss says GM service bays will fix your cars, too.
It was a year where Ikeda watched the last Acura NSX Type S roll off the line in Marysville, Ohio, and saw the return of the Acura Integra to the U.S. market. The former designer continues to plot the performance luxury brand’s future. The Acura Precision EV concept offers a glimpse of the company’s next wave of design language as it goes electric, beginning with the Acura ZDX SUV in 2024.
2022 RANK: 39
The Polestar 2 is on sale now, and the Polestar 3 midsize SUV is preparing for launch, followed by the Polestar 4 compact SUV. We have seen the low-volume, aluminum-spaceframe Polestar 5 four-door GT due in 2024. Its convertible counterpart, the Polestar 6, is due in 2026, designed to take on Porsche’s 911. As an EV builder backed by legacy automaker Volvo, Polestar enjoys a level of experience most new car companies do not.
2022 RANK: 25
Juechter is the man behind the magic that is the Corvette. After the longawaited mid-engine C8, he followed up with the track-devouring 2023 Chevrolet Corvette Z06 with its bespoke 5.5-liter naturally aspirated flat-plane-crankshaft LT6 V-8 engine, which was seven years in the making. The supercar is destined to be a nostalgic collector’s item—the next Corvettes will be hybrids and all-electric.
2022 RANK: UNRANKED
Manufacturing is hard, Robert Joseph “R.J.” Scaringe learned, as Rivian launched the R1S SUV on the same line as the popular R1T pickup, shipped delivery vans for Amazon, added a second shift at the plant in Normal, Illinois, and is trying to build another plant in Georgia. Bumps in the road included a mismanaged attempt to increase prices, but the young executive demonstrated he can learn from his mistakes as the now-public company forges ahead with more new vehicles and an expanded charging network in the works.
Koo is the low-profile leader of the major South Korean conglomerate that operates key subsidiaries including LG Electronics, LG Energy Solution, and LG Chem, all playing a vital role in the automotive industry. Under his leadership, LG got out of the smartphone and solar panel businesses to grow investment in EV batteries, AI, advanced robotics, software, infotainment systems, and other technologies, all while expanding globally.
2022 RANK: UNRANKED 2022 RANK: 2
Simcoe has been in the big chair since 2016, which means the flood of new EVs GM is rolling out bears his design stamp. The variety is as impressive as the final products, from the GMC Hummer EV supertruck to the infinitely customizable and elegant Cadillac Celestiq sedan. In between are some practical but clever takes on full-size pickups and affordable SUVs. GM is forgoing the communal parts bin and adding more character and detail to its portfolio.
Separated from Daimler Truck, a smaller and more focused MercedesBenz is reinventing itself as a maker of performance and premium electric vehicles under Källenius’ guiding hand. The CEO is also pushing the softwaredefined vehicle with an in-house hub of expertise developing an operating system to ensure the automaker owns what is becoming the most valuable part of a vehicle. Massive screens run the proprietary MBUX system, and audio goes to the next level with Dolby by Atmos.
2022 RANK: 12
Gilles’ peers voted to give him the 2023 EyesOn Design Lifetime Achievement Award, making him the youngest ever recipient of the global design honor. It’s well deserved: Gilles is the man behind the Dodge Charger Daytona electric muscle car concept, award-winning Ram trucks, minivans, Jeeps of every kind, elegant Chryslers, and sexy Maseratis.
With his MBA, he is also a corporate decision-maker at the highest levels.
2022 RANK: 35
It’s difficult not to gawk at a Lucid Air. Despite a rocky launch with supply chain shortages, there are now more of these tech marvels on the road as production continues to ramp up. Lucid also revealed the high-performance $250,000 Air Sapphire while launching the more affordable Air Pure and Touring models, with plans for a smaller, more affordable mainstream electric sedan. Also on tap: the Gravity SUV and expanding capacity at the company’s Arizona plant.
Shufu’s empire is positioned to succeed in an electric world. Volvo unveiled the three-row EX90 electric SUV, and Polestar prepares to launch the 3 and has more models on the way. Shufu’s Ecarx Co. makes autonomous driving and computing systems, and the Geely Commercial Vehicle Group will add a new semi truck. Lotus, meanwhile, unveiled the Eletre SUV, and Shufu bought a smartphone maker with an Android system that could be used in vehicles.
2022 RANK: 23 2022 RANK: 3
Blume left Porsche to head Volkswagen upon the ouster of Herbert Diess amid a software mess that has delayed launches for all the conglomerate’s brands. The new CEO is walking back targets and making changes. There is talk of building more EVs with the MEB platform, including an e-Golf and Tiguan, while delaying the Project Trinity flagship EV, the new SSP model platform, and a new plant in Wolfsburg to build them—all of which stemmed from new software that now might not be ready until 2030. 2022 RANK:
2022 RANK: UNRANKED
Love it or hate it, BMW design is aggressive with big kidney grilles and the wild looks and colors of the XM concept and iX SUV, what with its indulgent cabin and superb ride. The strategy will continue under Zipse’s command. The 2 Series is back to remind us of BMW’s glory days while Zipse works to reinvent the marque with the Neue Klasse (New Class) of EVs coming in 2025; we’ll get our first look of those in 2023. Models will include a compact sedan and sporty SUV, and hydrogen could be a viable powertrain.
Farley has Ford on a proper path with a lineup of hits, an emphasis on EVs and software, vehicle and battery plants under construction, and a lot of new human talent. The CEO had the guts to pull the plug on Ford’s autonomous vehicle business, deciding its viability is too long-term. There have also been missteps: miscalculation of demand that led to long waits and frustrated customers trying to order the Blue Oval’s hot products. And quality still needs to improve.
Muñoz is a busy man, running a global automaker and overseeing the North American market, where the Hyundai and Genesis brands continue to grow sales, market share, and stature, moving past the need to sell products on price alone. The brands are also establishing themselves as EV leaders, and the company is building a plant to manufacture both EVs and batteries in Georgia to continue its growth.
2022 RANK: 27
Baumbick keeps running up the corporate ladder. He now oversees all product development for Ford’s gas-powered vehicles. He’s fresh off the launch of the 2024 Mustang, ensuring it stays relevant until it’s likely replaced by an all-electric model in a few years. He is also charged with ensuring quality—a top priority of Ford CEO Jim Farley to reduce annual recall and warranty costs.
2022 RANK: 8
The troubleshooting Ulbrich dropped development of combustion-engine vehicles to work on the cars and software that are Volkswagen’s route forward. The board member is in charge of electromobility and digitalization for VW Passenger Cars as head of development, including the New Mobility department. He oversees the crucial ID electric models and the Trinity Project technical flagship while working closely with the new Cariad software division.
2022 RANK: UNRANKED
The Jeep name is powerful, but it does not sell itself. Meunier has proven to be a steady hand to expand and manage the division globally. Jeep under his tenure has added new nameplates, including the Grand Cherokee L, the Wagoneer subbrand, the Avenger electric SUV, and an unnamed midsize electric SUV, while also building the 4xe portfolio of electrified vehicles. There is a lot of pressure to deliver, and Meunier continues to do so.
2022 RANK: 13
Under Östberg, Mercedes-Benz created an Electric Software Hub in Germany, where 1,100 experts work on high-tech development. These include the Vision EQXX, which has proven able to travel 747 miles on a single charge, the MB.OS operating system, and Level 3 Drive Pilot, which is allowed on some public roads in Germany and awaits certification for hands-free driving in the U.S.
Field went from leading advanced technology to head of advanced product development and technology officer, putting him in charge of EVs, software, design, and vehicle hardware engineering. It means he’s implementing Ford’s future vision, which is electric and software-defined. The former Apple exec’s presence has also been a beacon in hiring other tech talent to Ford.
With the Ioniq 5’s 2023 SUV of the Year win to go along with other recent awards for Hyundai Motor Group’s products, it’s no wonder company leadership factors prominently on this year’s power list.
Tavares has a giant to-do list, managing 14 brands in assorted regions, each requiring its own distinctive lane and road to profitability. The CEO of the company created by merging Fiat Chrysler Automobiles and the PSA Group was expected to cull some brands, but Tavares is giving each division’s CEO direction and latitude to make them viable as he drives them all to an electric lineup. And he is doing it with surprisingly healthy global sales and returns.
HYUNDAI MOTOR GROUP PRESIDENT AND CHIEF CREATIVE OFFICER
Donckerwolke’s genius can be seen in a litany of excellent Hyundais, culminating in the Ioniq 5, our 2023 SUV of the Year. He also created a strong lineup of beautiful luxury vehicles, allowing Genesis to establish itself in a surprisingly short time for a new brand. The GV70 was our 2022 SUV of the Year, and the G90 is our 2023 Car of the Year. He caps a successful 12 months with the news Hyundai will re-create the 1974 Pony Coupe concept.
Barra has relentlessly pushed GM’s EV agenda. We are seeing more of the products behind the promises, and they look good, from the Chevy and GMC full-size pickups to the game-changing $30,000 Chevrolet Equinox, stylish Blazer, and Cadillac’s innovative Lyriq and Celestiq. The rollout has been on time and on budget, and Barra expects EVs to be as profitable by 2025 as cars with internal combustion engines.
His grandfather founded Hyundai. His father strengthened the South Korean automotive conglomerate and grew it to global heights. Now, Euisun Chung is leading Hyundai Motor Group into a new age.
That may sound like a lot of pressure, but Chung cut his teeth working at Hyundai, learning the ropes from many corners of the business. He went from early roles in parts and service in what is now Hyundai Mobis and through procurement, IT, sales, marketing, after-sales, and corporate planning. As president of Kia, he grew the sister company before returning to the parent Hyundai Motor Group and assuming responsibility for day-to-day operations.
Hyundai, Genesis, and Kia have been hitting repeated home runs. The Genesis G90 is our 2023 Car of the Year, and the Hyundai Ioniq 5 is our 2023 SUV of the Year. These top honors follow other MotorTrend awards in recent years for the Genesis GV70 and Kia Telluride. The vehicles coming out of Hyundai Motor Group are notable for their eye-catching design, quality, clever packaging, and good value—and they are proving increasingly difficult to beat.
Chung helped his father helm the group as it grew its portfolio of must-have vehicles, and now as executive chair, he is putting his stamp on the company’s future. His grasp of where the world and industry are headed, combined with a desire to make the planet a better place, spurs a broader mission to become a leader in electric vehicles and advanced mobility. Tesla may have popularized electric cars, but Hyundai Motor Group is democratizing them, flooding the market with a wide variety of models, body styles, and price points and making them super cool or drop-dead gorgeous. Or both. Each brand uses the new Electric Global Modular Platform, and a new Integrated Modular Architecture will arrive in 2025. The new version is designed to streamline processes and employ a common chassis and standardized battery systems, packs, and motors to make longer-range EVs at reduced cost. Hyundai is adding 11 new EVs by 2030, Genesis will add six, and Kia has 14 planned by 2027. Altogether, they hope to sell about 3.2 million electrics annually by 2030, worth 12 percent of the global market. To that end, Chung has allocated more than $70 billion for future business. In addition to new vehicles, he’s adding assembly plants and creating a more efficient manufacturing model. Partnerships continue to work on next-gen batteries such as solid state for greater range and lower cost.
PHOTO ©ANNIE LEIBOVITZHyundai and Kia are spending $14 billion on software for connectivity and autonomous driving. The Level 3 autonomous driving in the G90 is impressive. Motional, a joint venture with Aptiv, will put robotaxis and self-driving delivery services on the road in 2023. In addition to battery tech, Chung is also a hydrogen proponent, and there are such commercial trucks on the road.
His predecessors brought all aspects of carmaking in-house, right down to Hyundai making its own steel, at a time when other automakers outsourced anything not considered a core competency. Chung expands this thinking. He doesn’t just want to do his own design, engineering, parts, powertrain, assembly, sales, and marketing; his big-picture thinking includes data, tech, and software engineering. It goes even further with visions of smart cities boasting myriad mobility solutions, including robots (Hyundai bought Boston Dynamics) and flying machines in the form of electric vertical-takeoff-and-landing vehicles.
Despite his high perch, colleagues describe Chung as hands-on and credit him for pushing his leadership team to be audacious. Luc Donckerwolke, president and chief creative officer of design, says when he joined Hyundai from the Volkswagen Group’s prestige brands, Chung told him to go for it. Indeed, the sky’s the limit, and Donckerwolke has full backing from the top because Chung wants design to be a company pillar. Engineering receives similar support and encouragement to strive for new heights. Chung put his blessing on the N performance division, and he’s the one telling the team to take risks when markets urge caution instead. He sets the goals and empowers his employees to achieve them, even keeping meetings to a minimum so people are free to do their work.
Chung in this way is more than an automotive CEO. Donckerwolke sees him as an innovator and visionary who is down to earth and approachable; the design chief sends Chung pictures of the cars he is working on, and the boss is quick to reply with comments and suggestions. And when Chung makes a decision, the whole team pushes in that direction.
In that sense, he does his father and grandfather proud, leading the entire Hyundai Motor Group to new levels. He rarely seeks publicity, but the man and his vision—and the juggernaut his company is becoming—loom loud and large. For this vision and leadership, Euisun Chung is the 2023 MotorTrend Person of the Year.
Electric vehicles may not represent the present for most of America, but they are the future. The industry agrees; of the two luxury brands represented in this comparison test, Genesis says it will launch only electric models after 2025, and Cadillac promises an exclusively battery-powered lineup by 2030. Neither manufacturer is new to electrification— Cadillac dabbled in plug-in performance with the overpriced but sneaky-good ELR last seen as a 2016 model, and Genesis recently released a battery-powered version of the G80—but neither has offered a dedicated EV. Enter the Cadillac Lyriq and Genesis GV60, a pair of critically important electric SUVs that offer a glimpse of what we can expect from these companies’ electron-fed futures. When we look back at this pair toward the end of the decade, will they represent fumbled first attempts or the beginnings of something special?
The Lyriq is the first Cadillac built on GM’s Ultium electric vehicle architecture, versions of which underpin GMC’s new Hummers, the Chevrolet Silverado EV, and the upcoming electrified Chevrolet Blazer. Our test vehicle was just the second example to roll off the production line—VIN002, to be exact. More on that shortly.
The Lyriq comes to market with a single-motor, rearwheel-drive trim badged 450E. The 450 designation represents 450 newton-meters of torque, rounded up per Cadillac practice from 441 Nm, or 325 lb-ft in American torque. The badge is mostly inscrutable to Americans, but we also like big numbers on our luxury cars. Our Lyriq Debut Edition has a sticker price just shy of $60,000, but these versions are sold out; similarly equipped models are now available for about $63K. Deliveries for dual-motor AWD Lyriqs are slated for early 2023.
The Cadillac is an obvious looker. Slim, dramatic lighting elements and the large, grille-aping panel up front hint at the Lyriq’s electric powertrain while a lengthy dash-to-axle ratio and vertical, tailfin-esque motifs at the rear communicate pure Cadillac elegance. The production Lyriq is nearly unchanged from the 2020 concept, and we’re thrilled to start seeing these on the road.
Relative newcomer Genesis takes a slightly different approach. The GV60 is the luxury marque’s first take on Hyundai/Kia’s E-GMP platform, which also underpins the excellent Kia EV6 and the 2023 MotorTrend SUV of the Year–winning Hyundai Ioniq 5. Something of a surprise, the GV60 is the stubbiest of that trio, looking more aggro-anime hot hatch than luxury SUV. Genesis deserves praise for its multitude of interior and exterior color options, but the advantage goes to Cadillac in design and sheer presence.
Genesis offers the GV60 exclusively with a dual-motor AWD setup. Upgrading from the base Advanced trim to the range-topping GV60 Performance raises power from 314 to 429 hp and adds a Boost function that unlocks 483 hp for 10 seconds at a time. Base pricing approaches $60,000, and our Performance model in Uyuni White stickers for $69,560.
Looking at efficiency, these two are right on top of each other, but only one breaks the elusive 300-mile barrier. Despite being just as efficient as the Cadillac, the GV60’s 77.4-kWh battery capacity limits it to 235 miles between full charges. GM equipped the Lyriq with significantly more battery capacity—102.0 kWh—which means the Tennesseebuilt Caddy offers 312 miles of range.
Ah, but not so fast; although the GV60 has fewer miles’ worth of electricity in its battery, it can restore them quicker. Hyundai/Kia’s E-GMP vehicles are the only EVs costing less than $60,000 with an 800-volt electrical architecture.
Interior appointments separate the premium from the pedestrian, the luxury buyer from the layperson, though the gap is smaller than it once was. Each of these electric SUVs distinguishes itself from its respective parent company’s lesser products, to mixed results.
Volts and watts and DC and AC can get confusing, but the GV60’s 800-volt system means it has some of the quickest charging in the industry.
The Lyriq’s charging power tops out at 190 kW, but the GV60 can charge at up to 235 kW, a nearly 25 percent advantage. Eventually, the GV60’s peak charging power could swell to 350 kW with overthe-air updates, widening the gap even more. Cadillac counters with either two years of unlimited public charging at EVgo stations or a credit of up to $1,500 for home charging installation through Qmerit.
The first thing you notice with the Genesis is the deep teal upholstery with tennis-ball-green contrast piping and stitching; your eyes then cast over a crystal ball in the center console that, upon starting the vehicle, flips to reveal the GV60’s rotary shift knob. Some patterned plastic trim and switchgear are borrowed from the Hyundai/Kia parts bin, as is the specific type of silvery plastic used throughout, but the material quality is strong overall.
Everything in the GV60’s interior is round—door handles, climate controls, mirror adjustments, air vents, the novel fingerprint reader—meaning there’s not a
sharp corner in sight beyond the infotainment display’s bezels. The design comes off as cute and bordering on gimmicky. We’re reminded of the design-first ethos of cars like modern Minis or the 2000 New Beetle. This cabin likely won’t age well, and it feels disjointed from the exterior’s better execution.
Even if the design is a little much, the Genesis cabin is supremely usable. The infotainment system is responsive and easy to navigate with redundant controls from the center rotary dial and touchscreen. Paddles behind the steering wheel adjust regenerative braking strength, and there are physical buttons for high-frequency actions like adjusting the climate system or activating the heated and cooled seats.
As for the back seats, Genesis didn’t skimp out. The materials are just as nice as what’s up front, and while the floor is a little high (typical of skateboard-chassis
EVs), head- and legroom are acceptable even for full-size adults. Sun shades, a panoramic roof, USB ports, and ample storage space improve the back-seat experience. The cargo area is on the tighter side, though, and you can’t remotely fold the rear seats from the hatch area.
In the Caddy, first impressions are strong. Unlike the Genesis, color is used sparingly—the center console’s drawer and a floor storage tray are lined in embroidered royal blue leather, and that’s about it—but the artfully perforated leather seats make for commanding thrones. You sit higher in the Cadillac, too. Laser-cut wood, brushed metal door handles, and sculpted speaker grilles are especially impressive at the Lyriq’s relatively modest price point.
Cadillac upped its switchgear game, too. Where recent Cadillacs pulled heavily from the rest of the General Motors catalog, most Lyriq pieces are unique to the brand. The seat controls, window switches, and turn signal stalk
feel weighty and expensive, but there are a couple misses with the flexible regenerative braking paddle (borrowed from the Chevrolet Bolt EV) and a center rotary controller that takes too much effort to click and makes an unpleasant noise when doing so.
As for infotainment, the Lyriq combines the center display, digital instrument cluster, and a second auxiliary touchscreen left of the steering wheel behind a single 33-inch piece of curved glass. This is a much more impressive array than Mercedes-Benz’s Hyperscreen, as we found it near impossible to discern where one display ends and the next begins.
The digital suite is outstanding from a design perspective; we just wish it worked better. Basic vehicle functions like opening the glove box or toggling the headlights are buried behind menus. The Cadillac’s three regenerative braking modes require diving into driving settings, too. There are strengths here—the Google Maps integration with charge-location
planning comes to mind—but Genesis’ infotainment system is easier to live with.
The Cadillac’s rear seats are more generously padded, provide additional support, and offer a couple extra inches of kneeroom compared to the Genesis. Headroom is similarly tight but acceptable. Materials and design are just as strong as what’s up front, to the point that one editor is counting the days until a Lyriq is their new airport taxi.
Cargo room is more generous than what’s in the GV60, plus there’s usable underfloor storage that even includes a spot for the retractable cargo cover. For what it’s worth, the Lyriq can tow up to 3,500 pounds compared to the GV60’s
2,000-pound limit, and the Cadillac has nearly an inch of additional ground clearance.
If roads are curvy and you enjoy driving quickly or showing off the acceleration of your new EV to your pals, the GV60 is a better tool for the job. Chalk it up to the rear torque vectoring, Boost mode, and a near 800-pound weight advantage. The Genesis also offers quicker steering response than the Cadillac; there’s nearly a full rotation less when turning lock to lock. This augments the agility advantage inherent to the GV60’s chassis and powertrain tuning. To put its performance in numerical context, the GV60 lapped our figure-eight course in 26.9 seconds at 0.63 g average versus the Lyriq’s 27.2 seconds at 0.64 g.
The Cadillac is a different, far more luxury-oriented creature. Instead of the “check this out” off-the-line acceleration some EVs boast, the Lyriq glides away gently upon accelerator tip-in before metering out a generous, seamless torque tide. EVs’ potential for instantaneous throttle response and torque can expose a jerky right foot, but it’s a challenge to be anything but smooth in the Lyriq. As for handling, the Cadillac exhibits notable body roll, though thankfully it’s one motion and done, with no wallowing or instability. Unless you drive a mountain road with constant quick transitions, it’s unlikely to bother anyone.
Neither car’s ride is overly firm, but the Genesis has notably more tire and wind
noise, as well as some head toss you won’t experience in the Cadillac. Blame its shorter wheelbase and larger wheels. The Cadillac’s ride can feel slightly floaty at times—this RWD model lacks fancy active dampers, instead relying on traditional passive shocks—but it’s a byproduct of its creamy, cushioning quality. Rougher surfaces infiltrate the cabin more than we’d like, though. Given GM’s otherworldly talent at tuning its air suspension and magnetic damper systems, we imagine any uncouth behavior will be addressed when those technologies arrive on the later uplevel models.
Cadillac includes the hardware necessary for GM’s Super Cruise hands-free driving system on every Lyriq. When operational, we think it’s the best driver assist system in the industry—yes, better than Tesla’s “full self-driving” Autopilot— and Super Cruise should be available in the Lyriq following an over-the-air update slated for right about the time you read this. The use-anywhere lane keep assist, meanwhile, ping-pongs between lane lines, and the cruise control regularly exceeds its set speed on downhills.
Hyundai/Kia’s Highway Drive Assist lane centering and adaptive cruise control isn’t perfect, but it represents an obvious advantage over the Cadillac until Super Cruise arrives. The Genesis system provides strong steering assistance and
is capable of following gentle curves; however, it consistently rides the outside lane line. Under certain circumstances, the GV60 will even change lanes for you (with your hand loosely gripping the wheel) with a tap of the turn signal stalk. Genesis’ system also works on any road, whereas proper hands-free Super Cruise functions only on pre-mapped highways.
Before we wrap, we must mention our test Lyriq’s concerning build quality; the example loaned to us was simply unfinished. The problems we encountered included but were not limited to: an interior panel that came loose to expose foam and adhesive, a flimsily attached charge-port door that flapped around in windy conditions and shuddered while it motored up and down, obvious spray lines in the paint finish, and constant vibration through a loosely attached rearview
POWER (SAE NET) 340hp 215hp(front),215hp(rear), 429hpcomb
TORQUE (SAE NET) 325lb-ft 258lb-ft(front),258lb-ft(rear), 516lb-ft(comb)
WEIGHT TO POWER 16.6lb/hp11.3lb/hp
TRANSMISSION(S) 1-speedautomatic1-speedautomatic AXLE RATIO 11.60:110.65:1/10.65:1
SUSPENSION, FRONT; REAR Multilink,coilsprings,anti-rollbar; multilink,coilsprings,anti-rollbar Struts,coilsprings,adjshocks, anti-rollbar;multilink,coilsprings, adjshocks,anti-rollbar
STEERING RATIO 18.5:112.6:1 TURNS LOCK TO LOCK 3.2 2.3 BRAKES, F; R 12.6-inventeddisc; 13.6-inventeddisc 14.2-inventeddisc; 14.2-inventeddisc WHEELS 9.0x20-incastaluminum8.5x21-incastaluminum
TIRES 265/50R20107HMichelin PrimacyAllSeason(M+S) 255/40R21102WMichelin PrimacyTourA/S(M+S)
DIMENSIONS
WHEELBASE 121.8in114.2in
TRACK, F/R 65.9/65.9in64.1/64.4in
LENGTH X WIDTH X HEIGHT 196.7x77.8x63.9in177.8x77.4x62.6in GROUND CLEARANCE 7.0in6.1in
APPROACH/DEPART ANGLE 18.9/23.4deg15.3/25.4deg TURNING CIRCLE 39.7ft39.2ft
CURB WEIGHT (DIST F/R) 5,654lb(49/51%)4,863lb(50/50%)
SEATING CAPACITY 5 5
HEADROOM, F/R 38.6/37.7in39.0/38.1in
F/R 41.4/39.6in42.3/37.6in
mirror that made it difficult to use. We reached out to Cadillac, whose representatives said the issues we encountered were early-build problems, and the company is working to refine its parts and assembly processes to resolve the issues. Hopefully customers won’t experience the same things we did.
These vehicles represent rather different first swings at a dedicated electric luxury SUV, but their excellence ups our expectations for these automakers’ varied EV lineups due to arrive by the end of the decade. One is colorful, playful, and quirky, the other stately, elegant, and restrained. Both achieve their goal, which makes it difficult to choose a winner. Had Cadillac delivered a Lyriq with sorted build quality and functioning Super Cruise, it would have had a real shot at the top spot. Until that promise becomes reality, though, Genesis gets our nod.
PLACE 2023 CADILLAC LYRIQ 450E PROS • Elegant, knockout styling • Plush ride • Spacious and comfortable cabin CONS • Head-scratching infotainment • Build quality concerns
• No Super Cruise yet VERDICT
An outstanding Cadillac and a great EV, but one we’d recommend for 2024.
1ST PLACE 2023 GENESIS GV60 PERFORMANCE PROS
• Intuitive infotainment system • Quick charging • Fun to drive CONS • Disjointed design • Unimpressive range • Doesn’t offer much utility
VERDICT
A youthful, engaging EV that portends good things for Genesis electrics to come.
You knew this comparison test was coming. The moment Toyota literally slid the GR Corolla across a stage for its big debut, we were wowed by its “that’s a Toyota?!” audacity and 300-hp, racing-derived three-cylinder engine, six-speed manual, and adjustable all-wheel-drive system. Its bogey for true greatness was clear even then: The Honda Civic Type R has been our favorite hot hatch since 2016, when for the first time in 30 years of the Type R subbrand, Honda sold it in America. Could a Corolla go toe to toe with the house of R? R you kidding?
Nope, there’s no joke here. The 2023 GR Corolla, whose name ties it into the same Gazoo Racing subbrand behind Toyota’s GR86 and revived Supra sports cars, arrived as a legitimate competitor. It packs its racing-derived three-cylinder engine, manual transmission, and all-wheel drive inside a Corolla hatchback body puffed up with adorably chonky fender flares and a gulping front intake.
Right on cue, Honda unveiled its new 2023 Civic Type R, a heavy update of the previous generation with new styling inside and out that largely retains the old
model’s mechanicals—the good stuff. It remains a 300-plus-hp compact hatchback with a six-speed manual gearbox, firmed-up suspension, and a looming rear wing. Having felled all of its all-wheeldrive competition—and with the frontwheel-drive Hyundai Veloster N’s exit this year—it becomes the lone front-drive hatchback with more than 300 ponies. To see whether Toyota’s GR Corolla could topple the Civic, pulling off what the also-AWD Volkswagen Golf R or defunct Ford Focus RS could not, we ran the two side by side down our favorite back roads outside of Los Angeles and on the Streets of Willow at Willow Springs International Raceway to find out.
Toyota doesn’t merely try upstaging the Honda with an extra driven axle, nor is the car just wild “for a Corolla.” It is wonderfully, gobsmackingly weird, period. It borrows its 1.6-liter turbocharged I-3 G16E-GTS engine from Toyota’s rally homologation special, the global-market GR Yaris hatchback, tuned for even
more power. Down a cylinder and some displacement on the Civic’s 2.0-liter I-4, it nonetheless packs 300 hp and 273 lb-ft of torque; the range-topping Morizo Edition adds an extra pound of turbo boost and makes 295 lb-ft.
The midlevel Circuit Edition tested here at least has a back seat—that’s right, the Morizo model lacks a back seat, making it a four-door, two-seat … hatchback. Every GR has a big ol’ knob on the center console that lets drivers select from a trio of options for distributing power between the front and rear axles. There is a 60 percent front/40 percent rear split, a 50/50 setting, and 30/70 where 70 percent of engine torque goes to the rear wheels.
Drivers can call up those splits independent of the drive modes (Normal or Sport), chosen via a toggle switch ahead of the torque-split knob. Curiously, a huge “Track” button on top of that knob calls
up the 50/50 split, not a Track mode. Stranger still: Setting up the Toyota for max attack requires Sport mode, even if you’ve already selected Track. OK, then.
We’re only getting started. You can pull the handbrake while moving, and the GR Corolla’s computers cut power to the rear axle automatically, ensuring you can do flagrantly stupid things without needing to clutch in or worry about grenading your center coupling. Available Torsen limited-slip front and rear differentials—included on the Circuit Edition and Morizo, optional on the base Core model—make the most of the sideways action that results.
The Civic Type R at first presents as business as usual. The engine and transmission carry over from the last version. The car even looks less interesting than before, trading its cartoon-inspired styling for a more subdued, European influence. So drastic is the Type R’s cosmetic pull-back that the huge rear wing atop racy struts looks almost out of place hovering above the Civic’s clean lines and simple rear (and front) lighting. In Championship White, it is nearly plain.
But Honda didn’t phone this in. It massaged another 9 hp and 15 lb-ft from the K20C1 2.0-liter turbocharged I-4, bringing the totals up to 315 hp and 310 lb-ft. A newfound seriousness pervades the rest of the Civic experience. Keep in mind, the old Type R isn’t a car we’d describe as having slack in its steering, brakes, or suspension. Yet Honda rooted
out whatever hidden slop there was, and the new model’s controls respond with noticeably more immediacy.
Those differences don’t show up in the numbers. The Type R’s performance figures more or less match those of the previous generation—and leave an opening for its competitor. Despite its three-legged dog of an engine lagging the Honda’s by 15 hp and 37 lb-ft of torque, the GR Corolla mostly keeps up at the track. Accelerating to 60 mph, the Corolla is just 0.1 second behind the Civic; it actually beats the Honda in the quarter mile by 0.2 second, making the run in 13.7 seconds but moving 4.1 mph slower by the end. All-wheel-drive traction helps its hole-shot acuity, despite the mechanicals resulting in a 100-pound weight disadvantage against the larger, two-wheel-drive Civic.
The GR Corolla also moves with a disarmingly beautiful flow, the chassis reactive to your throttle and braking inputs and returning cohesive responses from every primary control. As features editor Scott Evans points out, this lends the Toyota an “intuitive and confidence-inspiring” feel that “has you comfortable going flat out by the second corner.” For all its whiz-bang drivetrain adjustability, the rest of the car is delightfully analog, with simple fixed-rate dampers and firmed-up springs and antiroll bars. Toyota perches the GR’s body well above the pavement, like a Subaru WRX, allowing gentle body roll, pitch, and dive before taking a firm set.
Impact compliance is forgiving, which helps keep the modestly sized 18-inch Michelin Pilot Sport 4 tires in steady contact with terra firma even through bumpy bends, and the rubber’s taller sidewalls smooth out imperfections enough to make the Corolla commuter-worthy.
A short wheelbase—3.8 inches shorter than the Civic’s—and quick, fixed-ratio steering (2.3 turns lock to lock) lend the chassis a scrambly, rally-car eagerness. At Willow Springs, the Corolla moves around on its tires more than the Civic. It’s a chuck-it car—you drive it to and past the limit, rotating the rear around with
severe throttle lifts, or you just bang the gas through a sweeper and let the tires claw for traction. Stay in it long enough, and you can just neutralize the GR Corolla’s mild understeer with the power sent to the rear tires, particularly in the 30/70 split, though many of our drivers lamented not feeling much of a difference between the splits.
As for the Civic Type R, track preparedness seems to have dominated Honda engineers’ program for this redesign. You can even get the Type R with Michelin Pilot Cup 2 rubber and forged-aluminum wheels. (Toyota offers that same tire on the pricier two-seat Morizo Edition.) Even on its standard Pilot Sport 4S rubber, the Civic turned in 1.03 g (average) on our skidpad and stopped from 60 mph in only 104 feet. Compare that to the Corolla, which pulled 0.96 g on the skidpad and needed 108 feet to stop from 60. The Civic also triumphed on our figure-eight course, running it in 24.5 seconds at 0.76 g (average) versus the Toyota’s 24.9 seconds at 0.74 g.
Forget the Honda has front-wheel drive; clever suspension geometry and its
standard limited-slip front differential encourage you to jump on the gas before apexing, should the need arise. The Civic will yank itself through corners under power. No front-drive vehicle should behave this way, but somehow there’s grip for days. Should you need to flick the tail out to swing through a hairpin, the Type R’s balanced chassis and talkative, rock-solid steering (described by more than one judge as “Porsche-like”) let you precisely design this option play on the fly. And yes, it’s just as fun on a public road.
You probably expect us to jump in here and breathlessly extol the GR Corolla’s drifting capabilities, its 70 percent rear-biased torque split eviscerating the rear tires at will. Not exactly. Like the Civic, you can get on the gas early and
use it to adjust your cornering attitude, but the GR responds more aggressively to backing off the throttle than it does to mashing it. For big sideways action, huck it into a corner while dabbing the brakes—or grab the parking brake handle and give it a yank.
That’s part and parcel with the GR Corolla’s athletic-puppy vibe. It can and does lunge into action, but with its paws flailing and body heaving this way and that, it’s not as successful on the track. In contrast, when approaching a corner, bend the Type R’s steering wheel—which is the same attractive, wonderful-to-hold unit fitted to every Civic—and the nose dives in without hesitation. The brakes begin to bite from the very tippy top of the pedal travel. Every body motion is satisfyingly starched up.
In fact, in every drive mode, this Civic’s electronically adjustable dampers are stiffer than before. In Comfort mode, the ride is akin to the previous Type R’s most hardcore R+ tune. You might count this among the car’s few backward steps: Where the old model rode shockingly well on its bigger 20-inch wheels and rubberband-thin tires even in R+ mode, the new Type R on its smaller 19-inch rims and taller sidewalls rides only decently, if not as well as the Toyota.
The longer wheelbase certainly takes the edge off, at least, and the suspension is never harsh, with bumps rounded off with a pleasant refinement and no crashing noises. Hit certain wavy pavement with just the right amplitudes and the suspension set to R+, though, and you’ll feel some vertical motion. In a few rare cases, we even noticed the rear end pogoing up and down; technical director Frank Markus remarked, “One jounce
Stepping inside the Honda reminds you it’s something special every time. It feels more expensive than it is, and everything fits the car’s mission.The GR Corolla’s all-black interior lacks the special touches or flash you’d expect from a $42,900 hot hatch. It’s not a dealbreaker, but a bit more would be nice.
actually vaulted my butt out of the seat!” It never disrupted the Civic’s trajectory or left us feeling like the tires weren’t in a stable relationship with the road, but it was annoying.
Salvation is found in the customizable Individual drive mode, which allows you to choose from Comfort, Sport, or R+ settings for the steering, powertrain, suspension, and noise levels, among other things. Most of the judges set everything to R+ and left the suspension in Sport or Comfort, eliminating the bouncy tail syndrome without giving up much in the way of turn-in precision.
Everyone enjoyed winding out the engine. Who wouldn’t, what with the high-pitched, racy tone, the progressively illuminating shift lights atop the gauge hood angrily growing redder, and finally a beeping chime alerting you it’s time to use perhaps the Civic’s best feature, its manual shift lever. You can activate a rev-matching mode with a frustratingly involved trip through the central display menus—and only with the parking brake engaged!—but why? The Civic’s positive,
short-throw shifter and closely spaced pedals make gear selection a dance of seduction, inviting yet more comparisons to Stuttgart’s finest. Evans declared it “the benchmark shifter in anything cheaper than a Porsche.”
Toyota infused no such magic in the GR Corolla’s shifter, which is merely fine. And we can’t forgive the widely spaced brake and gas pedals that make heel-and-toe downshifts a contortionist challenge at best. At least, like the Civic, there is an automated rev-match function (dubbed iMT) that proves nearly flawless in action, even at the track, and is activated easily via a button on the dashboard.
Most drivers also felt the dour, all-black Corolla-standard interior falls flat at more than 40 thousand bucks. And there are glaringly few special touches that match the GR’s other highlights, save for the supremely comfortable and
well-bolstered front seats and the trick digital gauge cluster with humongous gear readouts in every configuration. There isn’t even a center armrest for the driver, and the rear seat, though workable for two adults, has just enough knee- and legroom and not an inch more.
No such misgivings showed up in our testers’ notes on the Civic, which delivers massively more rear space— though only two belted seats—and 6.7 more cubic feet of cargo room, again thanks to its greater overall length. The practical Honda practically tingles with specialness whether you’re driving it to the store or barreling around a racetrack at 120 mph. The beautifully assembled and gorgeously styled interior, blood-red seats and carpeting and all, looks like a $40,000 cabin—maybe a $50,000 one. The fact Honda sells this same basic layout (sans red R accents) for tens of thousands less in entry-level Civic
STEERING RATIO 11.6–14.9:112.7:1 TURNS LOCK TO LOCK 2.1 2.3
BRAKES, F; R 13.8-inventeddisc;12.0-indisc 14.0-inventeddisc;11.7-inventeddisc WHEELS 9.5x19-inforgedaluminum8.5x18-incastaluminum TIRES 265/30R1993YMichelinPilotSport4S235/40R1895YMichelinPilotSport4
WHEELBASE 107.7in103.9in TRACK, F/R 64.0/63.5in62.6/62.6in
LENGTH X WIDTH X HEIGHT 180.9x74.4x55.4in173.6x72.8x57.2in TURNING CIRCLE 39.9ft 36.1ft
CURB WEIGHT (DIST F/R) 3,165lb(62/38%)3,261lb(58/42%)
SEATING CAPACITY 4 5
F/R 39.3/37.1in38.4/37.6in
F/R 42.3/37.4in42.0/29.9in
ROOM, F/R 57.0(est)/56.0in53.9/54.5in
sedans is almost inconceivable. Every key touchpoint feels expensive and well engineered, from the aluminum shift knob to the sport seats that feel like a firm hug. The absurd wing on the Honda’s tail? It’s so tall—and its stanchions so delicate— it isn’t visible through the rear glass in the rearview mirror. Clever.
Which brings us to our verdict. As a hilariously fun driving tool with a unique rally-car feel, the Toyota GR Corolla is executed shockingly well. It really is the WRX STI Subaru should be building. It has some practical shortcomings as a hatchback and nearly makes up for them with its smoother ride and its value pricing: The $42,900 Circuit Edition we tested just undercuts the $43,990 Civic (which comes just one way, save for some paint choices and accessories). If you can give up this car’s carbon-fiber roof panel, a fully loaded, identically equipped GR Corolla Core model costs just $39,445. We adore it.
But the riotous Toyota doesn’t lose this comparison test so much as the Honda Civic Type R wins it. With its end-to-end excellence, not a single major asterisk attaches itself to the CTR. It delivers racy performance, refinement, spaciousness, and quality, plus a special sizzle that will indulge owners every day, just as a leading hot hatch should.
2ND PLACE 2023 TOYOTA GR COROLLA CIRCUIT EDITION PROS
• Extremely chuckable
• Variable torque splits
• Good ride quality CONS
• Could use more power
• Smaller back seat and cargo area
• Core version a better value
VERDICT
A super fun hot hatch from an unexpected source just misses full roundedness.
1ST PLACE HONDA CIVIC TYPE R PROS
• Track-ready performance
• Huge rear seat
• High-class interior CONS
• Rides firmer than before
• Buried rev-match controls
• Overall track focus might be too hardcore for some VERDICT
The best-handling front-drive car gets even better, defeating even its all-wheeldrive competition. Q
ERICK AYAPANA Associate Road Test Editor
DUNCAN BRADY Associate Editor SCOTT EVANS Features Editor AARON GOLD Senior Editor ED LOH Head of Editorial
MARKUS
Director ALEXANDER STOKLOSA
Editor CHRIS WALTON
WESTBROOK Senior Editor
Of all the MotorTrend Of The Year competitions, our Truck of the Year event, like the pickup truck itself, is unique. There are fewer candidates—just five nameplates this year—yet they are arguably more diverse than the dozens of vehicles at our Car and SUV competitions. The testing is more involved and intense, and as trucks morph from workhorses to luxury vehicles, the parameters are always shifting. Every year we ask anew: What do today’s buyers need from a truck?
In recent times, our TOTY event took place in our home state of California, but for 2023 we return to Arizona, home of Chrysler’s—sorry, Stellantis’—desert proving ground. For the trek from Tinseltown, our judges each saddle up one of our seven entrants (both Ford and Toyota sent two trucks) with instructions to meet in Needles, on the California/Arizona border, at an eatery straight out of an Ani DiFranco song: “A safe haven of the sleepless where the deep fryer’s always on and the radio is counting down the top 20 country songs.” Food, if you haven’t realized, is a critical part of each OTY. We figure finding the spot will be easy: Look for the parking lot full of pickups. Turns out that in Needles, all the parking lots are full of pickups.
We meet, we eat—plates of breaded beige, a color complemented by the wilting lettuce of the salad staff photographer
WORDS AARON GOLD PHOTOGRAPHY MT STAFFBrandon Lim dares to order—and we march eastward, straight to the proving ground. No hotel break to refresh; we have a lot of work to do and little time.
After a quick group photo before the trucks (and the judges) get too filthy, we dive into performance testing. At all OTYs, our crack test team straps on the timing gear to get hard performance data. For Truck of the Year, the team tests the trucks empty, then at rated payload (using heavy rubber horse mats as ballast), then again with a trailer ballasted to roughly 80 percent of each truck’s max tow rating.
As numbers testing concludes, judges nab each truck for off-road evaluation. The proving ground has a magnificent dirt playground used for Jeep and Ram development. This is where trucks start to break: a bent running board for one, an overheated transmission for another.
After a long day of testing, we relax at the beautiful five-star luxury resort
located right next door. Oh, sorry, that’s what we hoped for. In truth, the nearest hotels, at least those of the non-hourly sort, are 25 miles away in Kingman. The straight run gives us more time to get to know the trucks, specifically their infotainment and driver assistance systems. Time was when AM radios and power steering were pickup luxuries; today, smartphone integration and lane centering are paramount. This is our chance to listen to stereos and navigate infotainment menus.
Speaking of menus, photo chief Brian Vance once again takes responsibility for ferreting out our roadside vittles. He’s already uncovered a spectacular family-run Indian restaurant near the proving ground, but the Thai restaurant he picks for dinner proves an unexpectedly, er, colorful adventure. First, the waiter upsells us a bottle of sake as large as a Ram 2500. (Don’t worry, we dine with designated drivers.) Then, when a few of our crew opt for beer, he brings out a bottle opener shaped like a giant … gosh, how can we put this politely … like a thing most gentlemen possess but don’t reveal to co-workers. Happily, none of our judges is easily offended. Still, next year, we’ll try Kingman’s other Thai restaurant.
After two furiously full days at the proving ground, we head for Davis Dam and a particular stretch of Arizona State Route 68, a long, steep grade used to test max tow ratings as per SAE International’s J2807 standard. Each judge is assigned a truck to evaluate towing stability and perform our “frustration test,” an instrumented challenge where we time acceleration of the loaded truck and trailer from 35 to 55 mph on the grade’s steepest section. If you’ve been looking for an activity that allows you to annoy other drivers while simultaneously soiling your trousers, we highly recommend this one.
Davis Dam concludes our evaluations. In all other OTYs we’d now begin our first round of deliberations, culling the field to come up with our finalists, but with only five contenders, we’ve elected to move them all to the final round. Over the next day and a half, each judge will have about
For our “frustration test,” we had to leave the carefully ballasted trailers behind, but the good folks at Sunstate Equipment step up with a variety of construction machines we can mix and match to get the weights we need.
an hour with each truck, time enough to traverse our on-road finalist loop, have one last crawl around the back seat and bed, and jot down notes.
The drive time soars by, and even before our final deliberations begin, there is a buzz of consensus: We have a pretty good idea of which truck is going to drive away with the Golden Calipers. Still, there are no rubber stamps in the MotorTrend OTY process. We discuss each truck one by one, exploring why it deserves consideration and why it doesn’t. We get into some rather heated debate about vehicle functionality, and we spend a lot of time arguing the merits of our prospective winner, a radical choice we are pretty sure history will remember. This is not one we care to get wrong.
This has been an intense and tiring week, but we’ve settled on a top dog—a muscular workhorse we believe is going to change a lot of minds about the pickup’s future. Q
Stellantis’ Arizona Proving Ground once again plays host to our Truck of the Year program. The facility offers almost every on- and off-road environment needed to push trucks to their limits. The surrounding highways supplement closedcourse testing for a full evaluation of each pickup.
stuff compared to the cabs of the Ford F-150 and Ram 1500. Not to mention, GM couldn’t compete with the trail-ready Ram Rebel, Toyota Tundra TRD Pro, and F-150 Tremor. But the latest Silverado face-lift means those issues no longer apply.
This new interior is a drastic improvement over the old, a sentiment shared across our board of
Truck of the Year judges. Not only do most trim levels now have a huge 13.4-inch touchscreen (larger than the non-Lightning F-150 or the Ram), but the infotainment system also features Google Maps and Google Assistant integration, which deliver a navigation interface better than Apple CarPlay, plus voice recognition that’s actually, mostly, usable.
TOTY judges also praised the digital instrument cluster, which offers four layouts and loads
of configurable information modules. We just wish it could display the map, like Audi does with its Digital Cockpit and Honda pulls off in the new Accord. Our Silverado 1500 ZR2 test truck wore handsome two-tone leather upholstery with bright yellow contrast stitching, and although some of our judges appreciated the low seating position and seat comfort, others chastised the Chevrolet’s hard, unsupportive buckets and stiff rear bench.
As for the trail-ready bit? The Silverado ZR2 is a beast. Meaty 33-inch Goodyear Wrangler all-terrains and clever spoolvalve shocks do the heavy lifting, plus Chevy gives the driver large, purposeful controls for its fourwheel-drive settings and locking differentials. Our off-road course failed to expose any shortcomings in the ZR2’s traction, articulation, or clearance; most obstacles only required the use of RWD and the rear locker. The off-roader’s specific front and rear bumpers provided additional confidence over steep approaches and departures, too.
On the road, the Silverado’s direct steering and firm, responsive brake pedal make it easy to handle. This pickup truck can tow well, too. With a 7,000-pound trailer behind it, two judges noted some movement at the rear end,
especially in quick transitions, but the majority of our drivers found no issues beyond light steering that required frequent correction. Shifts were exceptionally smooth to avoid upsetting the trailer during our Davis Dam torture test, while vibration and harshness from the big V-8 were nearly nonexistent even at 4,000 rpm. Brake pedal feel is superb.
We were also impressed when the truck downshifted three times to maintain cruise-control speed on our towing torture test’s long downhill portion. Meanwhile, huge mirrors make it easy to see the entire trailer. The 6.2-liter engine provides good acceleration and sounds sweet, but we wish it were louder than the fake V-8 sounds in the Toyota Tundras. Chevy delivers great V-8 sound with the switchable dual-mode exhaust (see: Corvette), and the ZR2 seems like a perfect candidate for such a system.
Only two aspects of the Silverado ZR2 drew consistent criticism. The off-road suspension setup, whose pricey Multimatic shocks are brilliant at responding to large undulations, exhibited near constant vibration over high-frequency, low-amplitude road imperfections. Second, the black plastic hood bulge included on Trail Boss and ZR2 models looks chintzy and limits visibility. Plus, there are other 6.2-liter Silverados that don’t have it, proving the augmentation is purely cosmetic.
We’re also disappointed you can’t get a ZR2 with Super Cruise or GM’s 3.0-liter turbodiesel I-6, both of which are offered on the cheaper, luxury-focused Silverado High Country. The
existing lane keep assist pingpongs between lane lines, and as is the case with the exhaust, we know GM can do better.
The 2022 Chevrolet Silverado 1500 represents a massive leap forward for a midcycle refresh, and the ZR2 delivers tough looks and meaningful additions over the old Trail Boss. Frankly, its biggest problem is the refined, comfortable, tech-packed Ram 1500. Chevy’s updated pickup would earn our most improved trophy if we gave one, but we’d still rather have the Ram. That’s why the Silverado is not our 2023 Truck of the Year. Duncan Brady
If you’re looking for a dedicated tow rig, the ZR2 isn’t your best bet, but it got the job done.
THE SILVERADO ZR2 IS A BEAST. OUR OFF-ROAD COURSE FAILED TO EXPOSE ANY SHORTCOMINGS.
The GMC Sierra received a significant midcycle update for 2022, but test vehicles weren’t available in time for last year’s Truck of the Year competition. So here it is.
Two new trims arrived with the refresh. One was the off-roadthemed AT4X; the second—the Denali Ultimate, a Hillary Step above the mere Denali—was
what GMC sent us for evaluation. Its amenities are plentiful, including more than 40 inches of screens, yards of cross-stitched leather, open-pore wood trim, a GMC-specific dash design, a carbon-fiber-reinforced bed (no bedliner needed), magnetic adaptive shocks, and GM’s Super Cruise driver assist system with trailering capability.
Even more compelling is what’s available via the screens: not only wireless Apple CarPlay and Android Auto but also a deep integration with Google. Google Maps powers the navigation, and tons of functions are just a Google Assistant voice prompt away. “Google integration is primo,” deputy editor Alexander Stoklosa said. “I love how it reads back what you ask of it via on-screen text. It’s really responsive, promptly delivering me search results and navigation
directions and responding to natural voice queries.”
Not so super was the lack of Super Cruise, GM’s vaunted driver assist system that’s standard on the Denali Ultimate. Many judges were eager to test it against Ford’s BlueCruise, Toyota’s adaptive cruise control, and the Driver+ system in the Rivian R1T on site as a support vehicle, but at no point during the time we had the Sierra—including the 10-hour, 600-mile round trip from L.A. to
Quarter
Quarter
Quarter
Braking,
Braking,
Lateral
Kingman, Arizona—did we get the system to engage. “It’s a shame Super Cruise isn’t working, but my bigger complaint is that with it AWOL, this Sierra appears to have no lane centering whatsoever,” senior editor Aaron Gold said.
The 6.2-liter V-8 is surprisingly quiet, and it pulls with smooth authority whether ladened with a trailer, a fat stack of 100-pound horse mats in the bed, or nothing at all. “The engine works to get up to speed with a 7,000pound trailer, but it gets there well enough, and the truck has thorough command of the load,” features editor Scott Evans said.
During our Davis Dam tow testing, the Denali Ultimate pulled a trailer with a scissor lift and 500-pound jackhammer without any issues. On the way up, three wide-open-throttle runs from 35 to 65 mph revealed smooth upshifts
and an intake-heavy sound. On the way down, we noticed a bit of wandering from the trailer and some pushing under braking, but nothing that caused concern.
Associate editor Duncan Brady also noted the engine is just one part of the Denali Ultimate’s strong driving fundamentals: “Outstanding body control, responsive steering, a predictable brake pedal, and a sweetheart of a V-8 make for a surprisingly sporty truck. Where’s my Denali SS?”
As the top Sierra trim, the Denali Ultimate receives upgraded MagneRide dampers with adaptive ride control, which ride like a dream on perfect roads. (Only the all-electric F-150 Lightning was deemed better.) The heavy 22-inch wheels wrapped in relatively low-profile Bridgestone Alenza tires turn the ride brittle on rougher surfaces, however.
The Sierra was basically unstoppable over whoops and through the dirt, but the extreme suspension droop while traversing more challenging terrain seemingly caused a suspension warning to appear even though nothing appeared to be wrong.
At $78,700 to start plus $495 for Titanium Rush Metallic paint, the Denali Ultimate costs a lot of money, but it’s also a lot of truck— and certainly a well-executed one. We loved details such as topographic lines etched into the wood and little badges on the seats showing latitude and longitude for the truck’s namesake mountain. Lighter and smaller wheels would help smooth out the ride over rough stuff, but otherwise, there’s little to dislike. Well, when Super Cruise works, anyway. Ed Loh
The Sierra is a solid option for GM loyalists, but it’s unlikely to sway Ford or Ram fans.
IT WAS UNSTOPPABLE THROUGH THE DIRT, BUT MORE CHALLENGING TERRAIN CAUSED PROBLEMS.Some might consider the split tailgate a gimmick, but one of our shorter staffers appreciated the assistance while climbing into the bed.
Not everybody needs a range-topping Ram 2500 Power Wagon. In fact, not everybody needs a 1500, let alone a 2500. But there are still plenty of use cases for a big, capable truck, and the 2500 Rebel doesn’t disappoint, despite being intentionally engineered a notch down in capability from the almighty Power Wagon.
The Ram Rebel loses the locking front differential and the beadlock-capable wheels, but it keeps the Power Wagon’s 2.0-inch lift, shocks, and springs, and the Warn winch—standard on the Power Wagon—becomes an option on gas models. To improve off-road capability, the Ram 2500 Rebel also forgoes running boards, which makes for a bit of a climb
into the cabin. You can distinguish a Rebel from a Power Wagon thanks to the former’s unique bulging Mopar hood.
Unlike the Power Wagon, the Ram 2500 Rebel is also available with a 6.7-liter Cummins diesel engine, good for 370 hp and a whopping 850 lb-ft of torque. The diesel’s towing capacity is rated for 14,920 pounds, and payload is rated for 1,970 pounds. Interestingly, the standard gas 6.4-liter V-8-equipped Rebel is rated at
410 hp and a far lesser 429 lb-ft of torque, yet it can tow up to 16,870 pounds with the 4.10:1 axle (our truck’s 3.73 ratio limits it to 14,670). Our loaded test truck’s payload capacity is 2,501 pounds. So why offer the diesel? Apparently there’s enough demand for it in the Power Wagon model for Ram to offer it here as a compromise, and on paper, it is a compromise. It also gets better fuel economy.
Ram positions the 2500 Rebel as an extremely capable,
Accel,
Lateral
well-optioned off-road crew-cab three-quarter-ton pickup, and its 6-foot-4-inch bed is longer than the Ram 1500 Rebel’s. It also sports an available rear air suspension, which wasn’t on our Truck of the Year test model, but hopefully it helps smooth out the standard setup’s bouncy ride when unladen on uneven roads. Loaded up to tow, the Rebel gets things moving with no issue, but the gas unit struggles to accelerate under heavy loads on even a slight incline.
If you’re not towing, the new Rebel is also equipped to get you pretty far off-road, though its overall large size might make some trails a little difficult to navigate without damage. Technical director Frank Markus highlighted the Ram’s excellent performance on our off-road circuit, tackling the “stair”
feature with zero sign of wheel slip, adding that it “felt as rigid as a unibody crossover” on our frame-twister of a course. The plethora of off-road-specific screens with multiple camera angles is helpful and reassuring when tackling obstacles, though the tow cameras are noticeably low resolution.
We would have loved a diesel test truck, especially for our towing test, and it’d be interesting to try out the available air suspension we also didn’t get. As deputy editor Alexander Stoklosa pointed out, “That’s the key differentiator between this and the Power Wagon, which is only available with the 6.4-liter V-8 gas engine Ram equipped this truck with.”
As the truck we tested stands, we wonder why someone wouldn’t just upgrade to the Power Wagon if they don’t want the diesel. Otherwise, the interior lacks some expected accessories, such as a wireless phone charger or telescoping steering wheel, and as Markus said, “The Ram Boxes steal a lot of space, but I do love the load divider/tailgate extender that comes with the package.” Features editor Scott Evans also noted how loud this truck is: “There’s wind noise from the massive mirrors, road noise from the massive tires, and a growl from the massive engine, but it’s not hard to hear over.”
The adaptive cruise control is smooth, with head of editorial Ed Loh saying, “Smooth engagement, smooth on and off the brakes, and good lane centering, especially for such a large truck.” The ride isn’t so bad, thanks to such a comfortable
interior; the top two trims come with nice leather-appointed seats and a well-conceived 12.0-inch console display, but the infotainment system has begun to show its age compared to newer, more responsive systems on the market.
Still, the Ram 2500 Rebel is a comfortably familiar truck in a new, capable package that offers more off-road bits to more people at a lower price point. It’s good but was nevertheless eclipsed in our criteria by our winning truck. Justin Westbrook
THE INTERIOR IS COMFORTABLE, BUT THE INFOTAINMENT SYSTEM SHOWS ITS AGE NEXT TO NEWER TECH.
oyota’s all-new-for-2022
Tundra was represented during TOTY by two trucks, a Platinum 4x4 and an off-roadready TRD Pro. The Tundra struck us as a solid middle-of-the-road truck, but our list of complaints was worryingly long.
The Tundra Platinum was powered by the new twin-turbo V-6, which replaces the outgoing
Tundra’s V-8. It pulled our test truck to 60 mph in 6.1 seconds, and the piped-in V-8 sound was less annoying than we expected. More annoying was the way the engine shook the whole truck at idle. “Little or no excuse for the idle vibration,” technical director Frank Markus said.
The TRD Pro model featured a hybrid drivetrain that sandwiches
an electric motor between the V-6 and the 10-speed automatic. It’s designed for low-end power, with the battery assisting the engine up to about 4,000 rpm, by which time the turbochargers take over. Zero to 60 mph took 5.7 seconds, and the quarter-mile times and trap speeds—14.5 seconds at 97.1 mph for the Platinum, 14.4 at 91.7 for the TRD Pro—further illustrate the hybrid’s low-end advantage.
The back seat drew compliments, with deputy editor
Alexander Stoklosa noting the amenities: “Huge room, rear sunshades(!), heated and ventilated seats.” Associate editor Duncan Brady liked the fully retractable rear window, noting the view wasn’t blocked by a center sliding section.
However, the rest of the cab drew criticism for its randomly placed switchgear, and the Platinum model was deemed insufficiently luxurious, though the TRD Pro, with its embroidered
Braking,
Braking, 60-0 mph (loaded)* 130 ft132 ft
Lateral Acceleration 0.71 g (avg)0.70 g (avg)
seats and contrast-color stitching, was a bigger hit. We were surprised the big 14.0-inch center screen only shows one function at a time; it’s as if Toyota simply scaled up small-screen graphics rather than designing an interface to fit the space. The system frustrated features editor Scott Evans, who asked, “Why is there no home screen where you can customize what you actually want to look at?”
We were impressed by how well the long-wheelbase Platinum tackled our off-road obstacles and surprised the TRD Pro model wasn’t significantly more capable—and really surprised the transmission overheated on the off-road course. Twice. Brady summed up our collective feelings well: “It’s a better TRD Pro than the outgoing Tundra, but it’s difficult
Towing was another disappointment. The Platinum didn’t feel as stable as some of the other trucks, and despite having a rear air suspension, it rode as if the rear axle sat on the bump stops. The TRD Pro was no better, with judges noting it felt overwhelmed by the trailer. “It seems clear Toyota has never done a coil-sprung rear axle with a heavy trailer before,” Evans said. “Ram got this right straight out of the box 12 years ago.”
Toyota’s trailer-steering system—which should keep the trailer moving straight—also drew criticism. “I get that backing up a trailer straight is a challenge,” Evans said, “but making the trailer turn is, too. A system that only does half the job is less useful than advertised.” And it didn’t even do half the job; often as not, it couldn’t keep the trailer pointed in the right direction.
Poor build quality bothered us the most. The Platinum had loose body trim, a rattle deep in the dashboard, and an A/C vent that refused to stay aimed. The TRD Pro had a rattling passenger seat, and its infotainment system kept rebooting. On the off-road course, along with the overheating transmission, there were fearsome clunks from the front suspension. No other truck in the competition had this kind or number of quality issues— especially concerning because this is no early-build example.
The Tundra is a handsome pickup that covers the basics, but aside from its back seat,
nothing makes it stand out from the other TOTY competitors, let alone the rest of the segment. “I’m underwhelmed,” Evans said. “For this kind of money, there are several trucks on the market that drive better and tow better.”
WE WERE SURPRISED THE TRD PRO WASN’T MORE CAPABLE ON OUR OFF-ROAD COURSE.to recommend over a Ford F-150 Raptor or Tremor, Chevy Silverado ZR2, GMC Sierra AT4, or Ram Rebel.” Aaron Gold Despite its off-road hardware, the TRD Pro can’t match the capability of other dedicated dirt machines.
DRIVETRAIN LAYOUT Front-engine, 4WDFront-engine, 4WDFront-engine, 4WD
ENGINE TYPE
Direct-injected OHV 16-valve 90-degree V-8, alum block/heads
Direct-injected OHV 16-valve 90-degree V-8, alum block/heads
Port-injected OHV 16-valve 90-degree V-8, iron block/alum heads
DISPLACEMENT 6,162cc/376.0 cu in6,162cc/376.0 cu in6,417cc/391.6 cu in
COMPRESSION RATIO 11.5:1 11.5:1 10.0:1
POWER (SAE NET) 420 hp @ 5,600 rpm420 hp @ 5,600 rpm410 hp @ 5,600 rpm
TORQUE (SAE NET) 460 lb-ft @ 4,100 rpm460 lb-ft @ 4,100 rpm429 lb-ft @ 4,000 rpm
REDLINE 5,800 rpm 5,800 rpm 5,800 rpm
WEIGHT TO POWER 13.8 lb/hp 13.2 lb/hp 18.3 lb/hp
TRANSMISSION 10-speed automatic10-speed automatic8-speed automatic AXLE/FINAL DRIVE/LOW RATIO 3.23:1/2.07:1/2.72:13.23:1/2.07:1/2.69:1 3.73:1/2.50:1/2.64:1
SUSPENSION, FRONT; REAR
Control arms, coil springs, adj shocks, anti-roll bar; live axle, leaf springs, adj shocks, anti-roll bar
Control arms, coil springs, adj shocks, anti-roll bar; live axle, leaf springs, adj shocks
Live axle, coil springs, anti-roll bar; live axle, coil springs, anti-roll bar
STEERING RATIO 17.3:1 16.0:1 15.4:1
TURNS LOCK TO LOCK 3.3 3.3 3.2
BRAKES, F; R 13.0-in vented disc; 13.6-in vented disc 13.0-in vented disc; 13.6-in vented disc14.2-in vented disc; 14.1-in vented disc WHEELS 8.5 x 18-in cast aluminum9.0 x 22-in cast aluminum8.0 x 20-in cast aluminum
TIRES
DIMENSIONS
275/70R18 115/1120 Goodyear Wrangler Territory MT (M+S) 275/50R22 111T Bridgestone Alenza A/S 02 (M+S) 285/60R20 1125/1220 Goodyear Wrangler Duratrac (M+S)
WHEELBASE 147.5 in 147.4 in 149.3 in TRACK, F/R 68.7/68.1 in68.3/68.0 in68.7/68.1 in LENGTH X WIDTH X HEIGHT 232.8 x 81.2 x 78.7 in231.9 x 81.2 x 75.5 in238.8 x 83.4 x 80.9 in
11.2 in 8.1 in 13.3 in APPROACH/DEPART
38.1/23.3 deg19.3/23.5 deg26.3/26.0 deg TURNING CIRCLE 48.6 ft 46.9 ft 51.2 ft CURB WEIGHT (DIST F/R) 5,789 lb (56/44%)5,536 lb (58/42%)7,499 lb (57/43%) SEATING CAPACITY 5 5 5 HEADROOM, F/R 43.0/40.1 in43.0/40.1 in40.9/39.8 in LEGROOM, F/R 44.5/43.4 in44.5/43.4 in40.9/40.2 in SHOULDER ROOM, F/R 64.5/64.0 in66.0/65.2 in65.9/65.6 in PICKUP BOX L X W X H 69.9 x 71.4 x 22.4 in69.9 x 71.4 x 22.4 in76.3 x 66.4 x 20.1 in CARGO
Front-engine/motor, 4WD Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6, alum block/heads plus permanent-magnet elec motor 3,445cc/210.2 cu in 10.4:1 389 hp @ 5,200 rpm (gas) plus 48 hp (elec), 437 (comb) 479 lb-ft @ 2,400 rpm (gas) plus 184 lb-ft (elec), 583 (comb) 5,800 rpm 15.4, 15.9 lb/hp 10-speed automatic 3.31:1/2.02:1/2.64:1 Control arms, coil springs, adj shocks, anti-roll bar; live axle, air springs, adj shocks, anti-roll bar, control arms, coil springs, anti-roll bar; live axle, coil springs, anti-roll bar 16.9:1, 17.0:1 3.3, 3.0 13.9-in vented disc; 13.6-in vented disc 8.0 x 20-in cast aluminum, 8.0 x 18-in forged aluminum 265/60R20 112H Bridgestone Dueler H/T (M+S), 285/65R16 116H Falken Wildpeak A/T AT3W (M+S)
157.7, 145.7 in 68.4/68.4, 69.4/69.4 in 245.6 x 80.2 x 78.0, 233.6 x 81.6 x 78.0 in 10.8, 10.9 in 21.0/24.0, 26.2/24.2 deg 50.0, 49.8 ft 5,998 lb (58/42%), 6,172 lb (56/44%) 5 39.3/36.9 in 41.2/41.6 in 65.0/62.4 in 77.6, 65.6 x 58.7 x 20.9 in 57.8, 44.8 cu ft 48.7 in 32.7, 34.9 in 1,575, 1,600 lb 11,050, 11,175 lb 2.1, 1.9/3.3, 3.0 sec 4.5, 4.3/6.1, 5.7 7.8, 7.4/9.8, 9.7 12.5, 13.9/–, 17.4 3.0, 3.0 14.5 sec @ 97.1 mph, 14.4 sec @ 91.7 mph 137, 125 ft 0.71, 0.70 g (avg) 28.7 sec @ 0.58 g (avg), 28.8 sec @ 0.59 g (avg) 1,200 rpm
$62,815, $69,300 $66,374, $69,985
8: Dual front, front side, f/r curtain, front knee 3 years/36,000 miles 5 years/60,000 miles 2 years/25,000 miles 32.2 gal + 1.87 kWh 17/22/19, 18/20/19 mpg 612 miles
Unleaded regular Now
Some vehicles change the automotive world by being radically different inside and out. Others change it by being different where it counts and familiar where it helps. With pickup trucks being the bestselling vehicles in America by a wide margin, converting them to EVs has the potential to make an outsized impact on everything from air quality to gas prices to global warming— but only if truck buyers want them.
The 2022 Ford F-150 Lightning is the first EV pickup to appeal directly to the existing truck market, doing its job so convincingly that it’s our 2023 Truck of the Year.
While a whole cadre of first-time truck buyers will be drawn to the Rivians of the world, a much smaller segment of the traditional pickup truck market will be
interested in making the switch. Beyond their differing expectations of what a truck should do and what it should be used for, there’s enormous brand loyalty among truck owners. Convincing those consumers to switch not only to an EV but also to an entirely new brand is a monumental task.
As much as vehicles like the Rivian R1T and GMC Hummer EV reimagine the pickup truck as an expression, they make less effort at appealing to longstanding truck buyers who might not necessarily see a need for a rethink when today’s pickups are better than they’ve ever been. The F-150 Lightning, however, successfully bridges the gulf between the powertrain of the future and the pickup of today in a way no other electric truck on the market has accomplished.
EVs in general have looked different since their inception. Partly driven by aerodynamic efficiencies and in part by marketing realities, they’ve long been immediately identifiable as something new, for better and for worse. The F-150 Lightning leads a new breed of electric vehicles specifically designed not to scream “I’m green” as they roll silently down the road.
It is, in our estimation, a clever move rooted in a deep understanding of the target buyer. Electric pickup trucks to date have all been lifestyle vehicles aimed at people with a lot of disposable income to spend on outdoorsy hobbies. Rivian and GMC (and eventually Tesla) have identified white space in that market, but they’ve also left a far larger white space for the Lightning to fill.
In building an EV truck that looks just like any other gas- or diesel-powered pickup on the market, Ford gambled traditional truck customers will be more receptive to the kind of pickup they’re familiar with and have relied on for years. In this case, Ford’s advancement in EV design was to not push the exterior radically forward, thereby giving customers a palatable alternative to every other EV truck on the market. It’s the first and (for now) only electric truck for “truck people.”
Coming and going, the Lightning looks mostly like the traditional new F-150s on the road, job site, or trail. Only the de rigueur EV light bars front and rear, its solid “grille,” and its aerodynamic wheel designs give it away, and even then only to those who know what to look for. People who want to call attention to its powertrain will be able to point to those defining features; those who don’t won’t have trouble deemphasizing them. In other words, the customer decides.
Electric pickups are still a small pool of what’s available on the market, but even in that context the Lightning stands out. Although its EPA efficiency ratings are nearly identical to the Rivian R1T’s, that doesn’t tell the full story.
Properly equipped, the Lightning goes slightly farther than an R1T while using a slightly smaller battery. More impressive, the Lightning is a physically larger vehicle, and its aerodynamics are adapted from a
standard pickup’s rather than designed from scratch to cheat the wind.
The Lightning makes the most out of every kilowatt-hour it pulls out of the grid, as well. The R1T reaches a significantly higher peak charging rate, but the Lightning takes only a few minutes longer to charge thanks to its ability to maintain higher charging rates for longer periods.
The Lightning does all this while having greater payload capacity than the R1T, as well as a larger and more usable bed and a roomier interior. And although the two are almost equally efficient on paper, when it comes to truck stuff, the Lightning does it better. We can also compare it to the only
other electric truck on the market, the GMC Hummer EV pickup. There’s little point, though, as the Hummer is the least efficient electric on the market regardless of class.
Although it might not look it from the outside, the F-150 Lightning is a trove of engineering accomplishments. At its base is a classic ladder frame redesigned to accommodate both a large battery pack and independent rear suspension—a frame and suspension that also still must support thousands of pounds of payload, thousands more pounds of towing capacity, and the ability to withstand punishment off-road.
Ford builds the 2023 Truck of the Year in its Rouge Electric Vehicle Center in Michigan, where workers (facing page) like Kevin Tindall and Lorenzo LeFlore bring each pickup to life.
There’s a lot to love about the F-150 Lightning, but one thing that stands out is how much it feels like a traditional truck.
Not only did Ford meet those requirements, but in doing so it also created the best-riding, best-handling, and bestdriving F-150 yet. The independent rear suspension allows the truck to ride as well as any other full-size pickup, empty or loaded down. Handling is improved compared to a standard F-150; the truck is sharper and more responsive, thanks in part to the low center of gravity afforded by the battery.
That battery also opens up a number of new and useful technical possibilities. Chief among them is the substantially more powerful ProPower Onboard system with eight standard 120-volt outlets and an optional 240-volt outlet capable of putting out 9,600 watts—enough to power a job site or an entire home. Similarly, the available 80-amp Charge Station Pro home charger offers bi-directional power transfer, allowing it to power an average American home for several days during a power outage. Ford’s partnership with SunRun that bundles the charger and a home backup battery is a boon to shoppers looking to get the most out of their new EVs. (Solar panels are also available.)
For businesses, Ford’s Pro commercial division also provides software to schedule charging remotely to take advantage of lower power costs and ensure trucks are charged and ready at the beginning of a shift, regardless of time of day. To maximize efficiency, the trucks can also be programmed to preheat or cool both the battery and the interior while plugged in so no energy is wasted on either when you start driving.
We tend to think of pickup trucks as Leatherman-type universal tools appropriate for any job, from cross-country towing to everyday commuting. The enormous variety of sizes, classes, and capabilities makes that generally true, but as with all tools, specific types of trucks are often intended for and better suited to certain tasks.
In evaluating the F-150 Lightning, we must acknowledge Ford intended this specific model to do a slightly more limited range of jobs. Simply put, the Lightning is not intended to be a long-distance tow vehicle. This is not a failure of Ford engineering but rather a technical limitation of today’s battery technology and charging infrastructure that should improve. It’s a frustrating limitation
because instantaneous torque, regenerative braking, and improved ride and handling make the Lightning very good at towing heavy trailers—just not for as many miles as gas-powered models.
Towing aside, the Lightning performs its intended functions better than any other F-150 model. It drives better both empty and loaded down with cargo, it’s more efficient, and it’s significantly cheaper to charge on home or business 240-volt power than a gas-powered truck is to fuel. It has significantly more lockable storage and can export 25 percent more
power through its 120-volt and 240-volt outlets than any other F-150. When not loaded down, its range and charging speed are as good as the competition, and its route planner for road-trip charging is nothing short of excellent.
Best of all, Ford’s decision to repurpose the existing F-150 bed for the Lightning means nearly every accessory designed for a gas-powered F-150, be it for work or play, will attach to the Lightning just the same. Favorite brands and preferred vendors alike can sell you the exact same parts as before to customize your Lightning to your business or your lifestyle. Everything shy of powertrain parts and rear suspension components will bolt right on. In addition, the electric truck offers unique possibilities for outfitters that could make the Lightning an even more useful tool.
Every F-150 Lightning comes standard with Ford’s Co-Pilot 360 2.0 suite of active and passive driver aids, including lane keeping, automatic emergency braking, blind-spot monitoring, reverse parking sensors, and automatic high-beams.
Beyond the basics, Ford offers a number of optional safety features for both work
and play. A 360-degree camera system is helpful in tight spaces, and onboard scales help drivers ensure they aren’t overloading their trucks. (The scales were removed on 2023 models because of chip shortages, though they could return in the future.) Ford’s offering of trailering aids are likewise useful to both the worker and the weekender.
Advancement in Design is one of our six Of The Year criteria. In this case, Ford nailed it by not pushing the envelope, instead embracing a look traditional truck buyers already know and love.
On the bleeding edge, Ford also offers the Lightning with its BlueCruise handsfree highway driving technology. Relying on multiple sensing technologies and high-definition maps and GPS, BlueCruise is one of the better hands-free driving technologies on the market, and its driver-monitoring camera reliably keeps drivers focused on the road ahead and not on their phone.
When it comes to electric trucks, there’s just no beating the Lightning on
price. Even following recent price hikes, it remains the least expensive electric truck on the market by nearly $20,000. What’s more, buyers don’t give up essential tools on lower-priced models.
Dual-motor all-wheel drive is standard on every truck, along with an electronically locking rear differential. Eight 120-volt outlets are included to power your job site, and every Lightning comes in the fourdoor Supercrew cab style for maximum space while hauling co-workers. Elsewhere inside, the pickup features a standard 12.0inch infotainment screen with built-in navigation and route-planning software
to keep the truck charged on longer trips, plus the Co-Pilot 360 2.0 safety features. All models also feature a full center console and front bucket seats.
The hike in base price was disappointing, but it’s worth noting even after a $12,000 increase, a base Lightning still compares favorably to a similarly equipped F-150 XL work truck. Building a four-wheel-drive Supercrew XL with bucket seats and power outlets and the most powerful and efficient gas engine available will cost you about $52,000 for a slower, less efficient truck that doesn’t tow or haul significantly more than a Lightning.
Pickup trucks, more than any other vehicle type, are typically bought for what they’re capable of doing should the need arise. They’re the ultimate multitool, able to haul people as comfortably as cargo and trailers. They commute as easily as they go off-road, move furniture as easily as they haul lumber. No serious truck owner is going to give up that kind of versatility just for the ease of refueling at home or the ability to hit 60 mph quicker.
The Ford F-150 Lightning doesn’t require those buyers to make big compromises. In fact, it means only that they not tow for long distances. In return, it offers a host of features no gas- or diesel-powered truck can match. Be it for the campsite, the job site, or the homestead, the Lightning offers a world of new possibilities for truck owners all while saving them money at the pump and likely at the repair shop, too. It’s a bargain many are going to find exceedingly easy to live with.
Our unofficial criterion for awarding any electric vehicle is that it cannot be only a good EV or a good vehicle; it must be both. For a tool like a truck, this is even more important. The F-150 Lightning is both, and it’s just the type of pickup we need to make the coming electric revolution work for most everyone. Q
DRIVETRAIN LAYOUT Front- and rear-motor, AWD
MOTOR TYPE Permanent-magnet electric
POWER (SAE NET) 452, 580 hp
TORQUE (SAE NET) 775, 775 lb-ft
WEIGHT TO POWER 13.5, 11.9 lb/hp
TRANSMISSIONS 1-speed automatic
AXLE RATIO, F/R 9.72:1/9.61:1
SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; semi-trailing arms, coil springs, anti-roll bar
STEERING RATIO 17.4:1
TURNS LOCK TO LOCK 3.2 BRAKES, F; R 14.0-in vented disc; 13.8-in vented disc WHEELS 8.5 x 18-in, 8.5 x 22-in cast aluminum
TIRES 275/65R18 116T Michelin Primacy XC (M+S), 275/50R22 115T General Grabber HTS 60 (M+S)
WHEELBASE 145.5 in TRACK, F/R 68.1/68.3 in LENGTH X WIDTH X HEIGHT 232.7 x 80.0 x 78.3 in GROUND CLEARANCE 8.4 in APPROACH/DEPART ANGLE 24.4/23.6 deg TURNING CIRCLE 47.6, 48.0 ft CURB WEIGHT (DIST F/R) 6,081 lb (52/48%), 6,882 lb (50/50%)
SEATING CAPACITY 5 HEADROOM, F/R 40.8/40.4 in LEGROOM, F/R 43.9/43.6 in SHOULDER ROOM, F/R 66.7/66.0 in PICKUP BOX L X W X H 67.1 x 65.2 x 21.4 in CARGO BOX VOLUME 52.8 cu ft (+14.1 cu ft, frunk) WIDTH BET WHEELHOUSES 50.6 in CARGO LIFT-OVER HEIGHT 35.5 in (35.0 in, frunk) PAYLOAD CAPACITY 2,169, 1,668 lb TOWING CAPACITY 5,000, 8,500 lb TEST DATA ACCELERATION TO MPH 0-30 1.5, 1.7 sec 0-40 2.2, 2.3 0-50 3.1, 3.1 0-60 4.2, 4.0 0-70 5.5, 5.1 0-80 7.1, 6.5 0-90 9.1, 8.2 0-100 11.6, 10.8 PASSING, 45-65 MPH 2.2, 1.8 QUARTER MILE 12.9 sec @ 103.8 mph, 12.7 sec @ 104.5 mph BRAKING, 60-0
NO
OWNER IS GOING TO
AND THE F-150 LIGHTNING DOESN’T REQUIRE BIG COMPROMISES.
“
Ed Loh EPA CITY/HWY/COMB FUEL ECON 116/98/107 mpg-e Base Price $42,525 As Tested $42,525
The ID4 stands out by … not standing out,” features editor Scott Evans said, backhanding VW’s multibillion EV big bet in his assessment of the 2021 ID4. And from my first brief experience with it, I wholly agreed with him.
When the ID4 made the rounds at the office in 2021, I cruised around in it with my wife and 1-year-old son. We reviewed the good stuff—the second-row roominess, one-pedal driving dynamics, and the quietude that comes with all EVs—along with the ID4’s quirks, from the fiddly shift lever to the driver’s window controls to the infotainment display, which at first seemed rather shallow and featureless.
Ultimately, we decided that for about the same money (approximately $50K for a fairly loaded ID4 Pro S AWD), we’d rather have the longer-range, better-packaged Tesla Model Y (then priced competitively with the ID4) or sleeker Hyundai Ioniq 5.
So is it bad news that your author is now the pretend owner of a 2022 ID4 for the next 12 months? Maybe or maybe not, because a strange thing happened between my first drive of the ID4 and the arrival of our long-term Volkswagen. But
first, let’s get into what we’ll be driving for the next year.
VW of America sent us a Moonstone Gray ID4 RWD Pro. For the ’23 model year, ID4s are built in the U.S. at VW’s Chattanooga, Tennessee, plant, but our car, equipped with an 82-kWh battery, was built in Mosel, Germany.
As we note in our Buyer’s Guide, the RWD Pro sits in a nicely equipped and well-priced sweet spot. With 201 hp, an EPA-estimated range of 275 miles and 107 mpg-e combined, lots of standard convenience features, and no options, it stickers at $42,525. Prices have gone up a bit on the Pro for the 2023 model year, with the introduction of four new trim levels, including a more affordable entry-level RWD Standard and RWD S, with a smaller 62-kWh battery pack and less range.
The ID4 was a finalist during our 2022 SUV of the Year program and one of only five EVs of 35 contenders. At our 2023
program, we had a whopping 45 SUVs and crossovers in contention. Fourteen of those were electric, including the Rivian R1S, Cadillac Lyriq, BMW iX, and our eventual winner, the Ioniq 5. All but the R1S fit the same basic mold occupied by the VW ID4: a skateboard chassis with batteries in the floor, two rows of seats for five passengers, and one or two motors driving the front, rear, or both sets of wheels. Many, like the Nissan Ariya and Kia EV6, hope to dominate the entrylevel EV space with starting prices right around $40K, where the ID4 lives.
Testing all of these electric crossovers back to back to back was a mindscrambling reset on the rapidly evolving state of EVs and software-defined vehicles (SDVs). It’s no longer Tesla out front and everyone else far behind. There are some legitimate contenders to the EV throne, with new, unique, and often fantastic solutions to new EV problems. Across the industry, automakers (from the oldest legacy brands like Cadillac to newcomers like Rivian and Lucid) are desperately trying to position themselves as the most innovative and techforward in the EV space. This affects their approach to everything from door handles to climate controls to roof design to car/phone/app integration. Things are changing breathtakingly fast, and not always for the better.
This was all front of mind when I first got into our ID4 and reacquainted myself with its controls and features. At second blush, there is a thoughtfulness, consideration, and solid engineering that cuts through some of the industry-wide fluff. Warts remain, but perhaps the salve is but an over-the-air update away.
When VW launched the ID4, it was supposed to be a game-changing electric crossover, the first and loudest shot from the world’s biggest automaker. It appears to have all the right elements, but with the EV/SDV revolution upon us, buyers expect a vehicle not only to be great from the get-go but also to get better over time. Will our ID4? Let’s find out.
Service Life 9 months/7,659 miles
Average Fuel Econ 22.2 mpg
Unresolved problems None
Maintenance cost $89.37 (oil change, inspection, tire rotation)
Normal wear $0
Base price $30,090 As tested $33,530
EPA City/Hwy/Comb fuel econ 25/32/28 mpg
Our time with the Rogue is coming to a close, and there’s just enough to like about the SUV to make it a bittersweet ending. When we hand over the keys, we’ll miss the crimson family chariot, even if it’s far from perfect.
We recently announced our 2023 SUV of the Year winner, and I couldn’t help but think of the Rogue. Two years ago, the 2021 Rogue advanced to the finalist round in the competition. But this year, the refreshed model couldn’t make the finalist cut. It goes to show how quickly the SUV space has advanced that the updated Rogue didn’t move the needle enough in the face of strong competition like the redesigned Honda CR-V and various new electrics. (Nissan has no plans for an electric Rogue, though the Ariya, which was a finalist, fills that gap somewhat.)
I’m eager to hop into the updated Rogue and try it for myself, but being the used car proponent I am, I’m not convinced I’d spring for the new model. Although I could use the new turbo I-3’s extra 20 hp and its increased low-end grunt, it still has the same laggy CVT. Reaching 60 mph takes the same 8.4 seconds as it does in our long-term Rogue. Plus, the interior of our 2021 model doesn’t feel outdated, except for the infotainment system, and the updated Rogue’s infotainment system still fails to impress.
For us, the Rogue’s biggest asset is its generous interior volume, which hasn’t changed from the 2021 model year. The wide cargo opening makes it easy to load luggage for the whole family. In the passenger quarters, the Rogue can comfortably fit two car seats and a small person in the middle seat without too much trouble. Because the rear doors open wide, entry, exit, and loading babies are effortless. And despite its roomy interior, the Rogue feels decently nimble, so although both this model and the updated version have room for improvement, they still have plenty to offer the right buyer.
“The Rogue got a refresh for 2023, but how much better is it, really?”
Kelly Lin
Neither I nor any of my MotorTrend cohorts involved in planning our long-term test-fleet coverage discussed this ahead of time, but one way or another, stewardship of the 2022 Subaru WRX Limited that just landed in our garage fell my way. “One way or another,” because I don’t recall how we decided I should oversee its yearlong MT stay, but it feels supremely natural if not outright preordained.
Nearly half my lifetime ago, I began my first job in this business as an intern with a Detroit-based automotive publication. Sitting in its garage was a rally-car blue 2002 Subaru Impreza WRX long-term test vehicle. It was, of course, the GD bugeye version, the second-generation WRX and the first one Subaru sold in the U.S. The WRX by then had earned a perhaps small but earnest American following, thanks a little to the famous 555-liveried Imprezas competing in the World Rally Championship, and thanks a lot to a then-young video game franchise called Gran Turismo.
I wanted to drive that car more than anything, and I was soon allowed behind
the wheel a time or three during working hours. It was exciting for an aspiring auto writer, but it wasn’t enough. Problem was, my publication had a longstanding (though informal) policy against allowing non-full-time staffers to take test vehicles home overnight. But my frustration didn’t last more than a few weeks, as I somehow managed one afternoon to convince my bosses I wasn’t a complete knucklehead and they could (probably) trust me not to ball the thing up.
For months to come, I grabbed that WRX at every opportunity, often for days at a time; I’ve always considered it the first press-fleet test vehicle I ever truly drove So today, a nice round 20 years later, having the relatively new fifth-gen WRX under my daily care is a fun quirk of fate. Fun—affordable fun—and versatile capability have always been front and
center when talking about the WRX. The new-for-2022 model (chassis code VB) looks to up its game from the previous version in several ways. For the first time, it shares no body panels with the Impreza, and while it won’t win any beauty contests, it features notable overall improvements. They include a large tablet-style touchscreen, sportier and more supportive seats, and better materials inside. Dimensionally, the chassis grows in wheelbase, length, and width, and Subaru says it’s 28 percent stiffer in torsional rigidity. Mechanically
“Affordable fun and versatility have always been front and center with the WRX.”
speaking, the 2022 WRX now features the company’s FA24F 2.4-liter (up from 2.0) turbocharged flat-four engine, good for 271 hp and 258 lb-ft of torque (just 3 horsepower more than the previous car, while torque is the same). It gets a new electronically controlled wastegate and bypass valve; Subaru says its power comes on sooner than before, and it’s sent to all four wheels through, in our test car, a six-speed manual gearbox. Torque is split 50/50 front to rear with the manual, unlike the variable split offered in CVT-equipped WRXs. Dualpinion electric power steering aims to offer quicker responses and better feel.
Our Limited model sits one step below the top-rung WRX GT, which costs about $6,000 more to start and features even sportier Recaro front seats, EyeSight driver assists, drive mode select, and variable dampers. However, the GT also comes standard with the CVT we’ve been unimpressed with recently during other testing. Count the Limited as a win for us in the latter regard, though in the name of full transparency, we took delivery of this trim level because it’s the one Subaru
had available in anything resembling a timely manner. For the same reason, we went along with this car’s drab Magnetite Gray Metallic paint—we didn’t really have a say.
Now, though, the choices are all ours when it comes to evaluating the new WRX for 12 months. I suspect we won’t have to dig too deep into our creative bag to find, at the very least, a fair amount of fun just over the horizon.
Service Life 9 months/10,625 miles Average Fuel Econ 22.0 mpg
Unresolved problems None Maintenance cost $62.35 (inspection, oil change) Normal wear $0 Base price $26,610 As tested $26,915 EPA City/Hwy/Comb fuel econ 25/30/27 mpg
Ihad an epiphany the other day while staring at the back of a first-generation Toyota RAV4: The Kia Seltos is in a lot of ways a modern interpretation of Toyota’s original compact crossover SUV.
The first RAV4 went on sale in the mid 1990s and quickly became one of the most popular SUVs of the era. The original RAV4’s success was largely due to its respectable cargo space, fun nature, and unique, aspirational styling. Sound familiar? Both the original RAV and Kia’s Seltos are exercises in practicality and proportions. The two smartly styled runabouts feature tailored, fuss-free sheetmetal that aims for curb appeal while also offering spacious interior packaging that belies expected interior dimensions.
The RAV4 was groundbreaking when it hit the scene, as it was one of the first small car-based SUVs to arrive in the U.S. Meanwhile, the Seltos exists in a market flooded with SUVs in every shape and size, but it still gets plenty of notice for its relatively approachable MSRP of $23,165 and handsome styling.
Shortly after the RAV4’s U.S. arrival, our sister publication Automobile named the 1997 model its Automobile of the Year, calling it “a revolutionary approach to the burgeoning SUV market of the time,” noting its “jaunty, off-beat appearance appealed to the masses of new car buyers, in particular younger ones.” Kia likely had similar targets in mind for the Seltos. Today’s RAV4 has grown significantly from that debut model, so the Seltos helps fill the void of small, affordable SUVs with a unique vibe.
In 1996, MotorTrend wrote: “The RAV4 is tailored to 4x4 owners who rarely if ever plan to leave the tarmac. It combines all-terrain styling with the performance of a mini-GT, and it really is capable of limited off-road running.” Twenty-five years later, we wrote: “Most folks will drive the Seltos on pavement most of the time, but the AWD system includes a locking center differential that can split the power equally between the front and rear axles for better traction when you’re off-asphalt.”
Uncanny, huh?
“Did we find the Seltos’ spiritual forebear in the MT archives?”
Brian Vance
To remove the center middlerow seat, pull this fabric loop, found below the LATCH attachment point.
The rear corners have plastic doodads to hold grocery bags or a cargo net, but don’t try securing a load to these. I ended up hooking the mower handle over the middle seat and driving gently, but adding proper anchor points would be a good idea.
2022 Kia Carnival 2023 Mazda CX-50
Service Life 2 months/6,036 mi
Average Fuel Econ 23.0 mpg
Unresolved problems None
Maintenance cost $0 Normal wear $0
Base price $39,055 As tested $39,940
EPA City/Hwy/Comb fuel econ 19/26/22 mpg
My relationship with the new Carnival got off to a rocky start after two run-ins with the loaded SX Prestige mobile dentistry/salon-chair variant—what good is a minivan that can’t haul cargo as well as it can people? Once our more conventional EX longterm test van arrived, I couldn’t wait to clear out all of the Carnival’s rear furniture to assess its chops as a cargo hauler. And let me preface this with a reminder that way back before the start of my 31-year car-scribbling career, I served as an interior-packaging engineer at Chrysler, working on the second-gen Chrysler Town & Country, Dodge Grand Caravan, and Plymouth Voyager minivans. Hopefully this lends some credibility that my having never borne actual children might otherwise undermine.
My first Facebook Marketplace purchase with our Carnival was a lightly used Honda push mower. To bring it home I only had to collapse the third row and slide the second row fully forward. Folding the way-back row seems about the same as in most other modern minivans and can be done with one hand.
Although this freed up ample space, I was dismayed to find no useful tie-down points for securing my wheeled cargo. The anchors for the third row will accept a bungee or ratchet strap, but they’re all in a line and too close to the center of the space to be useful in this case.
Some weeks later, with no particular plywood or drywall shopping mission in mind, I decided to try my hand at removing the middle row in the comfort and safety of the MotorTrend garage. I may never do it again. First, after thoroughly studying the seats, I was unable to divine the removal procedure and hence had to—in a minivan-savant-credibility-compromising moment—read the manual! I was instructed to slide the seats as far forward in their long-travel tracks as they’d go then fold the backrests down flat.
Next, you must reach under the back of each outboard seat to find a horizontal handle and pull it down. This releases rear latches that allow it to tilt forward and pull out.
Now, it’s great these seats can slide so much to apportion the space for legroom or lawn mowers as needed. But seat-mounted shoulder belts are big enablers of this. (Others mount belts for the outboard seating positions on the B-pillar.) The structural reinforcement required to bear the huge g-loading in a crash means each outboard seat weighs 67 pounds, and the narrower center one almost 50. That’s hefty when you’re trying to elevate a bulky item high enough to avoid gouging trim pieces while crouching in a 48-inch-tall space.
The real trouble came when I went to reinstall the seats. The right and center seats clicked right in, having set the front hooks into their white plastic guides then rotated the seats back until the rear latches clicked into place. The left seat patently refused to go in before I gave up and downed some Aleve. The floor mounts move with the seat, and apparently one set had translated rearward just enough to prevent the seat from being able to click in both rear latches. I eventually figured out how to depress the guide pieces, releasing each so I could slide them fully forward. So aligned, I got the seat latched in place.
With all the seats either stowed or removed, the Carnival provides surplus space to fit 4x8-foot sheet goods, at 98 x 49 inches. The width increases to 67.5 inches up by the middle seats, and there’s also an extra inch aft of the rear wheelwells. Ceiling height tapers from 48 inches at the front to 45 inches above the third-row seat, dropping to 39 at the very back where the hatch hinges are. Muscle all those seats out, and the Kia rewards your efforts with the largest cargo area in the minivan class, at 145.1 cubic feet, though frequent estate-sale shoppers might happily trade 4.6 cubic feet of space for a Chrysler with Stow ’n Go seats that won’t send them to the chiropractor.
Sliding the seats forward greatly improves the Kia’s nominal 86.9-cubic-foot space behind the second row, though not quite as much as the Toyota Sienna. Kia has a notable advantage in space behind the third row, at 40.2 cubic feet, besting the Honda Odyssey (38.6), Toyota (33.5), and Chrysler (32.2). Soon, we’ll explore options for when you need to carry more stuff than what fits inside.
Service Life 4 months/5,487 mi
Average Fuel Econ 19.1 mpg
Unresolved problems None
Maintenance cost $0 Normal wear $0
Base price $42,774 As tested $43,170
EPA City/Hwy/Comb fuel econ 23/29/25 mpg
The salesperson throws you the keys to a new 2023 Mazda CX-50, and you sit in the driver’s seat. Whoa. It’s been years since you were behind the wheel of a new car, and here you are, butterflies in your stomach and a little overwhelmed. As your hands grasp the leather-wrapped steering wheel, one thought bubbles to the surface: What am I supposed to look for?
As strange as it might seem, the first thing we’d recommend you look at is your phone. The goal of a test drive is to make your time behind the wheel as close to your routine as possible. Whether you’re a regular user of Apple CarPlay or Android Auto or coming into the CX-50 from an older car without the tech, you’ll likely want to know how it feels. Although the phone-mirroring features can operate via touch, the CX-50’s rotating infotainment dial is more conveniently placed about where your hand falls. Can you see yourself switching from the music screen to maps easily?
Once underway, pay attention to the suspension. The best sport sedans communicate what’s happening on the road but not so much that every trip becomes an exhausting chore. Because the CX-50 wears a Mazda badge, it should come as little surprise it’s tuned toward sportiness. If you want a cushier suspension, consider a Subaru Forester. The CX-50’s ride on available 20-inch wheels is firm, so make sure you can live with the suspension tuning. If you aren’t sure after a test drive, try one with the standard 17s.
We love the view over the long and mostly flat hood, but if we were buying one, we’d need to think hard about whether we were OK with the lower seating position. If sitting high up is a main reason for wanting an SUV, the CX-50 may not be for you. Sure, it’s higher than a car, but it also feels lower than many other SUVs.
Part of what makes the CX-50 appealing is that it’s not for everyone. This isn’t an everyperson’s SUV like the Honda CR-V; instead, it caters to a specific type of buyer, one who values driving and good exterior design and wants to project a slightly outdoorsy image. Hopefully, after some time behind the wheel, it’ll be clear whether the CX-50 makes sense for you.
“We enter a battle of wills with our seats and assess the Carnival’s fitness for antiquing.”Frank Markus
“Overwhelmed by what to look for during a test drive? Here are a few keys for the CX-50.”
Zach Gale
OPTIONS Cross bars ($360); auto-dimming mirror with HomeLink ($350); carpeted floormats ($210); cargo cover ($190); carpeted cargo mat ($115) Problem Areas None
Kia offers 2023 Sorentos in eight exterior colors. Unfortunately, the Crystal Beige you see here—which we loved—is not among them.
Alex Leanse
Base Price $40,965 As Tested $42,190
Total Fuel Cost $4,585 Maintenance Cost $354.18 (2x inspection, oil change, tire rotation; in-cabin air filter) Normal Wear $0 3-Year Residual Value* $36,700 (87%)
*IntelliChoice data; assumes 42,000 miles at the end of three years.
Service Life 12 months/23,033 miles Average Fuel Econ 22.8 mpg
As a midsize crossover with three rows, the Sorento teeters on the precipice of brilliance and irrelevance. Some may find its in-betweener form factor ideal; others will find something more specific would better fit their needs. Over the many months and more than 23,000 miles we spent with the 2021 Kia Sorento SX, we decided in this case that segment-splitting works. Better than simply being functional, the Sorento gives lots more to like than not.
Let’s get the negatives out of the way. First and foremost is the dual-clutch trans-
mission’s low-speed behavior, a gripe we’ve had with the Sorento since our first drive. When pulling away or creeping forward, particularly on an incline, it can stutter, leading to hesitant, jerky departures.
Despite that evaluation, we’ll qualify it as a minor annoyance. We call it out mostly for drivers accustomed to traditional automatics. If that’s you, you’ll notice the dual-clutch doesn’t depart in a consistent and immediate way. You’ll likely be able to overlook it, and after first gear, shifts are nearly invisible, perceptible audibly more than any other way.
Relatedly, it became routine to turn off the engine stop/start system. It restarts too slowly, which combines with the transmission’s fumbles to make smooth getaways impossible. We preferred sacrificing a little bit of fuel (and taking the emissions hit) for the sake of drivability.
Regarding fuel, in 23,033 miles we averaged 22.8 mpg, not quite meeting the EPA’s 24.0 mpg combined economy rating but not missing it by much, either. Regardless, it’s commendable given MT drivers’ eager right ankles—and that we had a bulky tent fixed to the Sorento’s roof rails for more than 4,000 miles. Additionally, we bested the EPA’s 425-mile range estimate several times, at one point extracting 471 miles from a single tankful.
Two stops for scheduled service totaled $354.18, making the Sorento more expensive to maintain than similar long-term SUVs we’ve had in our fleet. (It would have cost even more had we bought the $300 advanced fuel system cleaning service proposed at the second visit.) We spent less than $350 each on our 2017 Mazda CX-5 and CX-9, and a different Kia, our 2020 Telluride, was a bargain at $120 spent over a similar number of miles.
“We put a wrap on our adventurous year with Kia’s reinvented midsize SUV. And what a year it was.”
Nevertheless, the Sorento remained reliable during its stay. The only thing resembling an unexpected issue was a subtle yet persistent creaking noise emanating from the headliner as the odometer neared 20,000 miles.
On to the good stuff. We never got tired of the crisp, angular styling. It’s incomparably improved over the previous Sorento’s look, and to our eye, it’s one of the more attractive vehicles in its segment, especially in this Crystal Beige hue.
The cabin also impressed us with its functionality and ease of use. We appreciated Kia’s preference—which seems to be changing if the EV6 is any indication—for unfussy physical knobs and switches, but the capacitive buttons mixed in worked as intended, too. Settling in was eased by the little bins on the center console, and getting out was facilitated by the easy-pull door handles—Kia thought through the details, including the stylish geometric air vents. We have no gripes about our $42,190 SX-trim Sorento’s 10.3inch infotainment touchscreen, though a gauge cluster display larger than 4.2 inches for the driver would’ve been nice.
Whether the second and third rows were upright or folded, the Sorento readily adapted to the situation. Its wideopening rear doors made access a breeze, as did the simple folding operation of the second-row captain’s chairs. Drivers who plan to regularly carry six or seven people should probably size up, but with ventilation and USB ports, the Sorento’s far-back seats produced few complaints. The enormous panoramic moonroof was a favorite feature for riders, and folding the rear seats opened up enough space to easily toss in a mountain bike.
Then there was actually driving it. During its evaluation at our 2021 SUV of the Year contest, one judge called it “the feel-good hit of the competition,” a sentiment that held true through our long-term test. With sensitive steering and nimble reflexes, the Sorento had that oft-praised attribute of feeling smaller
than it was. Undulating pavement could set the ride afloat slightly, but the overall handling verve made it enjoyable to pilot.
Despite the dual-clutch fumbles, the 2.5-liter turbocharged I-4 always delivered solid acceleration. We evaluated other powertrain options in parallel with our long-termer and came away convinced this turbo mill is the one to get. The AWD system seemed unbothered by the dirt roads we traversed.
Over the many highway miles we covered—throughout California and to Oregon, Utah, Nevada, Colorado, Arizona, and New Mexico—the Sorento’s driver aids rarely faltered. The adaptive cruise control was responsive and consistent, aided by solid lane keep assist, which took the lead in staying centered even in surprisingly tight curves.
On the 2021 Sorento’s arrival, we found ourselves thinking about Kia’s midsize crossover in an unusual way: surprised at our decision to spend a full year with one. Prior versions never warranted much consideration, let alone affection; we’d gone years without driving a single example. But now that it’s gone, we find our thoughts cast in another unexpected direction: We miss it. It proved itself as the best Sorento ever and a worthy competitor to crossovers bordering it on either side of the size spectrum. It could be a while yet before a similarly multitalented SUV joins our long-term fleet. Q
DRIVETRAIN LAYOUT Front-engine, AWD
ENGINE TYPE
Turbocharged directinjected DOHC 24-valve I-4, alum block/head
VALVETRAIN DOHC, 4 valves/cyl
DISPLACEMENT 2,497cc/152.4 cu in
COMPRESSION RATIO 10.5:1
POWER (SAE NET) 281 hp @ 5,800 rpm
TORQUE (SAE NET) 311 lb-ft @ 1,700 rpm
REDLINE 6,500 rpm
WEIGHT TO POWER 14.5 lb/hp
TRANSMISSION 8-speed twin-clutch auto
AXLE/FINAL DRIVE RATIO N/A
SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar
STEERING RATIO 13.7:1
TURNS LOCK TO LOCK 2.6
BRAKES, F; R 12.8-in vented disc; 12.0-in vented disc
WHEELS 8.5 x 20-in cast aluminum
TIRES
The future,” Yogi Berra memorably quipped, “ain’t what it used to be.” And in October 1958, a week after the little man from St. Louis helped the New York Yankees win their sixth World Series of the decade, car buyers were shown an automotive future that was nothing like the bucking, bouncing, hand-cranked Model T that put America on wheels 50 years earlier.
Unveiled at the Waldorf Astoria Hotel, GM’s Firebird III is still the most remarkable concept car ever built, a money-no-object machine that revealed much about a company at the absolute zenith of its power and wealth. Its dazzling iconography perfectly captured the zeitgeist of rocket-age America.
Boasting seven fins aft of its double-bubble cockpit, the Firebird III’s bodywork was inspired by the F-100 Super Sabre jet fighter and a Nike surface-to-air missile. It was powered by a regenerative gas-turbine engine designed and engineered by GM, and it had hydraulic suspension and a hydraulic servo control system powered by a 10-hp two-cylinder four-stroke engine with an aluminum block and silicon-hardened bores. A central joystick accelerated, braked, and steered the car, all coordinated by the first onboard automotive computer.
The Firebird III’s auxiliary engine also drove the air-conditioning system, and it could be started via a preset timer to cool or warm the cabin before the occupants got in. The gas-turbine engine was started by an ultrasonic key pushed into a slot on the dash. The concept car had cruise control and Autoguide, GM’s experimental hands-free driving system. Sensors automatically controlled the headlights, and the drum brakes were cast into the wheels and modulated by an electronic antilock system.
Remember, we’re talking 1958 here. The Firebird III previewed, in fully functioning form, technological concepts that didn’t trickle down to regular production cars for another half a century or more.
I often think about the Firebird III when I hear pearlclutching caterwauling about how EVs are going to eliminate cars and trucks and SUVs with performance
and capability and character. Americans used to celebrate the future. Now many seem afraid of it. It’s a sign of the times, perhaps, a fear manufactured by vested interests who’d rather have us looking in the mirror than searching for new roads ahead.
It’s a mistake to see today’s crop of EVs and assume they represent the automobile’s final future. They do not. For a start, the development of a hydrogen economy could prolong the internal combustion engine’s life and accelerate development of vehicles powered by fuel cells.
What’s more, in terms of EVs, Tesla is basically the Model T of the 21st century. It and the other electric cars on the road today are Version 1.0 of the modern EV genre, cars and trucks and SUVs designed and engineered by scrappy startups and legacy OEMs racing for market dominance or to secure a profitable niche, using technologies that are known, proven, and available today.
Over the past few months, I’ve had some off-the-record glimpses at Version 2.0 EVs, and the progress is palpable. Within two years we’ll have EVs with better battery chemistries, more efficient motors, and interiors featuring dazzling displays and connectivity driven by bleeding-edge software. And this is only the beginning.
Just as Henry Ford could never have imagined the Firebird III, we have no idea how EVs will evolve over the next 50 years. Yes, there’ll be boring EVs, ugly EVs, poorly engineered EVs. But there will also be electric cars that are gorgeous to look at and engaging to drive, EVs that will be fun and full of character and will inspire a whole new generation of auto enthusiasts who’ll look back at the quaint old days of internal combustion, the days of noise and fumes and unwieldy mechanical complexity, with faint bemusement. This is, simply, the way progress—and attitudes about it—evolves, demonstrated time and again throughout human history.
People will smile fondly at a Challenger SRT Super Stock or a Bugatti Chiron on the lawn at Pebble Beach the way we smile today at baroque V-16 Cadillacs and supercharged Duesenbergs. And they’ll know, just as Berra meant, the future isn’t what we once expected. Q
The GM Firebird III was the third of four high-concept prototypes inspired by developments in jet technology and catering to America’s obsession with futurism. It represented an aspiration for progress often lacking today.
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BRZ. Well-equipped at $28,595. †
The 2023 Subaru BRZ. Lightweight and agile, with an ultra-low center of gravity for tight control in the corners. The 2.4-liter direct- and port-injection SUBARU BOXER® engine delivers 228 horsepower, enough to put a bigger grin on your face than the Mazda MX-5 Miata or Honda Civic Si. * Sports car purity. Subaru DNA. Professional driver on a closed course. Do not attempt. Subaru, BRZ, and SUBARU BOXER are registered trademarks of Subaru Corporation. *Based on competitor information from manufacturer websites as of November 2022. †MSRP excludes destination and delivery charges, tax, title, and registration fees. Retailer sets actual price. Certain equipment may be required in specific states, which can modify your MSRP. See your retailer for details. 2023 Subaru BRZ Limited shown has an MSRP of $31,095.
