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2023

NEWCAR CADILLAC LYRIQ

ALL-NEW CIVIC TYPE R

OCTOBER 2022

BUYER'S GUIDE EVERYTHING YOU MUST KNOW

PLUS WE RACE AT PIKES PEAK AND SURVIVE

HYUNDAI IONIQ 6

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ON THE COVER The Cadillac Lyriq is the luxury marque’s first electric vehicle, but it won’t be the last.

Plus, plenty of fun gaspowered cars live on.

FIRST LOOK

48

Honda’s Civic Type R is back and ready for more.

Tests & Drives 24 IN THE CLUB Our senior features editor makes his rookie run up Pikes Peak, and things don’t go as planned. Jonny Lieberman

COVER STORY 30 2023 NEW CAR BUYER’S GUIDE Your thorough look at every updated hybrid, plug-in, electric, and good old-fashioned gas burner. MotorTrend Staff

24 40 EST. 1949 VOL. 74 NO. 10

MotorTrend (ISSN 0027-2094) October 2022, Vol. 74, No. 10. Published monthly by Motor Trend Group, LLC, 831 South Douglas Street, El Segundo, CA 90245. Copyright© 2022 by Motor Trend Group, LLC; All rights reserved. Periodicals Postage Paid at Los Angeles, CA and at additional mailing offices. Subscriptions: U.S. and U.S. Possessions $18 for 12 issues. Canada $30 per year and international orders $42 per year (including surface mail postage). Payment in advance, U.S. funds only. Postmaster: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to: MotorTrend, P.O. Box 37200, Boone, IA 50037.

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MotorTrend Car Rankings See more at MotorTrend.com/cars FIRST DRIVE The Ford Bronco finally gets the Raptor treatment, and it may be the best production off-roader yet.

18

Departments & Features 10 Editor’s Letter Buying a new car doesn't have to cost your sanity.

14 Intake This month’s hot metal.

22 Technologue A plan to reduce waste in vehicle battery production.

23 Your Say Responses to past issues.

82 The Big Picture Electric Lamborghinis? Yes.

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Digital Director Erik Johnson Executive Editor Mac Morrison @Mac_Morrison Deputy Editor, Daily Content Alex Stoklosa Daily Content Team Justin Banner, Andrew Beckford, Monica Gonderman, Alex Kierstein, Matt Rodriguez, Justin Westbrook International Bureau Chief Angus MacKenzie @Angus_Mack Senior Features Editor Jonny Lieberman @MT_Loverman Detroit Editor Alisa Priddle @alisapriddle Mexico Editor Miguel Cortina @CortinaMiguel Features Editors Scott Evans @MT_Evans, Christian Seabaugh @C_Seabaugh Editor-at-Large Edward Loh @EdLoh Senior Editor Aaron Gold Manager, Visual Assets Brian Vance Photography Asset Editor William Walker @MT_dubdub Associate Photographers Renz Dimaandal, Brandon Lim, Darren Martin Managing Editor Rusty Kurtz Senior Copy Editor Jesse Bishop @thejessebishop Copy Editor Claire Crowley

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Editor’s Note

You can do this: how to buy a new car right now without exploding. ey, new car shopper! Welcome back. We understand wanting to stick your head in the sand with today’s chaotic market conditions, but keep your noggin up—there’s a way through this moment. Yes, things are different now, but if you know what’s changed since you last bought or leased a new car, SUV, truck, or van, you’re halfway there.

This is the underdog’s moment.

We know how tough it is to purchase a car in the best of markets; that’s why it’s so crucial you ask yourself how attached you are to the model or brand you’ve relied on previously. After all, you’re probably not the only one who wants that specific brand, model, and trim. You might need to broaden your horizons, especially with ongoing supply issues.

We’ve seen this in action. MSRP overages were once reserved for high-end vehicles, but it’s now a common occurrence. Price negotiations may now range from a little to a lot more than MSRP. Look beyond the obvious, however, and you’ll find cars that are just as good as what you thought you wanted, sometimes at a lower price.

Take the Alfa Romeo Giulia, our 2018 Car of the Year.

The Italian sport sedan is as entertaining as it is beautiful.

And the best part? Alfa has updated it over the years to keep competitive with newer entries. OK, that’s not the best part. Because more buyers pine for a German or Lexus-badged four-door, you’re more likely to find the Giulia for less than MSRP and with better financing terms. That’s what less demand and more inventory does.

Supply shortages don’t always hit where you expect, either. Even the 2022 Honda CR-V, which is being replaced by a new model for 2023, has been hard to find on its way out of production. In May, Honda said more than half the CR-Vs hitting lots were sold before they reached dealers. Not interested in paying thousands more than sticker for the Hyundai Ioniq 5? Try another EV. Chevy just slashed the price of its Bolt (our 2017 COTY) to less than $30,000, so you can check more options boxes or pay down a credit card with money you’ll save over the better but more expensive Ioniq. Another option: the Volkswagen ID4, an electric SUV that was a 2022 SUV of the Year finalist. Our online Ultimate Car Rankings and Car Match can help you find options.

Timing also matters. Do you really need a car tomorrow, or do you just want one? Sometimes you have no choice, but on the chance you’re not in a hurry, consider ordering a car instead of picking from what little inventory is available. You’ll get to choose the exact options and the interior/exterior color combo.

When you’ve just gotta have a car now, take a deep breath and understand you may have to compromise on color or

H

10 MOTORTREND.COM OCTOBER 2022

ILLUSTRATION RYAN LUGO

options. Frankly, this was true before the pandemic in some cases, too. If you’re unhappy with the lack of inventory or the market adjustment beyond MSRP, try another dealer if you’re lucky enough to have others nearby.

You’ll thank us later for this one. The new car you want may be shinier and more feature-filled than your beater, but don’t forget you’re paying for that new vehicle across the next 36 to 60 months (or longer). As interest rates rise far higher than the historic lows early in the pandemic, your money buys less car.

If the car you’ve dreamed about was a financial stretch before interest rates rose, now might be time to evaluate other options. Plenty of mainstream-branded cars are just as good as luxury models. They lack the cachet you crave, but how much sense does it make if you stress about paying more than MSRP for the next three to five years? If a luxury brand is non-negotiable, try a smaller model. A4 instead of A6. Corsair instead of Nautilus. Regardless of what you pick, loans longer than 60 months are generally not a great idea; downsizing your budget is an unsexy but effective way to give yourself peace of mind.

Ultimately with all that’s happening, focus on what you can control. Arm yourself with knowledge and ask yourself what you’re willing to be flexible on. Things may have changed since the last time you bought a car, but great cars exist across the automotive spectrum if you’re willing to look. And whenever you need to brush up on which new cars are the best, you know where to come. Q

Multiple years of production disruptions have created havoc in the automotive market, so it’s a good time to open your mind to new options and be honest about what you really need.

MOTORTREND CAR RANKINGS SEE MORE AT MOTORTREND. COM/CARS

HOLD ONTO YOUR SEATS.

ALL SEVEN OF THEM. The Type S badge is reserved for only the highest-performing Acura vehicles. Now, for the first time, we’re bringing Type S performance to our flagship seven-passenger SUV. Introducing the 2022 MDX Type S. At its core, a 355-hp, 3.0L, turbo V-6 with a torque-vectoring Super Handling All-Wheel Drive™ system, a specially tuned Adaptive Damper System, Brembo® 4-piston front brake calipers, and a Sport+ drive mode. It’s the most powerful, best handling, supremely capable SUV we’ve ever made.

©2022 Acura. Acura, MDX, Precision Crafted Performance, Super Handling All-Wheel Drive, and the stylized "A" logo are trademarks of Honda Motor Co., Ltd. Brembo is a trademark of Brembo S.p.A.

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S TA R T YO U R F R E E T R I A L MOTORTREND.COM/MECUM2022

MOTORTREND The tabled DMC24 (right) inspired DeLorean’s new “history.”

The Alpha2 (below) represents DeLorean’s take on ’90s design.

DELOREAN 40 Years of History That Never Happened WORDS AARON GOLD

sk the DeLorean crew about their upcoming Alpha5 sports car, and they’ll tell you it’s the result of 40 years of ongoing evolution. But wait, didn’t DeLorean go bankrupt in the mid-1980s? Of course it did—but the new DeLorean company has created an alternate timeline where it didn’t.

Along with the Alpha5, DeLorean imagined a complete history of what might have been, including three seminal DeLorean concept cars.

We realize this sounds like an exercise in corporate navel-gazing, but when Troy

A

Indeed, before DeLorean went bankrupt in the ‘80s, it worked with ItalDesign to create the four-door DMC-24 concept.

Beetz, DeLorean’s chief brand officer, explained it to us, the logic made sense.

“We knew from the beginning that we couldn’t just redo the DMC-12,” Beetz said, referring to the original DeLorean production car. “The way we could make this brand legitimate was to suggest that the DMC-12 was a derivative of the DeLorean brand. And what is a DeLorean? What kind of company was it? We already had in mind what we were going to build, but there was no DNA to jump from the DMC-12 to the Alpha5. We had to reinvent the brand as if it were here for the last 40 years.”

DELOREAN INVENTS A PAST TO GIVE ITSELF A PATH TO THE FUTURE What DeLorean did was create a backstory—a fictional history of what could have happened in the 40 years since the DMC-12. The company did extensive research, looking at every auto show, every concept car, and pop culture trends of the 1990s, 2000s, and 2010s. “The work that went into creating the backstory was incredibly detailed,” Beetz said.

Using the DeLorean DMC-24 concept— more on that in a moment—as a starting point, DeLorean worked with ItalDesign to create concept cars for the aforementioned decades. ItalDesign, as you may remember, penned the original DMC-12.

“We asked, ‘What would DeLorean have done in those time periods to evolve the brand both design- and technology-wise?”

Beetz said. “We weren’t just exploring design language, but engineering and materials science, as well.”

Here’s how the concept cars shaped DeLorean’s imagined history.

1980s DMC-24 Concept DeLorean and ItalDesign had a solid place to start: Before the original company went bankrupt, DeLorean was working on a four-seat follow-up known internally as the DMC-24. ItalDesign’s concept followed the pattern set by Giugiaro’s 1980 Lancia Medusa concept, but its DeLorean link was clear: The DMC-24 had gullwing doors—four of them—and echoed the DeLorean coupe’s hatchback shape, with slightly more rounded flanks.

A full-size model was built, but when ailing DeLorean couldn’t pay the bill, the mock-up was modified to become the Lamborghini Marco Polo concept. Four decades later, the DMC-24 would serve as the jumping-off point for DeLorean’s new “historical” concepts.

1990s 1996 DeLorean Alpha2 Roadster Concept Here’s where the backstory begins to fill in DeLorean’s missing history. The late 1980s through early ’90s were pivotal for the automotive industry, with automakers eager to put the Malaise Era behind them. Advances in computer technology brought a new period of design in which the straight-edge lines of the 1970s and ’80s yielded to complex, sinewy curves.

DeLorean imagined a new coupe that would have been a radical departure from the DMC-12 but still retained familiar design cues.

The Alpha2 Roadster concept retains the DMC-12’s unique metal-sheen finish, as well as DeLorean’s trademark gullwing doors. Just as the DMC-12 was built of rust-resistant stainless steel, DeLorean imagined a steel-composite body, its shape rounded for aerodynamics but featuring broad, flat surfaces that recalled the original car’s angular simplicity. We can’t help but see a little Corvette in the Alpha2’s shape, and that makes sense to us—after all, John Z. DeLorean was the driving force behind the Pontiac XP-833 Banshee, a stillborn project that initiated the styling later seen on the C3 Corvette.

2000s 2006 Alpha3 Luxury Sedan EV For their next concept, DeLorean and ItalDesign concentrated on what forward-thinking automakers were considering in the new millennium, most

The Alpha3 (above) would have been DeLorean’s first EV; the Alpha4 (right) was a family-friendly SUV powered by a hydrogen fuel cell.

notably an electric (or at least electrified) future.

They imagined DeLorean would have wanted to build an electric concept, and just as Porsche had the fourdoor Panamera in its future, DeLorean would have looked to show something a bit more practical than the two-door, targa-topped Alpha2 roadster.

The Alpha3 draws heavily on the DMC-24, but its lack of an engine allowed DeLorean to morph the DMC-24’s lumpy long-hatchback shape into something truly beautiful. DeLorean envisioned continued experimentation with materials, in this case a lightweight aluminum composite for the skin—which, instead of the familiar stainless-steel luster, bears a subtle shade of blue, as seen in early DMC-24 drawings. Once again, the doors are hinged at the top, a split-gullwing design DeLorean says would have opened to reveal an interior built with environmentally friendly materials.

2010s 2013 Alpha4 SUV Porsche did it, Lamborghini did it, and even Aston Martin (eventually) did it—so, too, would DeLorean have jumped onto the luxury performance SUV bandwagon.

In the early teens, automakers knew the future was electric, but how that power would best be delivered was still up for debate. This concept is indeed electric, but with power supplied by a hydrogen-fed fuel cell. The shape was unfamiliar—not all of DeLorean’s decisions in its revised history would have been the right ones, Beetz noted—but the Alpha3 had the sporty, angular look that’s become the trademark of high-end SUVs.

histories converge. If all goes to the plans made by DeLorean Reimagined LLC, the Alpha5 concept will become a real electric performance car you’ll soon be able to buy.

“Those 40 years give you the Alpha5,” Beetz said. Viewed relative to the original DeLorean, the Alpha5 has distinct similarities, the gullwing doors not least among them. Viewed in the context of the history and concepts DeLorean has imagined to fill in those missing decades, though, the Alpha5 makes even more sense. It seems DeLorean, like so many automakers, is looking to get back to its roots.

The concepts were not just an exercise to create one car. “We now have 40 years of DNA to complete other vehicles,” Beetz said. The company plans to announce three new models in the next three to five years. “Now we have a reason for those cars being built.”

It’s a creative exercise, filling in 40 years of a missing history, and it definitely has us intrigued about DeLorean’s future.

2020s 2024 DeLorean Alpha5 It is here that the real and imagined OCTOBER 2022 MOTORTREND.COM 15

MOTORTREND I 10.22

Intake

2023 Honda HR-V

FIRST DRIVE

The Civic-minded SUV.

W

e liked the old Honda Fit– based HR-V, even if it was poky.

More power, a bit more rear space, and a richer-feeling interior were all it needed. On paper, the new Civicbased HR-V resolves those issues.

Buyers will appreciate the interior upgrade most of all. An adaptation of the Civic’s, it’s far more upscale than before and brings a great deal more functionality. The hidden vents in the decorative honeycomb trim are classy, and the infotainment system is massively improved.

The center console and armrest were one of the old model’s least liked aspects, so Honda moved the cupholders from

16 MOTORTREND.COM OCTOBER 2022

under your elbow to forward of the shifter, making them simpler to reach and increasing your elbow room. The pass-through shelf that was by your knees is now behind the shifter by your thighs, and it’s easier to access. USB ports, previously a pain to access, are in much more ergonomic positions. Pity there still isn’t a single USB port in the rear seat, and the 12-volt outlet is gone.

We’re equally disappointed that rear passengers still don’t get air vents.

However, although legroom was never a problem, the new platform and body provide more head-, hip-, and shoulder room, so it’s a more comfortable space.

And although the trick-folding Magic Seats are gone, Honda made up for the deletion with a larger cargo area.

Honda’s decision to switch to the new global platform pioneered by the latest Civic was a smart move. You immediately appreciate how good the chassis is; the HR-V rides nicer than most cars at this price point and handles better, too. Few people look at inexpensive compact SUVs for good driving dynamics, but the HR-V is genuinely pleasant to drive.

On the other hand, the engine choice is all wrong. The 2.0-liter I-4 is a little more powerful on paper, but it drives a larger, heavier vehicle, and its acceleration is abysmal. An unscientific stopwatch test

The instrument cluster and infotainment screen both include digital and analog elements, including physical volume and tuning controls.

showed we needed more than 11 seconds to reach 60 mph from a stop; if that result holds when we employ our official timing equipment, the new model will be at least 1.5 seconds slower than the already-slow old one. The good news: You don’t notice the dearth of power as much when you’re moving. Our same unofficial stopwatch said the new HR-V is about as quick to execute a 45–65-mph passing maneuver as the old one. We only drove loaded HR-Vs with all-wheel drive; a base front-drive model will accelerate differently, though we can’t say if it’ll be quicker or slower. Honda refused to say if there will be another engine option in the future, but we hope for the Civic’s 1.5-liter turbocharged four-cylinder or a hybrid powertrain.

All HR-Vs now receive the Honda Sensing package of active and passive safety technologies as standard equipment. In addition to collision avoidance features, you also get fancy convenience items such as adaptive cruise control and lane keep assist. The base price has gone up, and with fuel economy decreasing slightly, running costs will increase a little (about $200 per year, according to the EPA). That’s a bummer, but you get a much nicer vehicle than before. The 2023 HR-V delivers more than enough value to make up for the price increase. Scott Evans

2023 Honda HR-V BASE PRICE

$24,895–$30,195

VEHICLE LAYOUT

Front-engine, FWD/AWD, 5-pass, 4-door SUV

ENGINE

2.0L/158-hp/138-lb-ft port-injected DOHC 16-valve I-4

TRANSMISSION

Cont variable auto

CURB WEIGHT

3,150–3,350 lbs (mfr)

WHEELBASE

104.5 in

LXWXH

179.8 x 72.4 x 63.4–63.8 in

0-60 MPH

11.5 sec (MT est)

EPA FUEL ECON

25–26/30–32/27–28 mpg

EPA RANGE, COMB

378–392 miles

ON SALE

Now

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MOTORTREND I 10.22

Intake

2022 Ford Bronco Raptor

FIRST DRIVE PHOTOGRAPHY RENZ DIMAANDAL

All hail the queen.

and this Bronco gets wide, Raptor-specific control arms. The new front axle is a Dana 44 AdvanTEK, and there’s a big ol’ live n chess, the queen is the most powerful Dana 50 Heavy Duty AdvanTEK out back. piece on the board, the one with all the moves. And since the Bronco’s resusciThe Braptor also comes with massive 37-inch BF Goodrich KO2 tires. Those are tation, Ford and Jeep have been engaged 2 inches larger than you get with the stanin a fierce, chesslike battle for off-road supremacy. With the launch of the Bronco dard Bronco’s Sasquatch package. As such, Raptor, FoMoCo has rolled out what might the ground clearance rises by 1.6 inches, be its queen—certainly its most capable to an impressive 13.1. But people often piece to date. mistake ground clearance for off-road Compared to the 2.7-liter version in the capability. It’s not. What is? Approach, regular Bronco, power in the 3.0-liter twin- breakover, and departure angles, and these turbo EcoBoost V-6 rises from 330 hp to are where the Braptor is off the charts. The 418, and torque goes from 415 lb-ft to 440 approach angle is a whopping 47.2 degrees. lb-ft. The 10-speed transmission is reproBreakover is 30.8 degrees (that’s great), and the departure angle is impressive at grammed, and the transfer case is beefier.

Like the F-150 Raptor, the SUV is widened 40.5 degrees. The Braptor can ford more than 3 feet of water, and the engineers significantly—mostly at the tires—to the even increased towing capacity by 1,000 tune of nearly 10 inches (!) front and rear.

Ford installed new shock towers all around, pounds, to 4,500.

The standard Bronco’s front grab handles feel cheap and flimsy, but the Braptor’s have been Raptorized—meaning the cheap parts are now wrapped in thick, tactical rubber and feel much stouter. The same is true for the top of the formerly flimsy dash. Here’s another difference: At 80 mph, you can have a normal, insidevoice conversation—not the case in other Broncos we’ve driven.

I

18 MOTORTREND.COM OCTOBER 2022

Like all Raptors, this Bronco comes with Fox internal bypass shocks.

The engine has some grunt to it. If you’re not in Sport mode, the transmission is happy to run up the gears, even under heavy throttle. If you are in Sport, the V-6 puts the Braptor back on its haunches and the transmission holds the closely spaced gears longer. The gearbox even aggressively downshifts itself in Sport, which is something you usually don’t see outside of Porsche or Ferrari dualclutch systems. Big thumbs-up to Ford Performance for this mode’s calibration.

In its native off-road environment, the Bronco Raptor is superlative. There was one point where we turned to a colleague and asked, “Can you think of another production vehicle that could do that?” It was in reference to a section of severe rock crawling that looked like a certain dead end, and there was no way the Braptor could climb it. Sixty seconds later, we shook our heads in disbelief. The Braptor jumps pretty good, too, and simply possesses massive off-road capability.

Ford brought the wood with the new Bronco Raptor, and it’s likely the most capable off-road production vehicle on sale today; a future comparison test with its rivals will make the final call. Jeep’s response will be fascinating. Until then, all hail the queen. Jonny Lieberman

2022 Ford Bronco Raptor BASE PRICE VEHICLE LAYOUT

ENGINE

TRANSMISSION

$70,095 Front-engine, 4WD, 5-pass, 4-door SUV 3.0L/418-hp/440-lb-ft twin-turbo direct-injected DOHC 24-valve V-6 10-speed auto

CURB WEIGHT

5,750 lb (mfr)

WHEELBASE

116.5 in

LXWXH

191.0 x 85.7x 77.8 in

0-60 MPH

5.5 sec (MT est)

EPA FUEL ECON

15/16/15 mpg

EPA RANGE, COMB

300 miles

ON SALE

Now

Take adventure to new depths.

The all-new 2022 Subaru Forester Wilderness.

Go further into the wild places with our most capable Forester yet. Standard Symmetrical All-Wheel Drive is matched with 9.2 inches of ground clearance and advanced dual-function X-MODE.® You won’t find that on the Ford Bronco Sport Badlands or Toyota RAV4 TRD Off-Road.* Discover adventure on a deeper level.

Forester Wilderness. Well-equipped at $33,520.†

Subaru, Forester, Wilderness, and X-MODE are registered trademarks. *Based on competitor information from manufacturer websites as of June 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.

MOTORTREND I 10.22

Second-row passengers get plenty of leg- and headroom, though tall adults sitting in the third row might have space issues.

FIRST DRIVE

Intake

2023 Toyota Sequoia

With a new platform, powertrain, and interior, the Sequoia feels modern again.

I

n its first complete makeover since the Great Recession, the Sequoia gets a new powertrain, platform, and design.

The three-row body-on-frame SUV is now a hybrid-only model, but it’s also the most powerful Sequoia to date. After some time behind the wheel, we can say right away the changes do much to justify the long wait.

The new platform—TNGA-F, same as the Tundra and global Land Cruiser— makes the Sequoia more comfortable while keeping its trucky feeling alive. The outgoing Sequoia suffered from lackluster ride and handling, but the 2023 model vastly improves in those areas.

The 14.0-inch touchscreen is one of the most apparent upgrades over the outgoing model, which was stuck with a 7.0-inch unit.

20 MOTORTREND.COM OCTOBER 2022

With a new independent front and multilink rear suspension, the Sequoia feels smoother and more planted. Despite its big body, hard cornering doesn’t provoke as much body roll. An optional air suspension makes the ride a bit floatier and helps level the load when hauling or towing.

Thanks to 437 hp and 583 lb-ft of torque from the 3.4-liter twin-turbo V-6 hybrid powertrain, the Sequoia feels adequately powered. With peak torque delivered at 2,400 rpm, it’s sharp off the line, and just like in the Tundra, hybrid power virtually eliminates any turbo lag. The 10-speed automatic plays along just fine, shifting fluidly and holding gears when needed.

All those changes improve the experience from the driver’s seat. Although the ride is comfortable and settled for the most part, the steering feels a bit vague and doesn’t deliver as much feedback as we’d like. That said, most drivers will be pleased with its soft and effortless feeling.

We’d like to hear less ambient noise, however; Toyota says the Capstone trim is equipped with an acoustic windshield and front windows, but we still experienced a

noticeable amount of wind and tire noise in every trim level we sampled.

The big benefit of a three-row Sequoia over a three-row Highlander lies in its off-road chops. Every grade offers 4x4 traction, but the TRD Off-Road package (a first for Sequoia) adds a locking rear differential, Multi-Terrain Select (which helps tailor traction to the type of terrain), and crawl control. The package also comes with Bilstein monotube shocks and TRD springs, which soften the ride on-road while improving suspension articulation to boost capability off-road.

Like the Tundra, the Sequoia benefits from a new cabin experience, and it comes well equipped from the start. Five trims—SR5, Limited, Platinum, TRD Pro, and Capstone—offer different cabin touches. The impressive base trim has heated front seats, three-zone automatic climate control, and an 8.0-inch screen with Toyota’s newest infotainment system and wireless Apple CarPlay and

INTAKE I 10.22

Rear View

From the MT Archive ...

Android Auto. The Capstone doesn’t disappoint, either. The dual-colored dashboard and 14.0-inch touchscreen give a great first impression.

Unlike the previous generation, the new Sequoia’s second-row captain’s seats don’t slide fore or aft. Instead, the third row can slide up to 6 inches, helping adjust for legroom or cargo space as needed. It can fold down to help fit larger items but doesn’t fold completely flat because the hybrid battery takes up that space.

The 2023 Sequoia starts at $59,795.

That’s quite a lot of money, but it goes a long way. The SR5 comes with features we don’t always see in entrylevel models, and every trim is well equipped. The $66,195 Limited and $72,395 Platinum trims come standard with the flashy 14.0-inch touchscreen.

The Capstone model starts at $76,795, and four-wheel drive adds $3,000 to any of the above.

It’s too early to tell where the Sequoia ranks against the competition, but we’ve seen enough to know it’s back in the game. Miguel Cortina

were compared to their predecessors, going so far as to call the Suburban OCTOBER 1972 “the world’s PRICE: $0.75 biggest Impala.”

Hatchbacks were old Time proved us hat in Europe but hot stuff in Detroit, and we right. We also looked at every one of took an in-depth look at airbags, a them on the market, likely solution for from the AMC Hornet a proposed 1976 to the Triumph GT6. passive-restraint We drove Chevy’s mandate that was new squarebody ultimately delayed trucks and marveled until 1989. at how carlike they

2023 Toyota Sequoia BASE PRICE LAYOUT

$59,795–$76,795 Front-engine, RWD/4WD, 7–8-pass, 4-door SUV

ENGINE

3.4L/389-hp/479-lb-ft twin-turbo port- and direct-injected DOHC 24-valve V-6, plus 48-hp/ 184-lb-ft electric motor; 437 hp/583 lb-ft comb

TRANSMISSION

10-speed auto

CURB WEIGHT

5,650–6,150 lb (mfr)

WHEELBASE

122.0 in

LXWXH

208.1 x 79.6 x 74.2–77.7 in

0-60 MPH

6.0–6.3 sec (MT est)

EPA CITY/HWY/ COMB FUEL ECON

19–21/22–24/20–22 mpg

EPA RANGE, COMB

428–676 miles (est)

ON SALE

Now

OCTOBER 1992 PRICE: $2.95

OCTOBER 2012 PRICE: $4.99

We covered every new-for-1993 domestic, including luminaries like the Chrysler LH cars, Lincoln Mark VIII, and Ford F-150 Lightning—y’know, back when it was still gasoline-powered.

In our sport sedan comparison, the Nissan Maxima and Mazda 626 were edged out by, believe it or not, the Toyota Camry SE.

In our title fight between the Chevy Camaro ZL1 and Ford Shelby GT500, the Camaro won by the thinnest of margins.

Our cop-car comparison found Chevy, Dodge, and Ford in a three-way tie, while the Porsche 911 Carrera S convertible claimed a decisive win against BMW’s 650i and MercedesBenz’s SL 550.

Frank Markus

Technologue Sulfates: Worse for batteries than they are for hair!

Critical Minerals Refine

Acti ve M

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Re c y cle

Ce l l

22 MOTORTREND.COM OCTOBER 2022

BATTERY SUPPLY CHAIN

s ial

se

Research & Development

Pa c

k

Re u

M

COATED SINGLE CRYSTAL Nano One patented one-pot process

er

any of us fret about sulfates in shampoo and sulfites in wine, but I just learned about the awful effect of employing sulfates in battery cathode production. Apparently, the way most lithium-ion cathodes have been made for 30 years results in a colossal amount of waste. Fortunately, I learned about this problem while discovering a potential solution.

The cathode is a battery’s positive electrode, where charging energy is applied. In most of today’s lithium-ion batteries, these are made of lithium-nickelmanganese-cobalt (NMC). The way these have been made involves mining the metals, turning them into metal sulfates or salts, converting lithium carbonate to lithium hydroxide, then transporting these materials to the cathode manufacturer where they’re mixed in water. A caustic material like sodium hydroxide gets added to precipitate out a powder precursor that gets mixed with the lithium hydroxide and baked in a furnace to form grains of lithiated cathode material. A special coating is then applied in a separate process.

The process yields at least 1.8 times as much sodium sulfate waste as it does cathode material. It’s not particularly harmful to humans or the environment, but there is little real market for this, so it ends up diluted with water and dumped or landfilled. This setup was relatively tolerable when processing 10,000 tons per year to power personal electronics and a small EV fleet; it’s unsustainable at forecast EV production volumes.

A terawatt-hour of battery production by this process—enough for 10 million battery packs averaging 100 kWh—will generate more than 2 million tons of sodium sulfate waste. Need a visual? That’s 500 NFL football fields spread a foot deep in waste. Even pollution-tolerant China is running out of ways to dispose of this waste stream. To make matters worse, the shipping cost and environmental footprint of metal sulfates is five times greater than it is for metal powders.

Nano One Materials Corporation proposes a better, sulfate-free idea. Its one-pot metals to cathode active materials (M2CAM) process mixes pure metal, lithiumcarbonate, and coating materials in a chemical process to form coated lithiated powders once they are fired in a furnace. This simpler, more direct process requires less energy and capital investment and hence is costcompetitive with the legacy process now and promises to undercut it with further improvement.

Patents are pending, so Nano One isn’t letting all its cats out of the bag, but it tells us the sulfate-free M2CAM process takes place in water at room temperature and atmospheric pressure. The chemistry is environmentally sustainable, results in no waste, and slashes shipping costs for raw materials by a factor of four or five.

Lithium • Manganese • Cobalt • • Nickel • Coating

Co

nsu

mer

Nano One says it can modify the process to produce various cathode chemistries for use in traditional or solid-state battery formats, by modifying formulations, coatings, and process parameters. And because its one-pot process coats the cathode materials as they’re formed, the coatings are applied to each individual crystal within the larger particle. This helps prevent side reactions like lithium spikes (which can short a battery), thereby improving safety and durability.

What about obtaining those pure metals, you ask?

Depending on the mine and the metal ore, a refiner might crystalize the metal using a process involving chemical reactions, filters, membranes, and various electrochemical methods, or they may plate it out with electricity to achieve battery-grade purity. This sounds expensive, yet in most cases we’re assured these approaches typically cost less than producing metal salts—and remember, the pure metal powders are lighter and cheaper to ship.

When might these “greener” no-sulfate cathodes hit the road? Nano One is working with automotive companies and suppliers to create demand for its cathode materials while actively seeking a potential licensee or joint-venture production partner. The company hopes to open a pilot production facility by 2024. For the sake of those 500 foot-deep football fields, let’s hope it can stick to that timing. Q

Current cathode production methods add another big black input arrow for “inactive materials” entering the production circle, with another big sulfate waste arrow leaving the circle in the same operation.

Nano One completed its pilot production plant in British Columbia in 2017 using $1.5 million in funding from Canada’s Automotive Supplier Innovation Program.

INTAKE I 10.22

Your Say ...

A Common Misconception MotorTrend is my go-to magazine for all things new and interesting in the automotive world. You people rock!

I’m 79, but I feel like a kid thumbing through each new issue. The ongoing EV revolution is fascinating. They’re too pricey for me, but that’s OK; it’s fun to see this gas-to-electric trend grow. I’m old school—the sound of a fully massaged V-8 is like music to me—but to go from 0 to 60 in 3.0 seconds or less in a 3.5-ton electric vehicle is amazing. Charging?

Another story. One thing I’ve noticed is you describe virtually all EVs as having a one-speed automatic transmission.

Hybrids have the “normal” setup, but EVs don’t need a transmission per se. Now, I’m not tech savvy by any means, but isn’t that a misnomer? Motor-to-wheel(s) with EVs is about as “zero-speed transmission” as it gets. Maybe gear reduction will be a thing, but that’s not realistic, is it? Maybe call it DS (direction selection) as the type of point-and-shoot knob or button used, or EDS (electric direction selector), but the latter is a can of worms for endless jokes.

Mike Kingston Boise, Idaho

The only motor-to-wheel applications are those with in-wheel motors, which are rare.

All others have a gear-reduction transmission, usually with one speed. We say automatic for simplicity because there are no manual (or twin) clutches. Others say “direct drive” to mean the same thing.—Ed.

(Mostly) Kind Words I first began reading my dad’s MotorTrend magazine in the 1950s. He used to say he never got to read a pristine issue because by the time he got home, I’d already been through it. It was the first subscription I got when I moved out on my own. But even after all these years, the July issue was your best effort yet. The variety and quality of each article is unsurpassed.

Keep up the good work!

Dave Szatkowski Carlsbad, California

MT continues to put out a solid product!

In-depth writing, excellent photography, and always an enjoyable read. I may not share the current enthusiasm for electric cars, but your coverage is top notch and informative—especially the science around it. Since I already charge my

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

Reader on Location This month’s reader on location is Rex Fox of Eugene, Oregon. He brought us along on a recent trip to the Czech Republic.

He writes: “My wife took this photo of me holding the July edition of MotorTrend while on the Charles Bridge (Karlův most) in Prague. We even saw a live version of the magazine’s cover art, a VW ID Buzz, though it was in a gallery rather than on the street. I’m a three-pedal kind of guy who would rather hear an internal combustion engine’s exhaust note than music on the stereo, but I do appreciate MotorTrend’s efforts to help us prepare for our inevitable electric future.”

phone, AirPods, trimmer, and leaf blower, I resist having to charge my beloved cars.

John Knepprath Waukesha, Wisconsin

Thank you for finally writing an issue that was worthy of more than one trip to the bathroom. Lately MT has turned into an elitist magazine. So few of the cars you test can be bought by the common

American, and you have lost touch with the average Joe. The best part of your magazine has been MT Garage, where real cars are featured and reported on. The August issue was an exception with the electric trucks, three-row family haulers, and off-road crossovers. I don’t think there was a Porsche story in this whole issue!

Randy Owens Kimball, Michigan

When Angus MacKenzie stated in his June column that automotive history is being rewritten, he wasn’t kidding. He credits GM’s “braggadocio” for bringing us “the original Hummer H1.” That’s like saying Ford brought you the first Jaguar, or VW brought you the first Bentley. The first H1 was designed and built by AM General.

Peter Scherer Newport Beach, California

You’re not wrong. It’s fair to say GM foresaw the value of the Hummer brand (hence bringing AM General’s civilian business in-house), but it didn’t create the H1.—Ed.

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FEATURE I Pikes Peak Hill Climb

24 MOTORTREND.COM OCTOBER 2022

THE MOUNTAIN DOES NOT CARE A BITTERSWEET FINISH CAPS MY ROOKIE RUN UP PIKES PEAK

WORDS JONNY LIEBERMAN PHOTOGRAPHY DANNY TRAN

Notice how after the corner there’s about three car lengths of visibility and then nothing? Now imagine racing in that.

OCTOBER 2022 MOTORTREND.COM 25

FEATURE I Pikes Peak Hill Climb

ou want to hear God laugh? Make some plans. Mine: Compete in the 100th running of the Pikes Peak International Hill Climb, racing to the top of the famous mountain.

Most people’s response upon hearing about what I had planned was a goodnatured version of, “Try not to die!”

Pikes Peak, as you might have heard, is about as extreme as motorsports get.

Dying was the last thing on my agenda, however. First was to make it to the top.

Second was to make it to the top quickly.

Y

26 MOTORTREND.COM OCTOBER 2022

Pikes Peak International Hill Climb is among America’s closest analogues to Germany’s famed Nordschleife. Both are about 12.5 miles long and have more than 150 turns.

These were of course my plans before I arrived in Colorado. I soon learned the mountain doesn’t even bother with a chuckle. The mountain does not care.

I ran in the Porsche Pikes Peak Trophy

by Yokohama class, driving a 2019 Porsche 718 Cayman GT4 Clubsport along with four other virtually identical Porsches, plus a previous-generation GT4 Clubsport with a balance-ofperformance-type tune. It was my rookie run up the mountain, and the entire experience proved to be far more

complex, more mentally and physically grueling, and more emotional than I had accounted for.

I wish I could have bottled how fantastic I felt on Friday morning, two days before the race. Friday was an optional session day following three early mornings of mandatory practice.

Participation in optional sessions carries a risk versus reward calculation: The car has made it this far, so why chance catastrophe before race day? The trick is to balance that risk against the truism that time spent driving up Pikes Peak is more valuable than gold.

I opted to use the Friday session to work on the mountain’s bottom section, the longest and most complicated portion of the route. It’s also the section I’d struggled with the most. We’d practiced it Tuesday, and I had one decent run at the end, but that was as much luck as anything. My main competition in the class came from an unknown rookie, an incredibly warm and friendly French-Canadian fellow named Gilles Nadeau. Based on the sum of our practice times, I was about 3 seconds quicker than Nadeau, but only because I had a great run on the upper section during Thursday’s practice session, besting Nadeau by 5 seconds. Nadeau was a second quicker on both the bottom and middle sections, and he maintained that advantage through Friday; nonetheless, I left the mountain after that session feeling confident, maybe even a touch elated. In my mind, the battle for fourth place was on.

On race day, the temperature fell to the 40s at the starting line, it was raining, and

Oddly, the damp road and snowy conditions didn’t affect the racers much. The same is true for the 14,000-plus feet of elevation.

IT’S DIFFICULT TO PREDICT CONDITIONS ON PIKES PEAK; THE MOUNTAIN MAKES ITS OWN WEATHER. a few inches of snow had fallen the night before. The weather report had called for up to 10 inches of snow, so in a sense we got lucky. It’s notoriously difficult if not impossible to predict the weather on Pikes Peak. As one local chestnut puts it, “The mountain creates its own weather.” Not only is Pikes Peak massive, its summit reaching 14,115 feet, but it also sits farther east than any other Colorado fourteener, right on the edge of the Front Range, perfectly situating it for extreme, rapidly changing weather patterns. That said, the precipitation wasn’t much of an issue. There is no “wet line” for Pikes; the road is so tortuous and steep that water doesn’t pool. The Yokohama Advan A052s everyone in my class ran are damn grippy in the cold, too. Had a bit of dampness been the only weather to deal with, the event would have been great.

But no, the mountain decided to curse us with fog. Like, a lot of fog. Regardless, the race was on.

Pikes Peak International Hill Climb chairman Fred Veitch looks and is sized just like Jeremy Clarkson, and our initial conversation was 70 percent curse words. The gist: His car had long worn No. 73, and he was displeased that I took

his number. One practice morning he even changed all the threes on my car to eights, assuring me the “problem” had been “solved.” I said, “Glad you’re focused on the important stuff, Mr. Chairman.”

On race day Veitch asked if I had anyone in mind to wave the green flag for me. I thought my 5-year-old son would make a great flag waver. “No, we can’t have kids doing that,” Veitch began before catching himself (with an omitted curse). “I’m the chairman of the board.

He can wave the flag.” Soon I was belted into my car, giving a thumbs-up to my excellent crew chief, Jason Schmitt, and watching my wife and son wave me off for the 100th running of Pikes Peak. That part was awesome. Everything else?

Even though I’d climb nearly 5,000 feet over the next 12.42 miles, it was all downhill from there.

Porsche Motorsport North America recommended everyone in the class set the GT4 Clubsport’s ABS switch to 8. This is some sort of hidden wet mode. True, the cars had actual Wet modes, but because the tires aren’t the factory circumference, there was worry it wouldn’t work. ABS 8 meant both

OCTOBER 2022 MOTORTREND.COM 27

FEATURE I Pikes Peak Hill Climb

SOME SAY A “REAL RACER” HAS EXCUSES LINED UP AND READY TO GO. I HAD SEVERAL.

28 MOTORTREND.COM OCTOBER 2022

traction and stability controls had to be on, which really affected the little sports cars. At the starting line 9,380 feet above sea level, the rear-drive Clubsports make about 360 horsepower instead of their rated 420 hp. By the 14,115-foot peak, power is down to 252 hp. With the traction and stability nannies on, any bit of slippage results in the computer braking the car, robbing us of precious momentum.

Had it been a normal wet day, I’m confident I would have rotated the switch back to ABS 3 after the first few corners and hit the buttons to turn everything off, damp pavement be damned. But the fog was brutal. See, my friends? The mountain doesn’t care.

The GT4 Clubsport retains the regular GT4’s launch control. At the start, I held the revs for a couple of seconds, dumped the brakes, and not much happened. With traction control on and grip levels lower, the poor Cayman lurched off the line, and I wasn’t too happy. Fortunately, a great launch isn’t crucial, as the clock doesn’t start until you go through the timing gates.

Sure, getting there quicker is better, but a poor launch wasn’t fatal.

Off the line you travel straight for about 100 feet and then yank the wheel hard left for the first of 156 corners. It was at that moment I came to the horrible realization that I could not see the second one. It was buried in fog. Only 154 more to go.

Some say a “real racer” has excuses lined up and ready to go. Here are mine.

First, I simply could not see. Some 75 percent of my run up the mountain happened in fog. In the brief moments when the fog broke—essentially the second half of the bottom section through Glen Cove and three corners after it—I was in an unnecessary wet mode with the electronics slowing things down. Again, had I been more seasoned, I would have had the presence of mind to dial down the ABS, but it was my first run. That’s the other crazy thing about Pikes Peak—if you’re a rookie, the first time you run the entire course is on race day. There was approximately a half mile of track I’d never driven at speed. And most of that was buried in fog.

An example of inexperience as an excuse: A hairpin called Double Cut skirts a big pile of rocks. Like most hairpins on Pikes, it’s a first-gear corner. However, the corner there is quite wide, while most of the others are tight and narrow.

As a result, I overcooked it a bit, the rear stepped out, and the nannies came down like a blast shield. It felt as if the car was shutting itself down. Being a greenhorn, instead of realizing what was happening, I

COURTESY: BROADMOOR PIKES PEAK INTERNATIONAL HILL CLIMB

Left: The view from inside author Jonny Lieberman’s GT4 Clubsport. Right: Lieberman with Porsche Colorado Springs owner Joe Brenner.

reflexively pulled second gear. With the GT4 Clubsport’s long second gear, if the rear starts to slide around with the electronics off, you simply pull for second, and the drop in revs acts just like traction control. Thing is, if you’re barely moving in the first place, shifting to second gear compounds the problem, so I went from slow and listless to essentially stopped.

I just didn’t have the mental presence to switch the computers off.

Despite the handicap, in my mind I was still pushing hard right up until I was about a mile from the summit. That’s where you’ll find a corner my coach, Pikes Peak hall of famer and 19-time driver Jeff Zwart, calls Talladega. It’s a long, fast, banked sweeper; despite being at nearly 14,000 feet, it’s a damn fast, relatively bump-free corner.

(Frost-damaged, lumpen pavement is a dangerous fixture of the upper section.)

I had a vague idea I was in the middle of Talladega when the fog briefly broke, and I realized I was about 100 feet ahead of where I thought I was. Danger! Danger!

Bells started going off in my head. I saw my kid’s face. It was over. Nadeau could have fourth place. I gave up at that point, whoaing it down and hoping to achieve just one of my two goals: Make it to the top. I wasn’t disappointed in that moment—more relieved to not be

racing blind in one of the most dangerous motorsports events in the world.

I took the checkered flag without incident or much emotion. I’d done it, and I was proud to be at the summit. I’d driven a race car to the top of Pikes Peak.

That is mine forever. Once past the finish line, I sat in my car for several minutes, soaking everything in as Zwart advised.

Bittersweet. That was the feeling and how I’d characterize the race. I walked into the Summit Visitor Center to grab a doughnut (laypeople know Pikes Peak as the race to the clouds; racers call it the race to the doughnuts) and plopped myself down among the other competitors, each of them feeling the same way.

Happy to be alive and on top, sure, but mostly robbed of what could have been.

Fog, it turns out, is just the worst.

“I had it twice as bad as you!” a visibly agitated Randy Pobst said. Poor Pobst was on pace to win his class in his Unplugged Performance Tesla Model S Plaid. He’d set the best times in the bottom and middle sections of the Exhibition class, but when he got to the upper third, his windshield fogged up. He was

running the defroster, but the fan was set too low, and the controls are buried in the Model S’ screen—not something you can mess with during a race. Pobst had to loosen his belts so he could lean forward and wipe off the windshield with his glove. David Donner wound up coming in first in that class in a nearly stock Porsche 911 Turbo S. Pobst was gutted.

We all were gutted. Even Donner. I’d never been up top on race day before.

Those who had assured me the mood was joyous in a typical year. This day?

Just sour and down. Everyone had an anecdote like mine, losing themselves in the fog then forcing a correction when a moment of clarity revealed their true location. Blame the weather, blame bad luck, hell, blame God. Just don’t blame the mountain, for it simply does not care.

As for me, I still came in fourth; George Hess—who is quicker than me— dropped a wheel and blew a tire. Nadeau kicked my ass by about 30 seconds, as he’s a braver man than I, and came in third. Next year? Oh, you’d better believe there will be a next year. Unlike the mountain, I care. Q

Now called Evo Corner, this portion of the route is the site of one of the most infamous crashes in more than a century of Pikes Peak. It’s far less dangerous on a sunny day.

OCTOBER 2022 MOTORTREND.COM 29

COVER STORY

WORDS MOTORTREND STAFF

2023 MOTORTREND NEW CAR BUYER’S GUIDE ith literally hundreds of models on the new car market today, it would be insane to track every last one of them. Yet that’s exactly what we do year-round in our online Buyer’s Guide, because we’re a little crazy. We’re also passionate and want to help people make smarter buying decisions. That’s why we always strive to deliver the most thoughtfully presented info, insightful perspective, and useful tools for consumers on their way to the dealership as well as for the curious enthusiast virtually kicking tires.

W

30 MOTORTREND.COM OCTOBER 2022

The industry’s rapid evolution doesn’t make things easy. It seems we hear news about a new hybrid, plug-in hybrid, or electric car every week, but there’s tons of activity beyond those electrified options, too—on the next 41 pages, you’ll see what we mean.

Parts shortages and fluctuating market conditions have dramatically affected the car world, and our Buyer’s Guide is here to help.

Once you’re ready to continue your automotive discovery, head to MotorTrend.com/cars for the latest rankings and details on your favorites.

Need more detail than what we could fit in print?

Scan these codes with your phone to read our online buyer’s guide with full specs on every make and model.

OCTOBER 2022 MOTORTREND.COM 31

2023 BUYER’S GUIDE

INTEGRA

ACURA INTEGRA It’s back! After being absent for more than a decade, the Integra replaces the ILX as the gateway to the brand. In typical Honda/Acura fashion, the Integra is almost a carbon copy of the concept we saw last year, and it returns to the fold with a history of performance. With the new Acura competing against the MercedesBenz CLA, Audi A3, Cadillac CT4, and BMW 2 Series Gran Coupe, the company aims to score a bigger slice of the entry-level sedan pie.

Mechanically, everything from the strut towers down is a copy of the Civic Si, but Acura’s engineers made changes to several chassis parts to give the car its own identity. Designers also made sure the Integra doesn’t look like a Civic; the models share zero sheetmetal.

Paying homage to previous Integras, the 2023 version is available only as a four-door hatchback—another differentiator from the Civic Si, as the sporty Honda is available only in sedan form.

From inside, however, it’s easier to tell the Integra is based on the Civic. Its wide dashboard, HVAC controls, screen, and digital instrument cluster are lifted from the Honda. And although the Integra’s air vents have a different pattern and are shorter, it’s easy to see their roots. Despite these shared parts, the Acura feels premium: The quality of materials used throughout the interior is a step above what you find in a Civic. Meanwhile, the car is outfitted with up-to-date technology, and the hatchback design imbues the Integra with more cargo room (though rear headroom is limited given the sharp roofline drop). In fact, it boasts more cargo space than even the Civic Hatchback, thanks to being 6.8 inches longer overall.

The familiar 1.5-liter turbo-four from the Civic Si delivers 200 hp and 192 lb-ft of torque to the front wheels. A continuously variable transmission is standard, and a six-speed manual is optional. Given its additional mass, the Integra is a little slower than the Si, hitting 60 in 7.7 seconds in manual form to the Si’s 7.1 seconds. Need more oomph?

Acura hasn’t confirmed an Integra Type S is on the way, but given the Type S subbrand expanded to the NSX, TLX, and MDX models, we’d be surprised not to see the coveted badge return on the Integra.

RDX Acura gave the RDX a mild update for 2022, enhancing its interior and exterior to keep it fresh. A new Diamond Pentagon grille, a front fascia with larger and functional air vents, and new wheels complement the exterior styling. Inside, the RDX now comes standard with wireless Apple CarPlay and Android Auto, a 7.0-inch screen for the instrument cluster, and a digital speedometer.

Things remain the same mechanically; the 2.0-liter four-cylinder turbo makes 272 hp and 280 lb-ft of torque coupled to a 10-speed automatic transmission.

CARRYOVER MDX, TLX DISCONTINUED NSX

RDX

ALFA ROMEO

TONALE

TONALE The 2023 Tonale SUV is the brand’s first electrified vehicle. Alfa will offer the small crossover with a 2.0-liter turbocharged I-4 gasoline engine or as a plug-in hybrid when it goes into production in late 2022, for sale in the first quarter of 2023.

The Tonale PHEV is the higher trim and performance model. It combines a 1.3-liter turbocharged I-4 engine with a 15.5-kWh battery and a 90-kW electric motor, generating 272 hp and 30 miles of electric range, teamed with a six-speed automatic transmission. The conventional Tonale generates 256 hp and 295 lb-ft and has a nine-speed automatic. Both versions are all-wheel drive.

Tonales feature the latest Uconnect 5 infotainment system, large screens, standard wireless Apple CarPlay and Android Auto, wireless charging, and a full suite of driver assistance systems, including Level 2 autonomy with Traffic Jam Assist.

Orders open in Q4 this year; Alfa has not announced pricing for the three trims available at launch. Expect to pay $37,000–$45,000.

GIULIA To keep the lineup fresh until the brand goes full EV with five models by 2028, Alfa is adding Estrema and Lusso special editions for the 2023 model year, alongside the four existing trims. Estrema is based on the top Veloce trim and bridges the step to the highperformance Quadrifoglio by making adaptive suspension and a limited-slip differential standard. Lusso is an upgrade of the Ti trim with exclusive leather and a standard 14-speaker Harman Kardon audio system. The new offerings feature the existing 280-hp, 306-lb-ft 2.0-liter turbofour and eight-speed automatic transmission.

STELVIO The compact SUV also adds Estrema and Lusso special-edition models for 2023.

Details are the same as they are for the Giulia.

TONALE

ASTON MARTIN

VANTAGE

VANTAGE Aston Martin hasn’t updated its regular Vantage beyond the options available through its Q customization shop, but it did shove in the marque’s 5.2-liter twin-turbo V-12 boasting 690 hp and 555 lb-ft of torque. Sadly, it’s only shipping 333 units as a fun farewell to the family V-12, on its way out by decade’s end. Naturally, all 333 are spoken for.

DBX A 697-hp version called the DBX707 is new for this year. Its claimed 0–60 time of 3.1 seconds charts it as one of the quickest SUVs ever built, and thanks in part to that ability, Aston is convinced it could represent up to 70 percent of DBX sales—even with an eye-watering starting price of more than $239,000.

MINOR UPDATES DB11 CARRYOVER DBS

DBX707

AUDI A3 Extenuating circumstances somewhat hindered the latest A3’s rollout. Revealed in April 2020 and officially slated as a 2021 model, our first drive didn’t happen until October 2021, and our test team couldn’t put it through its paces until spring of 2022. But Audi’s entrylevel sedan is out now—consider it, perhaps, as a stylish indicator of the company’s return to business as usual.

To that end, Audi is already enhancing the essentially new-for-2022 A3, adding full LED headlights and soft-touch armrest upholstery across the range. The Premium Plus trim level gets extended interior ambient lighting and gray wood trim. Two-tone 18-inch wheels come with the Black Optic Sport package. A wireless charging pad is now part of the Convenience package. On the Premium trim, Audi makes adaptive cruise control available for a recurring fee—indicative of a contentious strategy automakers seem keen to employ.

As expected, the zippy S3 and rambunctious RS3 followed the A3, technically as 2022 models but

S6

effectively newly available for 2023. On the S3, updates mirror those seen for the A3’s Premium trim and Convenience package.

The new RS3 boasts widebody styling and a snorty turbocharged I-5. But its torque-vectoring rear differential is its most appealing feature, delivering outstanding handling balance and adjustability depending on which mode you set it to.

A5 The standard A5 sees minor color, trim, and package updates for 2023. Sport-inspired S Line exterior styling is now included on the A5 Cabriolet. On the high-performance RS5, a new Competition package is available. It makes the car louder and lighter via a unique exhaust system and reduced sound deadening. A manually adjustable coil-over suspension lowers the ride height by up to 0.8 inch. Stiffer anti-roll bars, a quicker steering ratio, and an improved rear differential promise sharper handling, enabled further by Pirelli P Zero Corsa tires. The ABS system is retuned, and Audi adds carbonceramic brake rotors up front. Inside, trim details done in red, black, and carbon fiber are unique to the RS5 Competition. The package goes for $16,100.

A6 Changes focus primarily on the S6, which receives an updated engine. It remains a 2.9-liter twin-turbo V-6 producing 444 hp, but it’s now equipped with an electric motor that spins a small turbine to build boost more quickly and sharpen throttle response.

Audi introduces a new Premium trim as a more approachable entry point to S6 ownership. The high end becomes higher, too, by way of the S6 Design Edition, offered in exclusive Arrow Gray paint.

Whether you choose that color or another, the S6 Design Edition wears a black roof, red-painted brake calipers, 21-inch wheels, and dark chrome exterior trim details.

A7 The updates largely mirror those seen on the A6. Most noteworthy is the S7, which like the S6 receives an enhanced twin-turbo V-6 engine, an entry-level Premium trim, and the stylish Design Edition available in Arrow Gray paint.

A8 Refreshed for 2022 with an updated grille and more distinctive exterior LED lighting elements, the A8 receives minor updates to its options for 2023. The Executive package includes a remote parking system that allows the driver to exit the vehicle then maneuver it into and out of parking spaces using a mobile app. Dazzling matrix LED headlights become part of the Comfort Plus package.

On the S8, remote parking capability likewise becomes available via the Executive package. Upgraded leather upholstery with geometric contrast stitching is added as standard. The predictive adaptive suspension system, though offered for the S8’s

RS3

OCTOBER 2022 MOTORTREND.COM 33

E-TRON GT

2022 update, deserves another mention for its uncanny ability to erase road imperfections and sharpen the handling abilities of this long-wheelbase executive express.

E-TRON GT The previously optional body-color grille is now standard on Audi’s flagship EV, as are 20-inch wheels, a Bang & Olufsen audio system, an integrated toll transponder, and a second charging port on the passenger side. The Performance package adds summer tires.

Extended interior ambient lighting and heated rear seats are integrated with the Executive package. On the Prestige trim, new 21-inch wheels become available. Additionally, the RS E-Tron GT features matte carbon-fiber interior trim. A new carbon-ceramic brake option with gray-painted calipers is available, part of a package that brings distinctive 21-inch wheels.

Q7 The entry-level engine, badged 45 TFSI, gets more powerful. It remains a 2.0-liter turbocharged I-4 but gains mild hybridization for a total output of 261 hp, an increase of 13 hp; torque is unchanged at 273 lb-ft.

Upgraded LED headlights are included on the Q7 45 TFSI Premium Plus trim and standard on the V-6-powered Q7 55 TFSI. Adaptive cruise control and lane keep assist now come in the Convenience package on 45 TFSI and 55 TFSI models in Premium trim. Upholstery and color choices also change depending upon specification.

On the sporty SQ7, 22-inch wheels are offered in light or dark finish, either way shod with summer tires. The SQ7 Executive package adds dual-pane sound-deadening glass.

Q8 Animated LED headlights with washer nozzles become standard on the Q8 and SQ8. The Premium trim’s Convenience package now includes adaptive cruise control with lane keep assist. Stepping up to Premium Plus and choosing the Executive package nets dual-pane glass. Remote parking functionality is added to the Prestige trim.

Depending upon configuration, interior leatherette upholstery and new paint colors become available.

The mighty RS Q8 gets power rear sunshades and extended Nappa leather interior upholstery as standard. Remote parking functionality becomes part of the Executive package.

R8 Audi’s mid-engine icon carries over unchanged for 2023 as we await the arrival of its potential all-electric successor, likely previewed by the PB18 E-Tron concept of 2018.

MINOR UPDATES A4, E-Tron/E-Tron Sportback, Q3, Q5/Q5 Sportback, TT CARRYOVER Q4 E-Tron/Q4 E-Tron Sportback DISCONTINUED TT RS

BENTLEY BENTAYGA An extended-wheelbase model comes online as Bentley’s new flagship, catering to titans who miss the palatial rear quarters of the discontinued Mulsanne sedan. The Bentayga is even roomier, however, thanks to the additional 7.0 inches wedged between the wheels, which necessitated more than 2,500 new parts. Special touches include power-closing rear doors, a unique grille, EWBexclusive wheels, and rear seats that automatically react to your body BENTAYGA EWB

34 MOTORTREND.COM OCTOBER 2022

CONTINENTAL GT MULLINGER

temperature to activate the heating or cooling. Power comes exclusively from Bentley’s 542-hp twin-turbo V-8, as the marque reserves the W-12 for the Bentayga Speed. Prices start north of a quarter mil.

CONTINENTAL GT/GTC The quintessential modern Bentleys, the GT family adds a Mulliner coupe and S coupe and convertible. The Mulliner is the new topper to the Continental range, combining the performance and hardware of the Speed with the comfort of the opulent Azure trim. A 650-hp W-12, quilting with precisely 712 stitches per diamond, and a top speed of 208 mph are among the many, many highlights. Further down the range, the twin-turbo V-8-powered S versions bring a blacked-out, sportier look to the table, with the only new performance piece being a sport exhaust.

FLYING SPUR The S treatment comes to the Flying Spur, too, available on models with the turbo V-8 or the V-6-based hybrid powertrain. The package includes four-wheel steering, adaptive dampers, darkened exterior treatments, unique 22-inch wheels, red brake calipers, and special interior embroidery.

BMW

M4 CSL

2 SERIES Last year’s redesigned 2 Series coupe offered many improvements—and without BMW’s controversial new grille treatment. Now BMW is fleshing out the lineup with a newly available all-wheel-drive 230i and rear-drive M240i. Once those enter production, all 2023 2 Series variants will gain the fancy BMW Curved Display, as seen in the iX, as standard. A new M2 based on the 2 Series’ revised chassis is coming. Based on our drive of the prototype, it should be an enthusiast’s dream, offering a manual transmission and a mildly detuned M3/M4 engine, a similar formula to the phenomenal previous-generation M2 Competition.

M3/M4 After last year’s significant addition of all-wheel drive—a first for these M twins—changes for 2023 are relatively minor. The most notable, at least for Americans, is the addition of the awkwardly named 2023 BMW M3 Edition 50 Jahre BMW M, limited to 500 units for North America and painted in some of the most fantastic shades offered on historic M3 models. It comes loaded with carbonfiber goodies and high-end equipment like the Executive and Parking Assistance packages, Icon Adaptive LED headlights with Laserlight, carbon-fiber interior trim, wireless device charging, and M Shadowline headlights. Buyers can only choose the paint and brakecaliper color and whether to pay extra for the M carbon-ceramic brakes or the M carbon bucket seats.

Our European friends will finally be able to enjoy a model that M fans have been wishing for: the first-ever M3 wagon. The M3 Touring packs the all-wheel-drive powertrain from the Competition model, good for 510 hp and 479 lb-ft of torque and paired with an automatic transmission.

The M4 isn’t forgotten, getting its own very special model for 2023: the CSL. Those three legendary letters from the M Division’s past mean the M4 CSL is lighter (by 240 pounds) and more powerful (by 40 hp); it also gains unique chassis tuning and lots of special touches.

BMW will produce 1,000 examples. Outside of these special models, all M3 and M4 versions will now adopt the BMW Curved Display.

2023 BUYER’S GUIDE

3 SERIES

3 SERIES For 2023, the 3 Series receives a sporty makeover, highlighted by new exterior styling and some interior feature enhancements. The overall look is cleaner, with a smoother front fascia and slimmer, tidier headlamps, enhanced by the now-standard Shadowline dark trim.

Those who prefer brightwork can option the previously standard Satin aluminum exterior trim at no cost. New 18-inch wheel designs are standard on the 330i, 330e, and M340i models.

Inside, all 2023 3 Series variants gain BMW’s Curved Display running Operating System 8. Additionally, slimmer vents and a new gear selector further freshen up the interior. Voice commands can now prompt the car to do some interesting things, like operate the climate control and open or close the windows and sunroof.

The mild hybrid M340i distinguishes itself from the rest of the range with more than just its performance-oriented hybrid system. It not only gets a new look (including larger air intakes, a mesh grille, trapezoidal exhaust tips, and a body-colored rear spoiler) but also adds new heritage BMW Motorsport roundels in tribute to the legendary 3.0 CSL, to celebrate BMW M’s 50th anniversary. The 3 Series’ powertrains carry over unchanged.

7 SERIES BMW’s flagship has been and will continue to be the 7 Series— even as SUV models like the iX achieve prominence in the lineup. For 2023, the 7 Series is all-new and very distinctive, to be charitable. But it’s the split headlamp arrangement that indicates it’s at the top of the BMW heap, a design detail shared with its SUV counterpart, the X7.

The internal combustion 7 Series salvo consists of two models: the 760i xDrive (536 hp, 553 lb-ft from an all-new V-8 engine) and 740i sDrive (375 hp, up to 398 lb-ft courtesy of a Miller-cycle turbo I-6 paired with a 48-volt mild hybrid system).

The new 7 is wider, riding on larger wheels (the M Sport package is standard on the 760i and 740i, optional on the i7, and features 20- or 21-inch M wheels). A reworked suspension with standard adaptive air suspension and electronically controlled dampers improves handling and comfort. All-wheel steering is standard on the 760i and optional on the 740i.

The interior experience is theatrical in more than one sense of the word. A massive, curved display dominates the sculpted, futuristic dashboard, and the optional $4,750 Theater package mounts a 31.3-inch, 8K touchscreen with Amazon Fire TV tech in the roof for the rear-seat occupants. The tech content isn’t just for visuals; there’s a huge suite of active safety features (such as the optional Highway Assistant, which provides hands-free driving at up to 80 mph), just as you’d expect from the German marque’s top offering. i7 More than just a powertrain variant of the all-new 7 Series, the i7 is also an insight into the company’s EV strategy. It is firmly and directly related to its sister sedans, giving 7 Series buyers the comfort of choosing how much electrification to purchase. But the i7 is also very much its own thing, swiping much of its powertrain from the standalone iX and cramming in 101.7 kWh of usable battery capacity.

i7

OCTOBER 2022 MOTORTREND.COM 35

2023 BUYER’S GUIDE

X1

XM

Speaking of the iX’s powertrain, the innovative electric motor design (which doesn’t use rare earth metals) and healthy stats (536 hp and 549 lb-ft) provide more than adequate acceleration and range. BMW says the i7 hit 60 mph in 4.5 seconds and deliver up to 300 miles of range.

The car is otherwise very similar to the internal combustion 7s, offering the same curved display, interior options (like the rear-seat theater setup), and tech features, with some cosmetic differences. The primary content differences are that the M Sport package is optional (it’s standard on the ICE 7s), as is the M Sport Professional, the latter offering M Sport brakes, black or blue calipers, a small rear spoiler, and extended Shadowline trim on the grille—which, perhaps mercifully, precludes the massive grille from lighting up.

X1 The X1 is all-new this year, adopting an adventurous look and growing slightly in all dimensions. Although mechanically like its predecessor, the 2.0-liter turbo I-4 engine adopts the Miller combustion cycle and gains some power (now 241 hp and 295 lb-ft), routed through a new seven-speed dual-clutch transmission to all four wheels. For the first time, 20-inch wheels are available.

Suspension updates help with steering feel and highway tracking. An optional Driving Assistant Professional feature offers a hands-free mode in certain conditions at less than 40 mph. Active Blind Spot Detection is now standard, a welcome feature for many buyers.

Like many other recently revised BMWs, the X1 features the Curved Display running Operating System 8, an all-touch system that gives BMW’s smallest SUV a serious pop of premium. It also gains the company’s toggle-style shifter.

X7 Where the 7 Series goes, apparently, the X7 follows. The split headlight arrangement and a version of the massive, blocky conjoined kidney grilles (which are also illuminated, so you won’t be able to miss them) now grace the big SUV’s mug. Nor will you miss the optional, enormous 23-inch wheels, a BMW first.

Under the hood, there’s more of what counts. The revised 3.0-liter turbocharged I-6 in the xDrive40i is new to the X7 and uses the Miller cycle, making 40 horses more than last year’s I-6. The 4.4-liter turbo V-8 in the M60i now features a 48-volt mild hybrid system, though power figures are unchanged from last year’s M50i model. The top-dog XB7 gets a new 4.4-liter twin-turbo V-8 that now produces 630 hp (an increase of 18 ponies) and 590 lb-ft. All X7s get a new

eight-speed automatic, and they continue to use adaptive air suspension on both axles.

BMW’s Curved Display makes another appearance in the X7, set in an avant-garde dash that is a little blockier than the one found in the 7 Series. Surfaces normally trimmed in leather on the xDrive40i adopt a leatherlike vegan Sensafin material as standard (regular leather is optional); the M60i comes with standard Extended Merino leather.

XM How do you top a range stuffed with big, bold ideas? Build a big, brash SUV that pairs cutting-edge powertrain tech with the appointments to match—and most important, aim it right at the biggest players you can find. The XM will be a statement, both stylistically and in practical terms. BMW is gunning for the ultraluxurious SUV set, giving the rest of its range some distance by making the XM exclusively an M Division product and pricing it far above today’s M lineup.

The XM will be a hybrid, powered by the familiar 4.4-liter twin-turbo V-8 paired to an electric motor mounted in the ZF-supplied eightspeed transmission. Performance will come in two flavors, with the base version producing 644 hp and 590 lb-ft of combined system output and the fully uncorked XM making a monumental 750 hp and 738 lb-ft.

Handling will be bolstered by adaptive dampers and 48-volt active anti-roll bars, but don’t expect air suspension—it can’t meet the M Division’s handling requirements. Stops come courtesy of 20-inch brake rotors gripped by six-piston calipers up front and 19-inch rotors with four-piston units in back, behind wheels sized at 22 or 23 inches.

A focus on comfort—in addition to pace—means much of the XM concept’s loungelike rear cabin will carry over to production.

Z4 The Supra-twinned Z4 roadster is heading for an update early next year, though it’s not yet clear if it will launch as a 2023 or 2024 model.

Expect the usual midcycle trims and tweaks to the styling, features, and powertrains, but one rumored update is a big one: The heretofore auto-only Z4 might adopt the six-speed manual transmission that just became available in the Toyota. What’s more, the gearbox may be a U.S. exclusive.

MINOR UPDATES 5 Series, 8 Series, i4, iX, M5, X2, X3, X4, X5, X5 M, X6, X6 M CARRYOVER 2 Series Gran Coupe, 4 Series, 4 Series Gran Coupe

X7

36 MOTORTREND.COM OCTOBER 2022

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SEPTEMBER 30-OCTOBER 2

TEXAS NHRA FALLNATIONALS - DALLAS, TX

OCTOBER 13-16

NHRA NEVADA NATIONALS - LAS VEGAS, NV

OCTOBER 27-30

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NOVEMBER 10-13

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CHIRON L’ÉBÉ

BUGATTI CHIRON The Chiron is due for replacement soon by, well, whatever Bugatti has up its sleeve. What it will be isn’t yet clear; the company, recently purchased from VW by Rimac, is keeping the form and details of its next model secret. In the meantime, special editions keep the lights on at Bugatti’s Molsheim atelier. The most recent three examples—one regular Chiron and two Sports—go by “L’Ébé” in honor of Ettore Bugatti’s oldest daughter of the same name. They’re the final versions of the Chiron to be delivered in Europe and are turned out spectacularly with art deco style. Highlights include 24-karat gold badging and details, blue-tinted carbon-fiber body panels, door cards decorated with images of top Bugatti sports cars throughout history, and L’Ébé’s signature on the underside of the active rear wing.

CADILLAC

BUICK

WILDCAT EV CONCEPT

ELECTRA Buick has two compact electric SUVs on tap. They feature the same wheelbase, but one is sportier, more sedanlike, and geared to singles and couples. The second model sits higher and has more cargo room for families. One will hit the market next year; Buick hasn’t confirmed which one. Our money is on the family-oriented SUV. All future electric Buicks will have Electra in their name, followed by an alphanumeric designation. Buick hasn’t released images, but the Wildcat EV concept previews the new look. Expect optional hands-free driver assist.

MINOR UPDATES Enclave CARRYOVER Encore GX, Envision DISCONTINUED Encore

LYRIQ

LYRIQ The Lyriq is Cadillac’s first all-electric vehicle. Built on GM’s Ultium EV architecture, it comes in both rear- and all-wheel-drive versions powered by a single rear or dual front and rear motors good for 340 or 500 hp. They can carry the luxury SUV up to 312 miles on a charge. Interestingly, the Lyriq forgoes air springs and active dampers in favor of finely tuned steel springs and passive dampers.

Like the Escalade, the Lyriq features a 33-inch curved OLED screen spanning half the dash and incorporating the instrument cluster and infotainment screens. It also offers Super Cruise, Cadillac’s handsfree highway driving assist system. Outside, the concept car looks are accentuated by a flashy light show performed by the running lights, turn signals, headlights, taillights, and light-up badge.

The Lyriq’s most impressive attribute, though, is its $63,000 starting price, which handily undercuts similarly sized EV competition from Audi and Jaguar while offering significantly more range. It’s also less expensive than a Tesla Model Y while delivering almost as much range and significantly more luxury features.

2023 Lyriqs are sold out thanks to a preorder program, but Cadillac has opened its order books for 2024 models, which will go into production this coming spring. Customers can also purchase a home charger installation and two years of unlimited charging at public EVGo charging stations.

ESCALADE Cadillac has finally built an Escalade-V after years of watching German luxury automakers put big engines and brakes

ESCALADE-V

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2023 BUYER’S GUIDE

CORVETTE Z06

in massive SUVs and reaping big profits. The Escalade-V comes in hot with a 6.2-liter supercharged V-8 making 682 hp and 653 lb-ft of torque, routing power through a 10-speed automatic and full-time active AWD with a standard limited-slip rear differential. Cadillac says that’s enough to get the V to 60 mph in just 4.4 seconds.

Massive six-piston Brembo calipers up front help to slow the big truck, which rides on 22-inch wheels. The Escalade-V comes standard with adaptive air springs and Magnetic Ride Control 4.0 adaptive dampers.

Like other Escalades, the V-Series comes with a giant 38-inch OLED screen that reaches from the driver’s door to the middle of the dash; it incorporates the instrument cluster, infotainment screen, and other controls. The V is available with Super Cruise hands-free highway driving assistance. The new model also gets visual changes to its front and rear to assert its dominance over other Escalades— and other full-size luxury SUVs—along with variable exhaust valves to adjust the volume and tone depending on drive mode.

Big power costs big money, so the Escalade-V starts at $153,000.

Other models are mostly unchanged for the 2023 model year, with updates limited to new paint colors and a digital owner’s manual incorporated into the big screen.

MINOR UPDATES CT4, CT4-V, CT4-V Blackwing, CT5, CT5-V, CT5-V Blackwing CARRYOVER XT4, XT5, XT6

CHEVROLET BLAZER Four years into its incarnation as a front-drive-based crossover, the Blazer gets a proper face-lift for 2023. Updates include the front fascia and grille styling; new LED headlamps, daytime running lights, and taillamps; new 18-, 20-, and 21-inch wheel designs; and three new paint colors. Inside there’s a bigger 10.0-inch infotainment screen, a newly available “Nightshift Blue” color scheme for RS models, and expanded availability of driver assist systems like adaptive cruise control.

BLAZER EV The 2024 Chevrolet Blazer EV shares nothing but a name and design ethos with the conventional Blazer. Design-wise the SUV keeps the edginess of the current Blazer with a little Camaro and Corvette tossed in. It rides on GM’s Ultium electric vehicle platform, and the wheelbase grows 9.1 inches to fit a large battery. There are no shared components or sheetmetal with the current Blazer. The Blazer EV will be offered with a choice of motors and three

battery sizes. Interestingly, the Blazer EV is available with front-wheel drive, rear-wheel drive, and a choice of basic or performance AWD. It comes in 1LT, 2LT, RS, and SS trims, as well as a Police Pursuit Vehicle based on the SS. The SS comes with performance AWD, produces 557 hp and 648 lb-ft of torque, and boasts a range of 290 miles. That puts it in the hunt with sporty e-crossover competitors like the Ford Mustang Mach-E GT and the Tesla Model Y Dual Motor Performance.

COLORADO Introduced for 2015 and face-lifted in 2021, the Colorado is due for a major overhaul for 2023. It should include comprehensive exterior restyling, a revamped interior, and a revision of the current Colorado’s chassis. Rumors suggest today’s three-engine, two-transmission powertrain roster will be pared back to a single choice in the form of the 2.7-liter turbo-four engine from the Silverado mated to a 10-speed automatic transmission. We like this engine in the larger truck, where it produces more power than the Colorado’s 3.6-liter gas V-6 and more torque than its 2.8-liter diesel. Rear- and four-wheeldrive options will be offered, as will the off-road ZR2 package. Expect interior upgrades to follow the 2022 Silverado’s lead (we hope they go further), incorporating a new, larger infotainment screen powered by the Google Automotive platform. Today’s lineup of work truck, LT, and ZR2 Colorados might be augmented with RST and Trail Boss models, with the possibility of a luxurious LTZ or High Country.

CORVETTE The mid-engine C8 lineup gets the first of several anticipated performance variants: the Z06. At its heart is a high-tech, handbuilt, race-bred, LT6 5.5-liter naturally aspirated V-8 with a flat-plane crankshaft that sends 670 hp and 460 lb-ft to the rear wheels through an eight-speed twin-clutch automatic transmission and shorter

BLAZER RS

OCTOBER 2022 MOTORTREND.COM 39

2023 BUYER’S GUIDE

EQUINOX EV

5.56:1 axle ratio. The Z06 comes configured for enthusiastic touring, but select the Z07 performance package of aero, chassis, brake, and tire upgrades if you’re looking to enjoy your Corvette at weekend track days.

Whichever mission you intend for your Z06, be sure to custom order it, choosing from among the 12 exterior, seven interior, and six seat belt and brake-caliper colors available to make it your own.

EQUINOX EV On sale late next year, the electric Equinox—like the Blazer EV—will ride on the Ultium platform, sharing little or nothing with the combustion counterpart it will be sold alongside. Its price target near $30,000 will illustrate the platform’s immense bandwidth, the top end of which is represented by the $110,395 GMC Hummer EV. The Equinox EV’s design borrows little from its gas-powered namesake, adopting new cross-car lighting signatures front and rear along with Chevy’s newer “floating” roof and sharkfin C-pillar. Interior renderings indicate Super Cruise will be available (presumably on variants costing considerably more than $30,000). Expect both fleet and retail variants, and initial trim offerings are said to include LT and RS. SILVERADO EV Chevy’s electric Ultium-platform pickup is the more affordable, practical, less flamboyant sibling of GMC’s Hummer EV “supertruck.” Commercial-oriented 510-hp/615-lb-ft AWD work-truck

40 MOTORTREND.COM OCTOBER 2022

variants capable of towing 8,000 pounds or carrying 1,200 pounds will hit the road in mid-2023 priced at $41,595. These will be followed by a fleet model that can tow 20,000 pounds. In the fall of 2023, loaded RST First Editions will arrive packing 664 hp and 780 lb-ft, fourwheel steering, adaptive air suspension, a Multi-Flex Midgate like that of the 2002–13 Avalanche, a fixed glass roof, and Super Cruise that works when towing a trailer. That model is expected to cost $105,000, but soon all that gear will become optional, allowing retail buyers to build less extravagant trucks priced between $50,000 and $80,000.

All Silverado EVs will be offered only as a four-door crew cab with an eTrunk (a frunk with charging outlets) and a 5-foot-11-inch bed that can expand to 9 feet with both the midgate and the optional Multi-Flex Tailgate opened. Early versions with the 200-kWh battery pack are expected to provide 400 miles of EPA range, though Chevy will eventually offer smaller packs. As with the Hummer EV, 350-kW DC fast charging promises to add 100 miles of range in 10 minutes. An onboard PowerBase charging system features 10 outlets capable of delivering a combined total of 10.2 kW of AC power—that’s up to 42 amps of 240-volt power, enough to buddy-charge another EV. MINOR UPDATES Bolt EV, Bolt EUV, Camaro, Suburban, Tahoe, Trailblazer, Traverse CARRYOVER Equinox, Express, Silverado, Silverado HD DISCONTINUED Spark, Trax

CHRYSLER CARRYOVER 300, Pacifica, Pacifica Hybrid

DODGE HORNET Dodge resurrects the Hornet name for a new small SUV. Sporting mini-Durango styling and based on the same platform as the new Alfa Romeo Tonale, the Hornet should also borrow the Alfa’s powertrains. That means likely front- or all-wheel-drive options with either a 272-hp plug-in hybrid setup using a 1.3-liter turbo I-4 engine, a 90-kW electric motor, and a 15.5-kWh battery or a 256-hp 2.0-liter turbo I-4 gas engine. The Tonale’s non-PHEV hybrid option is also a possibility. Dodge barely reskins the Alfa’s interior, so it’ll also have Uconnect 5 infotainment and a sporty vibe.

CARRYOVER Challenger, Charger, Durango

SILVERADO EV

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2023 BUYER’S GUIDE

296 GTS

FERRARI 296 GTB/GTS Ferrari’s new mid-engine sports car was covered in last year’s guide, as we thought we would see it on streets earlier in 2022.

Instead, it lands in customers’ hands this fall with a sizzling plug-in hybrid twin-turbo V-6 powertrain, the first Ferrari series production model to feature such a configuration. The 296 (the GTB is a coupe, the GTS has a retractable hard top) carries a 7.5-kWh battery pack that delivers up to 15 miles of electric-only driving range, but you don’t care about that. What you do care about is its huge total output of 818 hp. Combined with active aerodynamics and rearwheel drive, it provides a rare level of performance and thrills.

Oh, and don’t worry about the 2.9-liter six-cylinder failing to deliver the traditional Ferrari “experience.” Code-named F163, the engine features a wide-angle 120-degree vee, with fast-responding counterrotating turbochargers mounted between the banks feeding intakes on the outside of the cylinder heads. The wide-angle vee not only lowers the center of gravity by reducing the height between the tops of the cylinder heads and the forged crankshaft but also gives the engine a symmetrical firing order. As a result, the F163 spins smoothly to its 8,500-rpm rev limiter while generating similar third-order harmonics to that of a V-12, amplified into the cockpit via Ferrari’s patented “hot-tube” system. This setup shares noise from the exhaust before the hot gases hit the catalytic converters, which really does make it sound like a V-12. One full-throttle run is all you need to understand why Ferrari engineers took to calling the F163 the “piccolo V-12” during its development. And after taking our first drive in the car, we proclaimed it one of the greatest mid-engine Ferrari sports cars ever built.

Those who want a 296 GTB with even more edge can order the Assetto Fiorano package, which includes Multimatic track-tuned dampers, a revised aero setup that adds 22 pounds of downforce on the front axle, and lightweight pieces that reduce the overall weight by 33 pounds. Still not enough? You can select optional carbon-fiber wheels to cut even more mass. Prices start at $317,986 for the GTB and $369,650 for the GTS. CARRYOVER 812 Competizione, 812 Competizione A, 812 GTS, F8 Spider, F8 Tributo, Portofino M, Roma, SF90 Spider, SF90 Stradale DISCONTINUED 812 Superfast

FIAT CARRYOVER 500X

FISKER

OCEAN

OCEAN This upstart Austrian import from California-based Fisker is sized like a Model Y or Mustang Mach-E and is expected to deliver between 250 and 350 miles of range from a choice of lithium-ironphosphate (LFP) or nickel-manganese-cobalt (NMC) battery packs supplied by China’s CATL. Base front-drive, 250-mile Sport models with an attention-grabbing $37,499 starting price get the LFP pack, while the fancier Ultra, Extreme, and One variants (the latter, at $68,999, will account for the first 5,000 models produced) get the pricier chemistry and deliver the maximum range from what we believe will be an 80.0-kWh pack. Power ranges from 275 horses in the Sport to 540 or 550 hp in the pricier dual-motor AWD variants. Inside, Fisker goes for an eco-friendlier vibe, with virtually everything you touch having been diverted from a landfill.

All the above seems similar to other electric crossovers, but the Ocean does offer unique selling propositions. One is a choice of three panoramic glass roofs—fixed, sliding, and sliding with see-through solar photovoltaic circuitry that can supposedly add 1,500 miles of annual range for folks who park outdoors in the sunbelt. The next is California mode, which opens the pano roof then lowers the liftgate window and all six side windows. Then there’s the giant infotainment screen, which can rotate from portrait to landscape mode for watching videos when parked (as when charging). And finally, it offers a more generous warranty than most: six years/60,000 miles for basic coverage and roadside assistance, 10 years/100,000 miles for the powertrain and (75 percent retained capacity of) the battery, and 12 years/unlimited mileage for rust-through. It all must be working, as Fisker claims the Ocean is sold out through 2023.

OCEAN

42 MOTORTREND.COM OCTOBER 2022

ESCAPE

ESCAPE A 2023 face-lift aims to butch up a design that, to make room for its boxier Bronco Sport sibling, went ovoid and soft when the Escape was redesigned for 2020. To arrest a sales slide this design precipitated, an entirely new front end features angrier headlights joined by an LED light bar that runs between a new power-dome hood and a more angular and purposeful grille. The taillamps are also new, and inside we expect a larger central screen with improved Sync 4 functionality. Escapists should act soon, though, as CEO Jim Farley declared of the future, “We’re going to have passion brands. We’re not going to have commodity products like Edges and Escapes.”

EXPLORER As we go to press, Ford remains tight-lipped about the 2023 Explorer for North America, but the company teased photos showing two trim levels of the Chinese-market variant. They reveal revised lighting, grille designs, and fascias, and the hatch features a cross-car chrome strip. The photos also show a significantly redesigned interior that morphs the center screen from portrait orientation to a landscape format. U.S. orders will be taken starting August 11 for Chicago production, commencing in November—an interesting contrast to the Explorer’s largely unchanged Lincoln Aviator platform-mate, which began 2023 production in June on the same line.

EXPLORER

F-150 Ford’s top seller continues largely unchanged for 2023 except for the addition of a new off-road variant dubbed Rattler. It’s based on the XL trim and includes FX4 off-road-ready tires, shocks, and skidplates; it also adds a locking rear differential. The Ram TRX-fighting F-150 Raptor R also joins the lineup this fall, boasting a 700-hp, 640-lb-ft supercharged V-8 that should easily outrun the 750-pound-heavier Ram while also besting its payload and tow ratings (with 1,400 and 8,700, respectively). Pricing will start at a princely $109,145, with the only options being color and a pano roof.

F-SERIES SUPER DUTY The Super Duty was new for the 2017 model year, and a redesign is expected for 2023. It will likely bring revised front and rear styling while updating the interior and technology to echo previous upgrades to the F-150. Powertrain and chassis revisions should be less comprehensive, with 6.7-liter diesel and 7.3-liter gas V-8 engines carrying over, plus the possibility of the base 6.2-liter gas V-8 being axed. Revisions to the electrical architecture will likely bring upgrades such as BlueCruise hands-free driving, probably with towing support to match GM’s Super Cruise.

RANGER Ford arrived late to the resurging U.S. midsize truck party with an already aging entry. (The Ranger had done overseas duty

F-150 RATTLER

OCTOBER 2022 MOTORTREND.COM 43

SPIEDBILDE/BRIAN WILLIAMS

SPIED BIBLE

FORD

2023 BUYER’S GUIDE

RANGER

for eight years by the time it reached our shores.) The new Ranger we’ll get next year will only have been available in international markets for a year or two and hence promises to feel completely contemporary—and more than a little familiar.

That’s because its T6.2 chassis underpins the popular Bronco, and its two powertrains will likely be shared, as well. Most North American Rangers will get the 2.3-liter four-cylinder EcoBoost engine paired with a 10-speed automatic and a choice of rear- or four-wheel drive—the latter possibly with the option of the Bronco’s part- or full-time systems.

Don’t hold your breath for a manual transmission.

Enthusiasts will gravitate toward the new Ranger Raptor, powered by the Bronco Raptor’s 418-hp 3.0-liter twin-turbo EcoBoost V-6. It will also share many “Braptor” chassis upgrades and get a unique grille, wheels, and graphics. We’ve heard rumors of a hybrid drivetrain for the Bronco, and that would be a natural fit for the Ranger, as well. A fully electric Ranger Lightning (or will it be Thunder?) is also expected. It might be developed in conjunction with Volkswagen, which is basing its next global-market Amarok

pickup truck on the Ranger platform, employing its own calibration and styling.

A choice of two cabs and two boxes will probably continue. The 2+2-door extended cab will come only with a long box; the fourdoor crew cab should match Chevy/GMC, Nissan, and Toyota in offering a choice of 5- or 6-foot beds. The exterior design ditches the outgoing truck’s rounded, carlike aesthetic for a bulked-up Maverick look incorporating the Ford Truck trademark C-clamp running lamps. The tailgate will feature a built-in ruler and clamp pockets to make it useful as a work surface. Widening the frame by about 2 inches allows the bed to accommodate sheet goods or a pallet between the wheelwells. And moving the rear shocks outboard of the frame rails increases their leverage on the live axle, improving ride quality.

The interior might be the Ranger’s biggest upgrade. It looks thoroughly modern, complete with digital instruments and a portrait-orientated Sync 4 infotainment screen, measuring 10.1 or 12.0 inches. One possible downside: International models feature few physical switches; most functions (except for climate settings) are controlled via virtual buttons on the screen. We’re just speculating on these details, however, as Ford doesn’t plan to share specifics on the North American version until 2023.

MINOR UPDATES Bronco, Bronco Raptor, Bronco Sport, Mustang Mach-E CARRYOVER Edge, Expedition, F-150 Lightning, Maverick, Mustang, Transit, Transit Connect DISCONTINUED EcoSport, GT

GENESIS G80 The Electrified G80 joins the lineup this year. Currently only available in California, Connecticut, New Jersey, and New York, it trades the sedan’s gas engine and some trunk space for motors and an 87.2-kWh battery pack. Total system output is 365 hp, and it can travel a Genesis-estimated 282 miles per charge.

G90 Genesis’ flagship sedan enters a new generation for 2023. The new G90 is a showstopper, low-slung and somehow menacing in its opulence; we’re fans of the way its headlights flow through the wheelwells and continue through the front quarter panels. Inside, the base model features a rich mix of textures, colors, and materials. Genesis will offer standard and long-wheelbase forms, with four-wheel steering and two powertrains to begin with: a 375-hp

GV60

44 MOTORTREND.COM OCTOBER 2022

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2023 BUYER’S GUIDE

G90

G90

3.5-liter twin-turbo V-6 and a hybrid. (Genesis hasn’t disclosed its power output.) Both rear- and all-wheel drive will be available, and an electric variant should join the lineup in a year or so.

GV60 The GV60 is the Genesis take on its Hyundai Ioniq 5 and Kia EV6 cousins. All GV60s come with 800-volt fast-charging 77.4kWh battery packs and dual-motor AWD. The base model makes 314 hp and 446 lb-ft of torque and nets 248 miles per charge. The Performance ups power to 429 hp, with an overboost function that takes output to 483 hp and 516 lb-ft, though range drops to 235 miles. All GV60s feature OTA update capability and biometric keys, and they offer luxe touches like a rotating crystal gear selector and onboard scent diffusers.

MINOR UPDATES GV70 CARRYOVER G70, GV80

G90

46 MOTORTREND.COM OCTOBER 2022

GMC

HUMMER EV SUV

HUMMER EV SUV The 2024 Hummer EV SUV is expected to eventually outsell the truck version because it’s the body style most people associate with the brand. Like the pickup, the SUV begins its latest run as a special Edition 1 model. It’ll come fully loaded and only available in one color combo at launch, Moonshot Green Matte with black paint above the beltline.

It seats five and offers the ability to emulate a convertible by removing roof panels and glass. Cargo space is more than 81 cubic feet in back with the second row folded down and about 36 with the seats up. One-pedal driving for energy regen is standard.

The SUV is smaller than the truck, with a wheelbase 8.9 inches shorter, so there’s less room for the battery pack. Top trims with three motors (two on the rear axle, the third up front) can run an estimated 300 miles, 50 less than the pickup. The future two-motor EV2, with four fewer battery pack modules, has a range of 250 miles.

The SUV also has lower output than the truck. The pickup boasts more than 1,000 horsepower, but the SUV drops to 830 hp. The two-motor Hummer EV2X and EV2 models develop 625 hp. The base SUV uses 400-volt fast charging while the rest of the lineup uses 800 volts. Upgrading the battery to 800-volt capability is an option.

There’s about 13.0 inches of suspension travel front and rear. The adaptive air

TERRAIN

CANYON AT4X

entry. It also looks like GMC’s 2.7-liter turbocharged gasoline inlinefour has replaced the second-gen model’s 2.8-liter turbodiesel inline-four, and the gas 2.5-liter base engine is expected to go, as well. A Canyon EV is likely to arrive in the next few years.

We like the same things about the Canyon that we do about its platform-mate, the two-time MotorTrend Truck of the Year–winning Chevrolet Colorado. It does all the truck things well and is nice to be in, but the GMC’s cabin should be more upscale given it’s a premium brand. Here’s hoping the new Canyon will raise that bar.

MINOR UPDATES Acadia, Hummer EV pickup, Yukon/XL CARRYOVER Savana, Sierra, Sierra HD

HONDA ACCORD After introducing the all-around excellent 10th-generation Accord in 2018, Honda delivers a fully redesigned Accord for 2023. New styling inside and out should look like more upscale versions of what we see with the new Civic, and we also expect updates like those Honda is bringing to its 2023 CR-V. Anticipate carryover powertrains for gas models, but with a breathed-upon 1.5-liter turbo-four featuring a wider powerband and less engine noise. The 2.0-liter turbo-four should share improvements Honda made to the Civic Type R’s engine. A redesigned Accord Hybrid will almost certainly implement the dual-motor hybrid system Honda also uses in the 2023 CR-V Hybrid, which is slightly less powerful but torquier than the outgoing model.

We think it’s safe to expect the 2023 Accord will include the CR-V’s technological improvements, too. So look for a 9.0-inch touchscreen infotainment system featuring wireless Apple CarPlay and Android Auto on higher trims, with wired smartphone mirroring included with last year’s 8.0-inch display. Honda could of course include the 9.0-inch setup standard. A wireless charging pad and 7.0-inch instrument cluster display will likely be included on all models, and range-topping versions might get a fully digital instrument cluster.

The new Accord will also likely feature Honda’s new wide-angle sensors for improved adaptive cruise control, lane centering, and emergency braking. Barring a drastic change, the Honda Sensing collection of active safety features will be standard, and the Accord

ACCORD (ARTIST’S ILLUSTRATION)

OCTOBER 2022 MOTORTREND.COM 47

ILLUSTRATION: ABIMELEC DESIGN

suspension makes it possible to add Extract mode, which lifts ride height by about 6.0 inches from standard operation. The Hummer EV SUV can ford up to 32.0 inches of water. Launch control is found in Adrenaline mode, and the big bruiser also gets GM’s enhanced Super Cruise hands-free driver assistance, which can make lane changes on its own and manage speed on pre-mapped freeways.

Available four-wheel steering gives the Hummer a 35.4-foot turning circle, same as the compact Chevrolet Bolt EV. It also allows the front and rear wheels to turn in unison up to 10 degrees at low speeds, a feature known as CrabWalk. GM engineered it to help Hummer drivers scuttle out of tight and tricky parts of a trail.

The Edition 1 model comes with a dark Lunar Shadow interior, which includes faux leather on the seats and steering wheel. There’s a 12.3-inch digital gauge cluster screen and a 13.4-inch dash-mounted infotainment touchscreen with three partitions of customizable information.

The 2024 Hummer EV SUV Edition 1 starts at $105,595 with 22-inch wheels, floor liners, assist steps, and special badging, and it’s sold out. Subsequent model years will offer a less expensive three-motor trim starting at $99,995, and the price tag drops by $10,000 for the two-motor Hummer EV2X. The price on the base two-motor Hummer EV2 drops another $10,000, to $79,995.

TERRAIN The Terrain just saw a midcycle refresh for 2022. Changes included styling updates, more features, and a new off-roady AT4 trim level. GMC’s compact SUV looks to tackle electrification next.

The Chevrolet Equinox, which the Terrain shares its architecture with, receives an all-new EV for its next generation, beginning with the 2024 model year. It’s likely the electric Terrain isn’t far behind.

We’re unimpressed by the premium brand’s choices in terms of cabin materials. But the seats are comfortable, and the small SUV— equipped with its 1.5-liter turbo-four mated to a nine-speed automatic—is a competent on-road machine that’s relatively fuel efficient.

CANYON GMC prepared everyone for the next generation of its Canyon midsize truck with a peek at the lineup’s all-new AT4X off-road trim. The variant sports 17-inch beadlock-ready wheels, rock rails to protect the rocker panels from off-road damage, and capable Goodyear Wrangler Territory M/T tires. An upgraded suspension, locking differentials, additional ground clearance, and a skidplate package further increase the Canyon’s trail readiness.

The third-gen Canyon gets a standard trailer hitch and front tow hooks. Options include a 360-degree camera system and keyless

2023 BUYER’S GUIDE

CR-V SPORT

should gain the items now included on the base CR-V: blind-spot monitoring, driver attention monitoring, and rear-seat reminder.

CIVIC The all-new 11th-generation Civic made its debut last year, so it’s no surprise the standard Civic hatchback and sedan as well as the Civic Si are unchanged for 2023. That’s not to say there’s nothing new for the Civic.

The all-star Civic Type R makes its return for 2023. Based on the Civic hatchback, the Type R is a track- and back-road-ready variant of the compact Honda, and naturally it boasts a huge rear wing, unique sport suspension, aggressively bolstered seats, and an upgraded braking system with red calipers. Power is sourced from a 2.0-liter turbo-four making in excess of 300 hp, and a six-speed manual delivering power to the front wheels is the only transmission offering.

CR-V This SUV is Honda’s bestseller. The existing version arrived for the 2017 model year, and 2023 marks the launch of a fully redesigned CR-V. Of course, its exterior and interior designs are all new. Keen buyers will also notice the influence of Honda’s recent Passport TrailSport and the 2021 Ridgeline refresh; the automaker has taken steps in its styling to make the CR-V seem sportier and more rugged with an upright grille and long hood. Honda’s latest take on the CR-V is also longer and wider overall than its predecessor; a longer wheelbase means more rear legroom and cargo space.

Honda is making a big deal about its new hybrid system. A pair of electric motors on the front axle work in concert with a 2.0-liter naturally aspirated Atkinson-cycle four-cylinder. Power is down compared to the outgoing CR-V Hybrid (204 hp compared to 212), but peak torque from the electric motors is up to 247 lb-ft, a 15-lb-ft gain.

The CR-V Hybrid is offered exclusively in Sport and Sport Touring trims, and although its predecessor wasn’t rated for towing, the new model has a modest towing capacity of 1,000 pounds.

CIVIC TYPE R

48 MOTORTREND.COM OCTOBER 2022

HR-V

The turbocharged four-cylinder gas powertrain included with the CR-V EX and EX-L develops the same 190 hp and 179 lb-ft as last year’s SUV. That said, Honda says a new turbocharger and revised exhaust routing enable peak power and torque delivery across a wider rev range. The revised turbo-four should be quieter, too. In both the gas and hybrid CR-V, FWD is standard, but AWD is available. A CVT automatic is the only transmission option.

Honda is also lending the new CR-V a handful of tech improvements. Its predecessor came standard with a puny 5.0-inch infotainment display, and most models included a 7.0-inch screen, but now the latter is the new norm while EX-L and Sport Touring trims get a 9.0-inch touchscreen. The larger display features wireless Apple CarPlay and Android Auto. (Wired functionality is included on base trims.) A wireless charging pad is standard across the board, as is a 7.0-inch instrument cluster display.

New wide-angle camera and radar systems improve the CR-V’s safety and driver assistance features for 2023. Standard adaptive cruise control, lane centering, automatic emergency braking, and traffic sign recognition all carry over; blind-spot monitoring, driver attention monitoring, and rear-seat reminder join the standard features list. The 2023 CR-V also gets hill descent control and a Snow mode for the first time, plus Honda implemented a stiffer frame and clever new “catcher’s mitt” front airbags as part of the redesign.

HR-V The HR-V also receives a full redesign for 2023, complete with all-new interior and exterior styling plus improved tech offerings. Whereas the outgoing HR-V was based on the discontinued Fit hatchback, the new one shares a platform with the new Civic, which allows for an HR-V that’s significantly longer and wider than its predecessor. This results in improvements to cargo space, rear legroom, and rear shoulder room. The new bones also bring a multilink rear suspension that promises superior ride comfort and handling.

Inside, the new HR-V incorporates the Civic’s honeycomb HVAC vents, half-digital instrument cluster, and utility-first combination of touch and physical controls. The old HR-V’s optional 7.0-inch infotainment display with wired Apple CarPlay and Android Auto is now standard; the range-topping EX-L gets a 9.0-inch display with wireless smartphone mirroring, plus an eight-speaker premium audio system and a wireless charging pad.

The HR-V also gains the full Honda Sensing collection of driver assistance features for 2023; last year’s car only included such content for the two highest trim levels. Honda has improved its camera and radar setup for this year, too, and adaptive cruise control, lane keep assist, traffic sign recognition, driver attention monitoring, and rear-seat reminder are all standard. The HR-V Sport and EX-L trims include blindspot monitoring (a first for HR-V). The top-trim EX-L also adds front and rear parking sensors, plus low-speed automatic emergency braking.

Finally, Honda swapped the old HR-V’s 1.8-liter I-4 for a 2.0-liter unit.

Front drive is standard, but AWD is available, and a CVT automatic is the only transmission offered. The larger engine makes an additional 17 hp and 11 lb-ft compared to the outgoing powerplant. Fuel economy is down slightly, to 25–26/30–32 mpg city/highway.

PILOT Honda hasn’t yet shared full details, but we’ve confirmed an all-new Pilot SUV will arrive for the 2023 model year. Expect the redesigned three-row to display similar interior and exterior design to the CR-V and Passport, with a more upright grille that suggests ruggedness and off-road capability. We also anticipate the return of the outdoorsy TrailSport model.

The 2023 Pilot will likely be longer and slightly wider than the outgoing model, which should translate to improvements in cargo space as well as leg- and shoulder room across all three rows of seating. Inside, Honda’s new 9.0-inch touchscreen infotainment display with wireless Apple CarPlay and Android Auto will surely be included on top trims, and these features could be standard equipment on lesser trims. Otherwise, last year’s 8.0-inch display with wired smartphone mirroring will be included at the base level.

Honda would be foolish not to equip the next-gen Pilot with its latest safety tech. New wide-angle camera and radar systems improve the visibility of adaptive cruise control and lane centering, and we expect the Honda Sensing suite of driver assistance features to be standard. The Pilot will also likely feature the CR-V’s newly included blind-spot monitoring, driver attention monitoring, rear-seat reminder, hill descent control, and Snow mode.

In the powertrain department, the Pilot’s future is less certain. It could retain an unchanged 3.5-liter V-6, but we think Honda is more likely to take a page from Toyota’s playbook and introduce a standard turbocharged four-cylinder, probably a version of the 2.0-liter unit that powers the Accord Touring and Civic Type R. The 2023 Pilot lineup could also include the first hybrid version.

MINOR UPDATES Odyssey CARRYOVER Passport, Ridgeline DISCONTINUED Insight

HYUNDAI

ELANTRA N LINE

ELANTRA The N Line variant of this compact sedan loses its available manual transmission—boo!—but gains a 10.3-inch instrument cluster display and standard navigation. SEL models with the Convenience package also get the bigger screen and nav, as well as bigger 17-inch wheels. Finally, 2.0-liter Elantras can no longer be equipped with the SEL Premium package.

IONIQ 5 This electric crossover/hatch receives a battery heating system and preconditioning function as standard. Additionally, towing capacity increases to 2,300 pounds except on the SE Standard Range RWD variant. AWD versions of the Ioniq are now rated at 266 miles of range, up from 256. The SEL loses its standard LED headlights and accent lighting but adds Hyundai’s phoneas-key function. Gravity Gold Matte paint has been added to the color palette.

IONIQ 6 Hitting showrooms in the first half of 2023, this swoopy electric sedan is inspired by streamlined designs of the distant past but rides on the thoroughly modern E-GMP platform. It features Hyundai’s fast-charging 800-volt electrical architecture, and we expect it to use the same powertrain gear as the Ioniq 5. To that end, look for a single-motor rear-drive model developing 225 hp and 258 lb-ft, powered by a choice of a 58-kWh or 77.4-kWh battery pack.

An all-wheel-drive version with front and rear motors should use the larger battery pack to produce a total output of 320 hp and 446 lb-ft of torque. The interior boasts variable ambient lighting, voice-activated controls, a 12.0-inch digital instrument panel, and a 12.0-inch infotainment touchscreen. The cabin will be offered in two configurations and feature sustainable materials. Twelve exterior paint colors and 18- or 20-inch wheels are on the menu.

KONA This subcompact crossover’s newly standard features include heated side mirrors with turn indicators, a rear USB outlet, blind-spot assist, rear cross-traffic assist, and safe exit warning.

The N Line gets a power sunroof, while the SEL and above receive a power KONA driver’s seat and auto up/

IONIQ 6

OCTOBER 2022 MOTORTREND.COM 49

2023 BUYER’S GUIDE

PALISADE

down power windows in the front. A 10.3-inch display with navigation and over-the-air map updates arrives on upper trims.

The Kona Electric’s trim structure is simplified to SE, SEL, and Limited, the latter two now with OTA-capable nav and the 10.3-inch screen. Several features are now standard, too, such as an eight-way power driver’s seat, heated front seats, and a rear USB port.

PALISADE Hyundai’s flagship receives updated exterior styling with new headlamps, daytime running lights, auto-dimming side mirrors, and a newly available multispoke wheel design, among other upgrades. Inside, there’s a new instrument panel, gauge cluster, and audio interface design, plus new seat upholstery, a new steering wheel, and a driver’s seat massage function. Eight-passenger models add seat heating in the third row, the top-end Calligraphy models adopt acoustic laminated rear door glass for a quieter interior, and all-wheel-drive variants add a tow mode.

The new XRT trim brings visual toughness with special 20-inch wheels, black roof rails, a dark-finish grille, burlier-looking rocker panel trim, and unique front and rear fascias with skidplate-style garnishes. Black faux leather and a power sunroof highlight the cabin.

Hyundai overhauled the Palisade’s tech, too, adding a digital rearview mirror, a Wi-Fi hot spot, phone-as-key capability, a new 12.0inch infotainment display with navigation, and over-the-air updates, while the Bluelink app adds climate control, door alerts, and window status functionality. USB-C ports have been added, there’s more powerful wireless charging, and the navigation adds a GPS-based function to anticipate curves.

New safety features include forward collision assist, navigationbased adaptive cruise control, highway driving assist, reverse parking collision avoidance assist, and remote parking assist. The Palisade receives new rear side airbags, too.

SANTA CRUZ One of two new compact pickups that hit the market last year—Ford’s Maverick is the other—the Santa Cruz is already getting updated. The SEL Premium adds a pile of standard equipment, including a 10.3-inch touchscreen with navigation, speed limit assist, and GPS-informed adaptive cruise control. All Santa Cruzes now pack blind-spot assist, rear cross-traffic assist, and safe exit assist, while the white and tan paint colors are updated. Finally, Hyundai has introduced a new Night trim with black exterior accents.

SONATA SEL models get the new 10.3-inch infotainment display with navigation and voice control. The Sonata Hybrid loses its neat solar-panel roof in favor of a plain ol’ panoramic glass one.

MINOR UPDATES Santa Fe, Tucson, Venue CARRYOVER Nexo DISCONTINUED Accent, Ioniq, Veloster N SANTA CRUZ

INFINITI MINOR UPDATES Q50, QX50, QX55, QX60, QX80 DISCONTINUED Q60 50 MOTORTREND.COM OCTOBER 2022

JAGUAR

F-PACE SVR

F-PACE Jaguar is quiet as it sets up for its electric future, but its SV Bespoke personalization division put its mitts on the 550-hp supercharged V-8-powered F-Pace SVR for a limited-edition model. The resultant Edition 1988 is a celebration of the brand’s 1988 Le Mans win with the purple-liveried XJR-9 race car. It features exclusive Midnight Amethyst paint, gold wheels, laseretched badging, and gold interior details. Nostalgia ain’t cheap, though; this F-Pace costs $111,150, with just 394 units available globally.

CARRYOVER E-Pace, F-Type, I-Pace, XF

JEEP

GRAND CHEROKEE

GRAND CHEROKEE The big—and pretty much only—news here is that the Trailhawk package is now exclusive to the 4xe plug-in hybrid version. Trailhawk 4xe models are known by their knobbier tires, blue tow hooks, blue-trimmed 18-inch wheels, and black and blue matte “Trailhawk” hood decal. Order one, and you can expect 25 miles of electric range, 56 mpg-e, 375 hp, 470 lb-ft of torque, 2.72:1 low-range gearing for a 47.4:1 crawl ratio, a rear electronic limitedslip differential, 10.9 inches of ground clearance, and the ability to ford up to 24 inches of water. Naturally, the Trailhawk 4xe conquered the Rubicon Trail to earn Jeep’s “Trail Rated” badge—but it also did so solely using electricity via the selectable Electric mode.

WAGONEER A new L model offers more passenger room by splicing in 7 inches of wheelbase and 12 inches of overall length to the

KIA already ginormous Wagoneer. Powering the L is a version of the eventual Hemi-replacing Hurricane 3.0-liter twin-turbo inline-six engine, here making 420 hp and 468 lb-ft of torque, and the taffypulled Waggy also offers the blacked-out Carbide trim with gloss black wheels, a tri-pane sunroof, a special grille treatment, and darkened emblems and interior bits.

GRAND WAGONEER The grandest of Wagoneers also adds an L version, though this one uses an exclusive “510” version of the new Hurricane engine with 510 hp and 500 lb-ft of torque.

WRANGLER The base two-door adds air conditioning as standard— yep, you had to pay $1,395 before 2023—while a 7.0-inch touchscreen with Uconnect 4 becomes the default infotainment system, replacing a 5.0-inch display with Uconnect 3. The Sport Altitude, Sahara Altitude, and High Tide models are no more, and the Gobi tan and purple-ish Snazzberry exterior colors also make an exit. A $3,295 Freedom package was made available on the Wrangler (and Gladiator) for a limited time in July, with first deliveries promised by Veteran’s Day. MINOR UPDATES Gladiator CARRYOVER Cherokee, Compass, Renegade

GRAND WAGONEER HURRICANE ENGINE

GRAND WAGONEER L

NIRO

NIRO After six long years of toiling in anonymity, the Niro finally gets an injection of style thanks to a chunkier look modeled after the 2019 HabaNiro concept. The new 2023 model is bigger, too. Three electrified powertrains return, all with improvements: The basic hybrid is more fuel efficient, the plug-in hybrid is more powerful, and the fully electric EV has more range, though it lacks the Kia EV6’s quick-charging ability.

SPORTAGE With the Seltos assuming the mantle of Kia’s small and affordable SUV, the Sportage was free to grow—and it has for 2023, now being bigger than even Toyota’s RAV4, with a massive increase in rear-seat and luggage space. An underwhelming 2.5-liter naturally aspirated four-cylinder is the base engine; we much prefer the hybrid version with 40 extra horsepower and, in its front-wheel-drive configuration, best-inclass fuel economy. There’s a plug-in version, as well, with 32 miles of all-electric range, and a rugged-looking X-Pro trim for non-hybrid AWD models.

TELLURIDE Our 2020 SUV of the Year gets a refresh for 2023, with new styling, better in-cabin tech, and new X-Line and X-Pro trims, the former for off-road looks and the latter for off-road chops. X-Pro models have beefier tires, more ground clearance, and 5,500 pounds of towing capacity, up a quarter ton from other Tellurides. Inside, the 2023 Kia Telluride boasts sideby-side 12.3-inch displays, giving a widescreen look reminiscent of Mercedes’ latest and greatest. Active safety tech is upgraded, as well.

MINOR UPDATES Carnival, Seltos, Soul CARRYOVER EV6, Forte, K5, Rio, Sorento, Stinger

TELLURIDE

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2023 BUYER’S GUIDE

LAMBORGHINI

HURACÁN TECNICA

HURACÁN TECNICA This is essentially an Huracán Evo combined with the wild, track-scorching STO, making it the best Huracán of them all. Compared to the already impressive rear-drive Huracán Evo, the Tecnica gets a 35 percent increase in rear downforce while cutting drag by 20 percent, plus a new brake-cooling system and a revised exhaust for even better engine sound. Its 5.2-liter V-10 from the STO makes 631 hp and 417 lb-ft of torque, an extra 29 hp and 4 lb-ft compared to the Evo RWD. This Huracán includes a refreshed design with new aerodynamic functionality that stretches the car by a hair more than 2.4 inches. Up front, it sports a new facial signature, incorporating some of the newer Y-shaped “Ypsilon” Lamborghini design language introduced on the Terzo Millennio concept car. The new fascia creates its own unique air curtain not found on any previous Huracán, pulling air through intakes under the headlights, which also feature the Ypsilon design. Other aero revisions improve brake cooling and save some life in the pads, and at the rear, a new wing contributes to the downforce bump versus the Huracán Evo RWD while looking considerably more subtle than the STO’s towering spoiler. There are also new deflectors added to the underbody. The Tecnica incorporates unique calibration for the rearwheel steering, torque-vectoring, traction control, and suspension setups. The price starts at $244,795.

URUS Lamborghini’s super SUV is nearing the end of its life cycle in its present form, but the Performante raises the performance stakes again.

The manufacturer says the Performante is the best, most engaging version yet on public streets and racetracks.

Its changes include a sharper design for the carbon-fiber hood and bumper, a dark roof (optional in carbon), a carbon front splitter, and black air intakes that promise improved engine cooling. Performante aero enhancements include air curtains like those on the Huracán Tecnica and a new rear spoiler inspired by the SVJ’s, which increases downforce by a claimed 38 percent without significantly increasing drag. New suspension springs lower the ride height by 0.8 inch, and the track is wider by 0.6 inch. Lightweight 22- or 23-inch wheels wear bespoke Pirelli Trofeo tires.

A lightweight titanium Akrapovič sport exhaust comes standard, and power increases by about 16 hp to 657; torque checks in at 627 lb-ft. The SUV’s weight is reduced by 104 pounds. Combining all of this with revised steering front and rear, reworked drive modes, and a stiffer semi-active suspension means the Performante will almost certainly be the best Urus so far. And for extra grins, a new Rally mode amplifies oversteer on loose surfaces. Sound good? Budget $264,671 to start.

CARRYOVER Huracán Evo AWD Spyder, Huracán STO DISCONTINUED Huracán Evo RWD, Aventador Ultimae

URUS PERFORMANTE

52 MOTORTREND.COM OCTOBER 2022

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2023 BUYER’S GUIDE

DEFENDER 130

RANGE ROVER SPORT

DEFENDER The 90 and 110 gain a range-topping big brother: the 130. It has the same wheelbase as the 110, but the 130 features 13.4 inches of additional rear bodywork to accommodate a more spacious three-row, eight-person configuration with 13.7 cubic feet of stowage while all seats are in place. The 130’s approach angle is the same as the 110’s, but its bigger booty reduces the departure angle about 9 degrees, to 28.5. Inside, the third row gets standard seat heaters and USB-C ports, and four-zone climate control is a 130-exclusive option.

The 130 won’t launch with the Defender’s V-8 option, instead serving up Land Rover’s mild hybrid 3.0-liter turbocharged I-6 in 296-hp/347-lb-ft and 395-hp/406-lb-ft strengths. A First Edition model is limited to the 2023 model year.

RANGE ROVER The fifth all-new Range Rover arrived this year as a 2022 model that looks, well, a lot like the old one. But don’t let the subtle restyling fool you: There’s an extensive update lurking beneath the surface. For starters, the new Rangie rides on the new MLA-Flex platform that allows for more body styles, seating configurations, and powertrain options than ever before on Land Rover’s halo product. For now, the lineup includes two lengths as well as the option of the first-ever three-row, seven-seat Range Rover. Superluxe four- and five-seat packages remain, of course.

Traditional engines include a 3.0-liter super- and turbocharged I-6 making 395 hp and 406 lb-ft of torque and a 4.4-liter twin-turbo V-8 with 523 hp and 553 lb-ft. Also, a 434-hp, 457-lb-ft plug-in hybrid powertrain joins the party this year with nearly 50 miles of electric range. (A fully electric Range Rover will arrive for 2024.)

For 2023, the power-assisted doors can be operated via the touchscreen, and a sporty SV trim packing the V-8 offers myriad personalization options. Those include an LWB SV–exclusive fourseat executive seating package ($19,740) with footrests, seat heat and ventilation, a massage function, a center-mounted touchscreen, a fridge, and a pop-up table.

RANGE ROVER SPORT The five-passenger Range Rover Sport enters its third generation with an all-new version for 2023. Cleaner overall styling is draped over the MLA-Flex architecture, including slimmed headlights, minimal surface sculpting, and flush door

handles. The cabin is similarly overhauled and now incorporates Land Rover’s latest infotainment suite with over-the-air updates, a 13.1-inch central touchscreen, and a 13.7-inch driver display screen.

There are four powertrain options: two mild hybrid powertrains, a plug-in hybrid model, and a twin-turbo V-8.

A fully electric Range Rover Sport is in the making for 2024. The P360 SE mild hybrid, built around the company’s Ingenium 3.0-liter turbocharged I-6 engine, is tuned to 355 hp and 369 lb-ft of torque; the P400 Dynamic SE’s mild hybrid is tuned to 395 hp and 406 lb-ft. The P440e Autobiography houses the 3.0-liter I-6 PHEV drivetrain, good for a combined 434 hp and 619 lb-ft, which Land Rover says will travel up to 48 miles on electricity alone using its 31.8-kWh battery pack and a 105-kW motor. Finally, the P530 First Edition 4.4-liter twin-turbo V-8 makes 523 hp and 553 lb-ft. Each Sport trim is equipped with an eight-speed ZF automatic, adaptive air suspension, and the company’s Intelligent All Wheel Drive.

The new Range Rover Sport also gets all-wheel steering, the latest Terrain Response 2, adaptive off-road cruise control, variable-volume air suspension, adaptable electronic body roll control, torque vectoring, and an electronic active differential.

MINOR UPDATES Discovery, Discovery Sport, Range Rover Velar CARRYOVER Range Rover Evoque

LAND ROVER

RANGE ROVER PLUG-IN HYBRID

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RZ

LEXUS GX After finally getting Apple CarPlay, Android Auto, and a 10.3-inch touchscreen for 2022, the GX treks into 2023 adding only a Black Line special edition with black exterior details, dark chrome grille trim, and clear taillights with black inserts.

RX The most popular Lexus is fully redesigned this year, and it veers more substantially—though not too far—from the formula that won it legions of buyers over the decades. Yes, it has an all-new look including a new interpretation of the long-serving spindle grille, but the biggest changes come inside the cabin and under the hood. For example, the infotainment system is upgraded from worst-in-class to actually good; expect the tech to trickle across the Lexus lineup over the next couple years.

The lineup comprises four models, starting with the standard RX 350, which replaces its predecessor’s familiar V-6 with a 2.4-liter turbocharged I-4 that makes 275 hp. Next up is the more efficient RX 350h hybrid, which has only 246 hp but offers similar performance to the RX 350. An RX 450h+ plug-in hybrid and an RX 500h F Sport Performance model round out the range.

Those last two allow Lexus to have its hybrid cake and eat it, too, with the 450h+ focusing on well-rounded performance and efficiency and the 500h on being the sportiest and most powerful RX. With 367 hp and 406 lb-ft, the 500h hits 60 mph in an estimated 5.9 seconds; it’s clearly no AMG or M challenger, but that’s not what the RX is about. Rather, it’s about delivering comfort, luxury, and prestige in an accessible and easy-to-use package. Consider this: Despite a 2.4-inch wheelbase stretch to deliver more space for passengers and cargo, the new 2023 RX is the same overall length as the previous model. Regardless of your thoughts on the new grille, this is a carefully considered redesign.

RX 350

RX 350

RZ The new RZ is exclusively electric. It’s based on the same platform as the Toyota bZ4X and Subaru Solterra, but the RZ gets a dual-motor all-wheel-drive setup with a 201-hp motor in front and a 107-hp motor in the back. When we first drove a prototype this spring, we found the Lexus to be noticeably quicker than the Toyota and Subaru.

We’ve also driven the RZ with its optional yoke (instead of a conventional steering wheel) and determined it wasn’t as much of a gimmick as Tesla’s similar device. With the Lexus, the variable-ratio steering system’s intuitive tuning and good feedback impressed us more than the yoke itself.

That curiosity shouldn’t distract from the most important specs, though: Expected EPA range is just 200 miles if your RZ rolls on 20-inch wheels or 225 miles on 18s, and the fast-charge rate is just 150 kW. None of those are good numbers, and they’ll likely hold the Lexus back among the EV cognoscenti, but the RZ 450e is ready to oblige buyers who prefer their electric luxury SUV to be easy to approach and wear a trusted, longstanding badge on its nose.

UX The entry-level Lexus is now a hybrid-only model, so the UX 200 is gone—we’re not especially sorry to see it go. As for the surviving UX 250h, Lexus says newly developed Bridgestone tires reduce noise and vibration in the cabin, while F Sport Design and Handling trims are now available. An optional 12.3-inch touchscreen uses the latest Lexus infotainment system, which is a great upgrade on higher trims. As for the small back seat and tiny cargo area? Well, there’s always the one-size-up NX. CARRYOVER ES, IS, LC, LS, LX, NX, RC OCTOBER 2022 MOTORTREND.COM 55

2023 BUYER’S GUIDE

LINCOLN

AVIATOR

AVIATOR The fine-driving Aviator adds two new paint colors (Diamond Red and Jewel Sandstone) and a Jet Appearance package. Limited to the upper Reserve and Black Label trims, the Jet pack includes 22-inch black wheels, blacked-out exterior brightwork, and body-color door cladding, wheel arches, and lower fascias. Powertrains remain unchanged, with a twin-turbo V-6 available with and without plug-in hybrid assistance; the hybrid serves up 494 hp and 630 lb-ft of torque.

CORSAIR As part of a midcycle refresh, the Corsair gets updated exterior lighting, revisions to the front and rear styling, new colors and wheels, and more tech inside and out. The interior is already quite nice, but base models could improve to better align with the more premium top-shelf trims. The gas engine options are likely to remain untouched, which is fine; the 250-hp 2.0-liter and 295-hp 2.3-liter turbo-fours offer plenty of punch.

If anything, we expect the 266-hp plug-in hybrid to deliver more than the current 28 miles of electric range.

MINOR UPDATES Nautilus, Navigator

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LOTUS

EMIRA

EMIRA This is the final gas-powered Lotus before the storied automaker succumbs to the sweet embrace of full electrification. As the company moves away from solely building wispy, scintillating sports cars—an electric SUV is on the way—the charismatic Emira places comfort, usability, and quality alongside razor-sharp handling on its list of priorities. It uses Lotus’ familiar bonded and extruded aluminum construction but in a new platform that allows for a roomier interior. The cabin is trimmed nicely and packed with modern tech touches such as a 10.3-inch central touchscreen, a 12.3-inch digital gauge cluster, Apple CarPlay and Android Auto, rain-sensing wipers, adaptive cruise control, and lane keep assist.

Power comes from an AMG-sourced 365-hp turbo-four or a 400-hp 3.5-liter supercharged Toyota V-6. We’ve driven the V-6 Emira and found the car to be built better than any Lotus in history— and to still handle like a car from Hethel should.

DISCONTINUED Evora

LUCID

GRECALE

AIR GRAND TOURING PERFORMANCE

AIR Three new models round out the lineup. The entry-level Pure is priced at $87,400 in single-motor rear-drive form and $92,900 with two motors. One step up, the 620-hp, all-wheel-drive Touring model starts at $107,400. Finally, there’s the $179,000 Grand Touring Performance, which builds on the Grand Touring’s 819-hp AWD powertrain to the tune of 1,050 total hp, dropping the 0–60 time by 0.4 second to 2.6 and range by 70 miles to 446.

MASERATI GRECALE The Grecale is just the product Maserati needs to reinvigorate its lineup. The midsize SUV, named after the northeasterly wind that sweeps across the Italian peninsula, is built on a modified version of the platform that underpins the Alfa Romeo Stelvio. But it’s more luxurious than its Stellantis stablemate,

boasting an interior with unique Italian flair and four crisp screens (one of which is the round clock).

Because Maserati estimates the Grecale will account for more than 40 percent of its U.S. sales, it’s fortunate the SUV is practical and enjoyable to drive. It features a spacious cabin, complemented by a compliant suspension with well-controlled body motions. A few powertrains will be available at launch, including a mild hybrid four-cylinder making between 296 and 325 hp depending on configuration, as well as a twin-turbo V-6 pumping out 523 hp.

Later, an all-electric version will join the lineup.

CARRYOVER Ghibli, Levante, Quattroporte

MAZDA 3 The versatile, compact 3 courts shoppers with two body styles, two engines, two transmissions, and even available AWD. For 2023, the 2.5-liter naturally aspirated engine, the powerplant under the hood of most 3 trims, gets increases in both power and fuel economy— efficiency has held back the 3 against its rivals in the past. This engine improvement is timely, as the weak 2.0-liter in the base model is gone.

CX-30 Like the 3, the CX-30 benefits from an updated 2.5-liter four-cylinder. We’ve called the non-turbo CX-30 “a bit underpowered” in the past, so we look forward to testing the changes on Mazda’s smallest SUV. CX-50 The CX-50 isn’t a CX-5 replacement—the latter continues—but is instead Mazda’s interpretation of the outdoorsy crossover segment led by the Subaru Outback. Unlike the Subie, however, the CX-50 is more of a large compact SUV than a midsizer. Most CX-50s have the CX-5’s 187-hp 2.5-liter inline-four, but top models strap a turbo to the same engine for as much as 256 hp. Towing capacity comes to 3,500 pounds, and AWD is standard on every trim.

For those who value on-road luxury as much as off-road appeal, the CX-50 offers Mazda’s first panoramic moonroof and a terracotta interior color that gives the cabin a premium vibe. Later in 2023, the turbocharged Meridian Edition will turn up the wick on the outdoor

EMIRA

3

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2023 BUYER’S GUIDE

CX-50

vibes with trim-specific two-tone 18-inch wheels, all-terrain tires, and black hood graphics, among other touches.

With pricing that roughly matches the CX-5’s—high $20,000s to start and more than $40,000 with all the options—the CX-50 is a good partner to its longer-running and similarly named cousin.

CX-90 Before the new CX-90 picks up Mazda’s three-row torch from the CX-9, the latter SUV will live through the 2023 model year—its eighth in this generation. Once the new CX-90 arrives, it will top Mazda’s SUV lineup; we can’t wait to see it. Inline-six and plug-in hybrid powertrain options are in the cards, and the CX-90 will have standard AWD. We hope the CX-90 will be more spacious inside than the CX-9 without losing its driving character; more room would make it more competitive overall and a more obvious step up from two-row SUVs like the CX-5 and CX-50.

MX-30 The quirky, low-range EV version arrived for 2022, but could a plug-in hybrid be next? The on-again, off-again PHEV is said to use a rotary-engine range extender, something we’d only expect to see from Mazda, considering its history with the tech. A PHEV variant could extend the MX-30’s appeal, but it’s unclear if it will happen.

CARRYOVER CX-5, CX-9, MX-5 Miata

McLAREN ARTURA McLaren Automotive is nothing if not deliberate: It’s been around for a dozen years, and the Artura represents only its second all-new entry-level car. That said, although the Artura unveils a brand-new plug-in hybrid powertrain, it isn’t a huge break from convention; this is particularly evident in the styling, a crisp take on McLaren’s familiar schtick.

Under the skin, the 720S’ complex hydraulically crosslinked suspension is replaced by adaptive dampers, with control arms up front and a multilink design in the rear. Smart tires with a chip embedded in the carcass feed data to the Artura’s computer about temperature and compound. An electronically locking differential—a first for McLaren— provides enhanced torque distribution and more precise adjustment of the car’s handling. The lighter, stronger carbon-fiber chassis accommodates a 7.4-kWh battery pack that weighs a remarkably lithe 194 pounds. It sends electrons to a lightweight 94-hp motor with

58 MOTORTREND.COM OCTOBER 2022

ARTURA

a novel axial flux winding arrangement; the motor assists a 577-hp 3.0-liter twin-turbo V-6. A new eight-speed twin-clutch transaxle ultimately routes the system’s 671 hp and 531 lb-ft to the wheels.

Inside, the instrument binnacle now moves with the steering wheel and is flanked by toggle switches to control various powertrain, handling, and stability modes. It features a vertical, centrally mounted 8.0-inch infotainment touchscreen and a number of refinements based on owner feedback, such as dihedral doors that open closer to the body and mirrors that fold.

Add it all up, and you have a car that feels stable and well-considered behind the wheel, even as it lacks the agile feel of the 570S or the competency of the 720S. Worth noting: We experienced a few software glitches with the new electrical architecture.

CARRYOVER 720, GT

ARTURA

COVER STORY

MERCEDES-BENZ

EQB

C-CLASS The C-Class was all-new last year; 2023 sees the W206 generation get its first AMG spinoff, the C 43. This is an old name with a fresh twist: Although the previous C 43 had a 3.0-liter twin-turbo V-6, the new car gets a turbocharged and mildly hybridized 2.0-liter four-cylinder. (This makes the C 43 the first Mercedes performance sedan with a longitudinally mounted four-pot since the 1989–1993 190E 2.5-16.) Power output is 402 hp and 369 lb-ft versus 385 hp and 384 lb-ft in the outgoing C 43. The standard 4Matic all-wheel drive has a fixed 31/69 percent front/rear torque split.

The C 43’s clever turbocharger is largely exhaust driven, but an 8-hp electric motor mounted between the turbine and compressor spools up at low engine speeds when exhaust pressure is insufficient. We’ve driven the new C 43, and the reduced turbo lag is evident—but so is the lack of low-end power compared to the old V-6. Handling and braking are superb, which will help it compete against the Audi S4 and BMW M340i.

CLA-CLASS The CLA can be had with the AMG Edition 55 package to celebrate the tuning arm’s emerald anniversary. A classic AMG badge, unique GLE exterior graphics, and a

C 43 AMG

EQE

thorough interior trimming define the aesthetic end of things; windtunnel-tested aerodynamic bits—front splitter, front canards, a rear wing, and a rear diffuser—look to increase performance.

EQB Based on the boxy GLB SUV, the new battery-powered EQB is available in EQB 300 and EQB 350 models. Both feature seating for up to seven and dual-motor all-wheel drive, with the EQB 300 delivering 225 hp and 288 lb-ft and the EQB 350 288 hp and 383 lb-ft. Mercedes had not announced range figures at press time, but figure EPA ratings somewhere in the low 200 miles.

EQE As the name implies, the EQE is the EQ subbrand’s batterypowered analogue to Mercedes’ E-Class sedan. The first version, the EQE 350, is a bread-and-butter luxury EV of the sort that excites Mercedes’ accountants more than car fanatics: 288 hp, 391 lb-ft, and rear-wheel drive, which will waft this futuristic poshmobile along in quiet comfort for more than 300 miles. Inside, the EQE 350 is more elegant than a Tesla and offers top-shelf build quality, with an optional wall-to-wall Hyperscreen interface that should please the most tech-savvy of EV buyers. As for us guts-and-gears types, there’s the dual-motor EQE 400 model, with 400-ish hp and all-wheel drive, but it’s the 600-plus-hp EQE 53 AMG version we’re really eager to get our paws on.

EQE SUV Although Mercedes has not confirmed its specific details, this is the SUV version of the above sedan and should essentially mirror that car’s powertrain lineup when it’s unveiled toward the end

OCTOBER 2022 MOTORTREND.COM 59

2023 BUYER’S GUIDE

EQS SUV

of the year. Given its increased size, however, range numbers may be slightly reduced.

EQS SUV The EQS SUV is Mercedes’ new all-electric full-sizer, but it’s not merely an electrified GLS-Class—rather, it’s essentially an EQS sedan with a taller body and the attendant EV advantage of having fewer mechanicals to package. This allows it to offer the interior space of a GLS while casting a slightly smaller shadow. To compensate for the increase in weight over the sedan, the EQS SUV receives slight increases in power to 355 hp for the single-motor rear-drive EQS 450+ and 536 hp for the dual-motor EQS 580. We expect a reduction in range over the sedan, but the SUV should still deliver more than 300 miles on a full charge.

G-CLASS The G-Wagen sprouts a couple of new editions, including the taller, more powerful, and more off-road-capable G 63 4x42 and the G 63 Edition 55. The former is once again a brasher, burlier take on the already brash and burly G formula with a wider track and more ground clearance thanks to the fitment of portal axles. The latter is limited to 55 examples in white or black and consists of largely cosmetic updates like exterior graphics, special stainless-steel trim, and a red-on-black interior.

GLC GLC-CLASS The GLC is Mercedes’ bestselling model; the all-new version looks to build on that momentum rather than stay the course. Slightly larger than the outgoing GLC, the 2023 version offers great gains in interior space, and it’s styled to look even more upscale. Interior design and tech is modeled after the S-Class. The U.S. launch model will be the GLC 300, powered by a 255-hp 2.0-liter four-cylinder engine paired with a 48-volt mild hybrid system that can add an additional 23 hp as needed. We expect a plug-in hybrid to join the lineup in short order, though Mercedes has made no official announcement.

GLE-CLASS Both the GLE 53 and GLE 63 SUV and Coupe receive an AMG Edition 55 special edition. All four are limited to 55 units in the U.S. and have contrasting AMG logo graphics on the lower doors, special 22-inch forged wheels with Edition 55 center caps, and other aesthetic enhancements similar to those found on the big-brother G-Wagen.

GT The roadgoing two-door GT goes on hiatus for the 2023 model year, returning for 2024 on a new platform. In the interim, there is a new hardcore, track-ready version fittingly called the Track Series.

It combines hardware from the street-legal Black Series and the race-ready GT3 and GT4 cars, including a 4.0-liter flat-planecrank V-8 that produces 724 hp and 627 lb-ft, a sequential-shift six-speed transmission, an adjustable suspension, and a complete data-logging system, all bundled in the GT4 racer’s aluminum space frame chassis. The Track Series is not street-legal—not with its airbagless 60 MOTORTREND.COM OCTOBER 2022

GT 4-DOOR

butterfly steering wheel, for one reason—and must be ordered directly from AMG. GT 4-DOOR The six-cylinder GT 4-Doors got a round of updates last year, and for 2023 those changes have made it to the V-8-powered 63 and 63 S models. They include updated styling and improvements to the Ride Control Plus suspension, adding two pressure-limiting valves to the adjustable dampers. These provide a bigger spread between Comfort and Sport modes, giving both the GT 63 and 63 S a more comfortable ride and more capable handling. Meanwhile, the six-cylinder cars get AMG’s Drive Unit steering wheel controls, which provide fingertip access to the car’s performance functions.

SL Mercedes has introduced a four-cylinder version of its big roadster in Europe under the SL 43 moniker, using the same electricassisted turbocharger as the C 43. We expect the SL 43 to come to the U.S. for the 2023 model year.

SPRINTER The 2023 Sprinter will lose its available V-6 diesel engine; the four-cylinder gas engine remains, and the diesel four has been updated with 168- and 208-hp versions. All Sprinters get a new ninespeed automatic in place of last year’s seven-speed. Lastly, the optional four-wheel-drive powertrain gives way to an automatic all-wheel-drive system.

MINOR UPDATES CLS-Class, E-Class, GLA-Class, GLB-Class, GLC-Class Coupe, Metris, S-Class CARRYOVER EQS-Class DISCONTINUED A-Class

MINI CLUBMAN The Clubman is mostly unchanged for 2023, but Mini expanded the color availability for last year’s multitone roof option, and there’s a new Untold Edition with Sage Green Metallic paint and brass accents. Also, the Driver Assistance package now includes park assist and a head-up display, but adaptive cruise control is now a stand-alone option.

COOPER SE RESOLUTE EDITION

OUTLANDER PHEV

CONVERTIBLE A Resolute Edition brings a Rebel Green exterior and bronze trim to Mini’s droptop. Beyond that, the Driver Assistance package gains a head-up display and park assist here, too, while adaptive cruise control is separated as an individual option as it is for the Clubman.

COOPER SE We anticipate a major update for 2024, but the electric Mini is largely unchanged this year. Minor updates include the available Resolute Edition, new multitone roof options, and a handful of additional paint and upholstery choices.

COUNTRYMAN The Countryman crossover gets the same Driver Assistance changes as the rest of the lineup, meaning park assist and a head-up display are now included, while adaptive cruise is a one-box option. There’s also a new Untamed Edition that brings Momentum Grey paint, blue diagonal striping, and Highland Green leather upholstery.

HARDTOP Mini’s hatch gains expanded color availability and a Resolute Edition, which—as it does with other models— adds Rebel Green paint and bronze accents. The Driver Assistance and adaptive cruise changes mirror those in other models.However, adaptive cruise is only available with the Cooper S and John Cooper Works models. For the first time, manual versions are also available with driver assistance tech.

ECLIPSE CROSS

conjunction with a larger fuel tank, overall range should increase, too.

It’s all still wrapped in the standard Outlander’s compromised three-row package, but for drivers curious about the benefits of plug-in hybrid living, the Outlander PHEV provides a uniquely styled and relatively affordable option.

MINOR UPDATES Outlander Sport

MITSUBISHI ECLIPSE CROSS LED headlights and all-wheel drive are now standard.

MIRAGE Hey, we’re writing about the Mirage! The tiny economy car gets a standard passenger-side vanity mirror, as well as exterior welcome and departure lighting. Automatic headlights and automatic windshield wipers become available on the SE and Black Edition trims.

OUTLANDER The Nissan Rogue–based Outlander arrived for 2022, and now a plug-in hybrid version comes online for 2023. The previous Outlander PHEV was one of the bestselling plug-in hybrid SUVs in the world, and this new generation seems much improved. It now packs a 20-kWh battery pack (up from 13.8), promising more electric oomph and driving range from the all-wheel-drive powertrain. In

MIRAGE

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ARIYA

NISSAN ARIYA After some delay, the all-electric Ariya SUV finally arrives as a more upscale and modern foil to the budget-friendly Leaf EV hatchback. Powertrains include single-motor front-wheel drive and dualmotor all-wheel drive, while range, er, ranges from 265 to 300 miles depending on the model. Unlike the Leaf, the Ariya’s batteries are replenished via a CCS1 plug that allows 130-kW charging; the Leaf still uses the harder to find (and rapidly disappearing) CHAdeMo standard. Available equipment includes a 12.3-inch infotainment screen, wood trim, 19- or 20-inch wheels, and Nissan’s ProPilot Assist 2.0 semi-automated driving function.

FRONTIER A new Midnight Edition for the SV Crew Cab comes with 17-inch black-painted wheels and blackens the grille, side mirror caps, and exterior badging.

LEAF Now in its second generation, the Leaf still plays in the sub-$37K, budget EV space. This year, the lineup is simplified to just two options: S and SV Plus, with the S using a 40-kWh battery pack and the SV Plus a 62-kWh pack. Significant updates to the Leaf’s exterior improve its aerodynamics and freshen its face. The “grille,” bumper molding, and headlights now feature a black inner finish, and the updated Nissan badge—as with so many vehicles these days—is illuminated. To help the little EV better cut through the air, the tire spats, rear diffuser, and rear spoiler have all been modified.

Range checks in at 149 miles in the S and 212 in the SV Plus.

PATHFINDER ROCK CREEK

2, 3

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Z

PATHFINDER The adventure-themed Rock Creek joins the lineup with aesthetic and functional enhancements. An off-road suspension tune, a minor lift, unique wheels, a roof rack, orange interior stitching, 11 additional horsepower, and 11 lb-ft of torque are all along for the ride.

ROGUE A Midnight Edition package is new here, too. The Rogue version comes with 18-inch black wheels, but otherwise the story is largely the same as with the Frontier.

Z The new Z still uses the 370Z’s Z34 platform, but the 2023 model departs from its predecessor far more than in just its retroflavored styling. Underneath the hood now lurks the VR30DDTT, a 400-hp 3.0-liter twin-turbo V-6 that can be mated to a six-speed manual transmission with rev-matching or a nine-speed automatic transmission with launch control. Outside, the sheetmetal and LED lighting take visual cues from various Z’s of the past, but the sports car packs a fully modern cockpit with a 12.3-inch digital dash cluster and an available 9.0-inch infotainment display. The new Z also brings to bear today’s safety tech, such as automatic braking with pedestrian detection, blind-spot and lane departure warning, rear cross-traffic alert, intelligent forward collision warning, and high-beam assist. Oh, and it’s a blast to drive and relatively affordable at $41,015 to start.

MINOR UPDATES Altima, Sentra, Versa CARRYOVER Armada, GT-R, Kicks, Maxima, Murano, Titan/XD

POLESTAR 2 The mechanical heat pump in the Plus package has been revised to provide additional mileage in extreme temperatures, and the dual-motor model gets 11 more miles of range for a total of 260.

Way more exciting, the BST Edition 270 is a production version of Polestar’s Goodwood hill climb car. Regarding the name, BST is for “Beast,” and 270 is for the number of cars that will be built. (Just 47 will come to the U.S.) Each one will cost $75,000 or so; for that sum, the car is juiced from 408 hp and 487 lb-ft to 476 hp and 502

2 BST EDITION 270

2

lb-ft, lowered by nearly an inch on special Öhlins adjustable front dampers with remote reservoirs, and outfitted with a strut tower brace, unique 21-inch wheels, and specific software tuning.

3 The third model from Volvo’s spinoff performance EV brand is its first SUV, the midsize three-row 3. It’s also the first Polestar to be manufactured in North America, slated to roll forth from the same South Carolina plant that builds the more luxury-oriented, third-generation Volvo XC90.

Every 3 boasts dual-motor all-wheel drive and an aerodynamically tuned body that features a frontal element that directs air over the hood. The Precept four-door GT concept informed the 3’s front fascia with its updated “Thor’s hammer” Volvo headlight theme, while a hatchback and long, arcing roofline provide an SUV silhouette. Range is 372 miles on Europe’s optimistic WLTP test cycle, but expect something closer to 300 from the EPA. Positioned against high-charged EV rivals like the Tesla Model X, Audi E-Tron, and Cadillac Lyriq, the Polestar 3 promises a sporty driving experience, and its styling is certainly more evocative and attractive than that of the stubby, chunky 2. The 3 will also eventually offer a lidar-based Level 3 autonomous highway driving system with long-range sensing capability. That feature, Polestar says, will be activated via an over-the-air update, likely in 2025.

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911 SPORT CLASSIC

PORSCHE 718 BOXSTER/CAYMAN The Boxster and Cayman lines get new color options, while wired Apple CarPlay is now included on the 718 Cayman GT4 and 718 Boxster Spyder, the final two Porsches not to offer the tech. It’s worth noting the Cayman GT4 RS—the most capable, extreme incarnation of the coupe to date—is now fully available, replete with laugh-out-loud handling limits and a stunningly raucous 4.0-liter flat-six shared with the 911 GT3. Prices start at $150,550; the weight-shaving Weissach package adds $13,250. If you really want to go all the way, you can spec magnesium wheels for another $15,640.

911 All 911s receive various updates and additions to available wheel designs and colors, plus an optional Heritage Design Package Classic. The latter brings a significant portion of the Sport Classic’s interior to all 911 Carreras and 911 Turbos.

Porsche also whipped up the 911 Carrera GTS Cabriolet America Edition to commemorate the introductions of the 356 America Roadster in 1972 and the 964 911 Carrera America Roadster in ’92. It’s available only with the seven-speed manual gearbox and in Azure Blue 356 exterior paint. Other details include model badges in red and white, unique interior stitching, the gear-selector shift pattern in red, and “America” side decals. Only 100 examples will come to the U.S., starting at $186,370—or $193,880 with an extended interior package.

Also new is the second model in the Heritage Design series, the aforementioned Sport Classic, commemorating the 50th anniversary of the Carrera 2.7 RS and paying tribute to another RS homage, the 2010 Sport Classic. Power comes from the 911’s 3.7-liter twin-turbo flat-six, detuned to 543 hp and 442 lb-ft to accommodate the standard-fit seven-speed manual. A unique quarter panel features the Turbo’s fender bulges without intake vents, and the Sport Classic is further distinguished by a double-bubble roof, carbon-fiber hood, unique interior trim, and—of course—a ducktail spoiler. Just 1,250 will be produced worldwide, with U.S. pricing starting at $273,750.

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Lastly, the new 992-series 911 GT3 RS is coming this fall. We anticipate the GT3 RS to be one of the world’s greatest driver’s cars. After all, the standard 502-hp 911 GT3 was named the 2022 MotorTrend Performance Vehicle of the Year, and the RS promises to bring its usual more aggressive bodywork, more downforce (in part thanks to a giant rear wing), more mechanical grip, and more power. Versus the $164,000 non-RS manual GT3, it should weigh less and cost roughly $25,000 to $30,000 more. Expect the GT3 RS to be available only with Porsche’s sevenspeed twin-clutch PDK gearbox, as is the case with RS models in general.

MINOR UPDATES Cayenne, Macan, Panamera, Taycan

RAM

PROMASTER

PROMASTER One of the more aesthetically challenged vehicles on the road today now looks somewhat better thanks to an all-new face with slimmer, pointier headlights and a reshaped grille and bumper.

The result isn’t a pageant winner, but the ProMaster’s redone nose at least works better with the front end’s general shape. The rest of the updates are functional, including brighter headlamps, a new “super high roof” configuration that raises the ceiling on the “high roof” option, and an available roll-up rear door.

Look for one to carry your packages starting in late 2022, followed by an electric model in 2023.

MINOR UPDATES 1500, 2500/3500HD CARRYOVER ProMaster City

RIVIAN R1S EV maker Rivian’s hotly anticipated second model is a three-row SUV version of its MotorTrend Truck of the Year–winning R1T pickup. The R1S is built on the same architecture and shares nearly all its hardware with the R1T but covers them with a boxy SUV body rather than one with an open bed.

R1S Launch Edition models will come with a four-motor electric powertrain, with an individual unit powering each wheel separately for precise control and metering of torque. Later, a dual-motor powertrain with one motor in front and one in the rear will become the entry-level option, with the quad-motor drivetrain available as an upgrade. With four motors, the R1S is estimated to hit 60 mph in just 3.0 seconds.

All R1S SUVs will be offered with Standard and Large batteries good for up to 316 miles of range, and an eventual Mega Pack battery option will travel even farther. Like the R1T, the R1S will be able to fast-charge at high-powered public charging stations at more than 200 kW, which means you can add 140 miles of range in as little as 20 minutes. An air suspension and hydraulically linked active dampers that resist body roll are standard. Towing capacity is reduced compared to the R1T, with the R1S able to pull up to 7,700 pounds.

The greatest difference, of course, is in the seating and covered storage space. The R1S offers the ability to carry as many as seven passengers or up to 104 cubic feet of stuff with the second and third rows folded. As in Rivian’s pickup, more storage is available under the hood, though there’s no trick gear tunnel.

Like the R1T, the R1S will regularly receive overthe-air software updates that improve vehicle functions and add new features. Launch Editions are already sold out, but Rivian is taking reservations for future models, which start at $73,575.

CARRYOVER R1T

R1S

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ROLLS-ROYCE

PHANTOM

PHANTOM As might many of its buyers, the Rolls-Royce Phantom—or “Phantom Series II” in Rolls parlance—gets a minor nip and tuck this year. Its distinctive nose retains the majestic and opulent graphic the car has had since its 2017 debut, but the headlights and an illuminated grille are new. Other exterior changes include fresh wheel options and optional black trim. Inside, the Phantom Series II gets a slightly thicker steering wheel rim and a new infotainment system. The Phantom’s 6.7-liter twin-turbo V-12, which produces 563 hp and 664 lb-ft of torque, remains unchanged.

SPECTRE It’s been a long time coming, but Rolls is finally electrifying.

Slated to go on sale in late 2023 as a 2024 model, the Spectre coupe is a big, stately showcase of what to expect from the storied luxury automaker as it phases out pistons for rotors. The company is keeping many details to itself for now, but the Spectre will feature four house-built motors, all-wheel drive, fourwheel steering, 23-inch wheels— the largest fit to a two-door Rolls-Royce in almost a century— and a Spirit of Ecstasy hood ornament that bows more deeply to better cut through the air.

CARRYOVER Cullinan, Ghost DISCONTINUED Dawn, Wraith SPECTRE PROTOTYPE

ASCENT

SUBARU

ASCENT The three-row SUV’s midcycle update includes freshened exterior styling front and rear, standard wireless Apple CarPlay and Android Auto, a vertical 11.6-inch infotainment touchscreen, and the latest version of Subaru’s EyeSight driver assistance tech. The Onyx Edition trim piles on even more features.

CROSSTREK Largely unchanged, this popular small SUV/lifted hatchback adds a Special Edition with exclusive Desert Khaki paint, dark gray wheels, and black exterior elements.

LEGACY Subaru’s family sedan gets a more aggressive front end with a larger grille and restyled LED headlights. Inside, the Legacy adopts the huge vertical screen with wireless Apple CarPlay and Android Auto. The new version of EyeSight is here, too. The Legacy Sport adopts the 260-hp 2.4-liter turbocharged flat-four in place of last year’s 182-hp naturally aspirated four, which remains available on other models.

OUTBACK The wildly popular lifted station wagon gets a bolder and more rugged look LEGACY outside, including resculpted

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SOLTERRA

cladding, while the cabin adds the 11.6-inch touchscreen and its updated infotainment technology. Yes, EyeSight is updated here, too, while Outback Touring models receive an additional front-facing camera and a digital rearview mirror. The Onyx Edition trim level can now be ordered with the base engine or the more powerful turbocharged unit.

SOLTERRA Subaru’s foray into electric cars starts with the Solterra, the fruit of a joint effort that also produced the Toyota bZ4X. Like most Subarus, it has all-wheel drive, but this time because of its dual-motor powertrain. Total output is 215 hp and 248 lb-ft of torque.

It offers 8.3 inches of ground clearance and comes equipped with Subaru’s X-Mode drive setting for additional off-road capability.

Range from the 72.8-kWh battery pack stands at 228 miles on the

LEGACY

Premium trim but drops to 222 miles on the Limited and Touring due to their larger tires. Those modest figures are replenished via an equally modest 100-kWh maximum charge speed. (Many competitors offer much higher charging rates.)

The default 8.0-inch touchscreen has standard Google Maps navigation, voice controls, and wireless Apple CarPlay and Android Auto. Every Solterra receives automatic emergency braking, lane-departure and sway warning, adaptive cruise control, and automatic high-beams. Other available tech includes a larger 12.3-inch infotainment display, wireless charging, and a 360-degree camera system.

MINOR UPDATES Forester, WRX CARRYOVER BRZ, Impreza

OUTBACK

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TESLA

MODEL Y

MODEL Y The Model Y Standard Range AWD produced by Tesla’s new Gigafactory in Texas might look the same, but its 4680-type structural battery pack has a new design and chemistry to reduce cost, increase range, and improve charging speed. The new model’s 279 miles of range is within 50 miles of the current Long Range trim’s, though it’s being offered initially only to Tesla employees as the company tests the new battery assembly. These models also incorporate single-piece “megacast” front and rear subframes to make production simpler and cheaper. The user interface is also faster than previous iterations, courtesy of additional computing power. Navigation now requires a subscription after eight years on all new Teslas.

CYBERTRUCK No, we didn’t forget about the Cybertruck, even if it seems at times like Tesla has.

Originally set for production in 2021, at this point a late 2023 launch still seems iffy. Maybe we’ll have full details in next year’s New Car Buyer’s Guide issue.

CARRYOVER Model 3, Model S, Model X

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2023 BUYER’S GUIDE

TOYOTA

4RUNNER

4RUNNER The long-running off-road SUV nameplate turns 40 this year, and to celebrate, Toyota whipped up a sweet-looking anniversary model with rad retro graphics, bronze wheels, special interior touches, and a run of just 4,040 units for the U.S. BZ4X Toyota is finally getting into the electric vehicle game with the bZ4X compact crossover. Although the name is confusing, the bZ subbrand will expand to other segments in the next few years. The compact crossover is available in front- and all-wheel drive, and its range is 228 miles for the AWD and 252 for the FWD model. Charging the Toyota bZ4X is slower than the competition given its 150-kW rate for front-drive models and 100 kW for all-wheel drive.

CAMRY Certain types of nightshade plants are considered invasive species, and Toyota’s Nightshade treatment has once again invaded its family sedan. This year’s version includes 19-inch matte bronze wheels, a black grille, black mirror caps, a black spoiler, black badges, and black surrounds for the head- and taillights. It also offers a choice of white, black, or new Reservoir Blue paint.

COROLLA The Corolla sedan and hatchback get a midcycle update that freshens the styling and drops the weak-sauce 1.8-liter I-4. That alone would make the Corolla more enticing, but there’s plenty more.

Other changes include redesigned LED headlights and a new rear bumper with body color and chrome detailing. SE and XSE sedans get a new rear diffuser and 18-inch black wheels, and hatchback models build on those changes with their own updated grille and glossy, graphite-colored 18-inch wheels. The sedan now offers

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COROLLA CROSS

Underground and Midnight Black Metallic paint, and the hatch can be had in Inferno or Blue Crush Metallic.

Inside, the 2023 Corolla’s standard 8.0-inch infotainment screen gets Toyota Audio Multimedia, a new infotainment system that made its debut in the latest Tundra. The Corolla now comes standard with wireless Apple CarPlay and Android Auto, and the car newly offers over-the-air updates. Drivers can now say, “Hey, Toyota,” to access features, though a monthly subscription is required to use the new cloud-based navigation system. The updated Corolla also gets a few upgrades to its long list of standard safety features, now packing Toyota Safety Sense 3.0 with a pre-collision system with pedestrian detection, lane departure alert with steering assist, adaptive radar cruise control, lane keep assist, road sign recognition, and automatic high-beams. Higher trims get adaptive headlights and parking assist with braking.

The Corolla Hybrid isn’t left out; for the first time it offers all-wheel drive enabled by a second electric motor that provides power to the rear wheels in low-speed, low-traction situations. Toyota also says the new hybrid will be more powerful, but we’ve yet to hear a number—frankly, any bump from its 121-hp figure will be welcome, as it’s the most lethargic hybrid on the market.

COROLLA CROSS All-new for 2022, this year the Corolla Cross gets a hybrid powertrain option that significantly increases the little SUV’s power and fuel efficiency. Available in three trims—LE, XLE, and XSE— the Corolla Cross Hybrid achieves 194 hp and standard all-wheel drive, and Toyota estimates it delivers 37 mpg combined.

BZ4X

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CROWN Either willfully blind to the whole lifted sedan schtick not working out for AMC, Subaru, and Volvo or convinced the Crown is larger than those and thus totally different, Toyota is giving this odd format its latest attempt. The 2023 Crown essentially replaces the discontinued Avalon, borrowing its name from a line of upmarket Toyota sedans stretching back to the first Toyota ever sold in America in the ’50s but absent here for decades. It sits 4.0 inches higher than a Camry, wears beefy, crossoverlike body cladding, and only comes with all-wheel drive.

Every Crown is hybridized. Crown XLE and Limited models use the newest version of Toyota’s familiar 2.5-liter hybrid I-4 engine with dual electric motors and a planetary-type CVT driving the front wheels; a third, larger EV motor independently spins the rear axle. Expect about 236 hp and 38 mpg combined from this combo.

Range-topping Platinums upgrade to a 2.4-liter turbocharged I-4 with a single electric motor and a six-speed automatic. With its bigger rear motor, this setup is good for 340 hp and about 400 lb-ft of torque, though combined fuel economy slides to 28 mpg. Whether Toyota can stanch full-size sedan buyers’ flight to SUVs by SUVifying the full-size sedan is an intriguing question. But we’ve seen companies try this tall-sedan thing before, and history gives reason for pessimism.

GR86 The little sports car that could adds a special edition called, uh, the Special Edition. Available only in Solar Shift orange, the car is fitted with a GR cat-back exhaust, special black wheels, and special graphics inside and out. Toyota plans to build 860 of them.

GR COROLLA Toyota promised its Gazoo Racing (GR) lineup would grow, and it has delivered. The performance brand’s latest beast is the 2023 GR Corolla—the fastest, most powerful Corolla to date—and with 300 hp on tap, it’s ready to take the fight to its chief rival, the Honda Civic Type R. The GR Corolla is so different from the regular Corolla that it’s worth talking about it on its own. Powered by a 1.6-liter turbo three-cylinder that also makes 273 lb-ft of torque, the GR Corolla is only available with a six-speed manual transmission with a rev-matching function. Standard GR-FOUR all-wheel drive offers 60/40, 50/50, or 30/70 front/rear torque distribution settings, and 72 MOTORTREND.COM OCTOBER 2022

it works with available front and rear Torsen mechanical limited-slip differentials to ensure all that power makes it to the ground.

Additional upgrades include a stiffer suspension, larger brakes, a carbon-fiber roof, sticky Michelin Pilot Sport 4S tires, additional body welds to increase torsional stiffness, a triple-exit exhaust, and maybe the meanest-looking body kit ever fitted to a factory Toyota.

With all these performance enhancements, the GR Corolla should get to 60 mph in about 5.5 seconds as it hunts down Civic Type R’s, Hyundai Elantra N’s, and Volkswagen Golf R’s. The base Core model is joined by a one-year-only Circuit Edition with extra goodies, as well as the badass Morizo Edition named for Toyota CEO Akio Toyoda’s racing alter ego. The Morizo is the ultimate GR Corolla, stumping up 22 additional lb-ft of torque, ditching the rear seats and other items to save roughly 100 pounds, and adding even more body bracing and other bits.

PRIUS Last year, the Prius added a Nightshade edition that attempted to toughen up its look. We’re not sure it worked, but that’s about it for the world’s most famous hybrid as we wait for an all-new generation to arrive in the next 12 to 18 months. The good news is we hear it’s going to look way, way, way less dorky.

CROWN

CROWN

SEQUOIA With a new platform, powertrain, and styling, the 2023 Sequoia is reinvigorated for battle in the full-size SUV space (see First Drive, page 20). The body-on-frame behemoth shares its chassis and design language with the Tundra, and it’s a massive improvement over the outgoing model. Perhaps most notable is that it’s now hybrid-only, teaming a 3.4-liter twin-turbo V-6 with electrification to deliver 437 hp and 583 lb-ft of torque. The most powerful Sequoia ever is expected to return roughly 18/23 mpg city/highway.

SUPRA Toyota finally heard our pleas: The 2023 Supra can now be had with a manual transmission mated to its 3.0-liter six-cylinder engine. Just in time, too, as it means the Supra is well equipped to fight the all-new version of its biggest Japanese rival, the Nissan Z. TACOMA Besides a new color option for the TRD Pro, the Tacoma carries over with few changes. SR5 trims equipped with the V-6 now get keyless entry, and options and packages are shuffled. We expect to see a new generation next year.

TUNDRA A new SX package can be added to the SR5 and makes things darker by adding gray wheels and various black trimmings inside and out.

MINOR UPDATES Highlander, RAV4, Sienna, Venza CARRYOVER C-HR, Mirai DISCONTINUED Avalon

GR COROLLA

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VINFAST

VF 6

VF 8 AND VF 9 You may not have heard of VinFast—unless you read our September issue—but you will soon, as the Vietnamese automaker enters the U.S. market with a flurry of electric SUVs. The product line starts with two midsizers, the two-row VF 8 and three-row VF 9, slated to go on sale by the end of this year. They will be followed by the subcompact VF 6 and compact VF 7 in 2023.

All will be imported from Vietnam and sold direct to consumers via corporate-owned retail outlets, starting with 30 stores in California.

The vehicles were designed in tandem with Pininfarina, and the larger SUVs ride on a new platform developed with the help of engineering consultants from manufacturing and supplier giant Magna. None features a traditional gauge cluster, instead opting for a head-up display VinFast believes will reduce distraction from drivers looking down; additional technology compares favorably with much of the competition, including large screens, wireless Apple CarPlay and Android Auto functionality, voice commands, and VF8 driver assistance systems.

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VF 8

In another twist, the purchase price won’t include the battery packs, which are instead leased from the company. VinFast says it will replace an owner’s pack if the maximum charge rate degrades below 70 percent, and all battery maintenance expenses are covered for the life of the vehicle. After 2024, buyers will be able to opt to buy the battery, by which time as many as three capacities could be available. The SUVs will launch with a single, standard-range pack before it adds a larger version in early 2023.

The five-passenger VF 8 will offer two trims, the 348-hp Eco and 402-hp Plus, with ranges of 248 and 292 miles, respectively; it will start at $41,900 plus the monthly battery lease fee ($35 for 310 miles/month then $0.11/mile thereafter, or $110 for unlimited mileage). Both trims use the same dual-motor all-wheel-drive powertrain. VinFast says the VF 8 Plus has a 0–60 time of 5.3 seconds. The larger VF 9 will make 402 hp and 457 lb-ft of torque, feature a range of 262 to 369 miles, and start at $56,700 before a battery fee ($44 for 310 miles then $0.15/mile, or $160 for unlimited). The vehicles will offer a 10-year/125,000-mile warranty.

As for charging, VinFast won’t build a dedicated network but rather make use of the existing infrastructure of Electrify America, EVgo, and others.

VOLKSWAGEN

ID4

ID4

ID4 Volkswagen’s sensibly sized electric SUV receives minor changes as production moves from Germany to VW’s Chattanooga, Tennessee, factory. Only three years into its lifecycle, the 2023 ID4 won’t get any significant revisions. The biggest update is an increase in peak charge rate from 125 to 135 kW; 2021 and 2022 ID4s will benefit, too, thanks to an over-the-air software update. Base rear-drive examples can now travel up to 275 miles on a charge and feature one motor that makes 201 hp and 229 lb-ft of torque, while dual-motor AWD variants return up to 251 miles and have 295 hp and 339 lb-ft.

ID BUZZ Although not expected to hit dealers stateside until late 2024, anticipation is building for the reborn electric Microbus. Foreign markets will get the standard-wheelbase van in both five-passenger and cargo configurations as early as this year, but North America will only get the yet-to-be-revealed seven-passenger long-wheelbase version. Regardless, the ID Buzz’s mission is simple: electrify the minivan. Riding on the same platform as the ID4, the ID Buzz is likely to offer the same powertrains as the ID4 and draw power from an 82-kWh battery located under the floor.

Range figures will probably be slightly reduced from the ID4’s owing to the Buzz’s larger size.

MINOR UPDATES Arteon, Golf R, GTI, Taos CARRYOVER Atlas, Atlas Cross Sport, Jetta, Tiguan

ID BUZZ

ID BUZZ

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VOLVO

XC40

XC40 Volvo’s smallest SUV and its first vehicle to offer a full EV powertrain gets a mildly updated look inspired by the electric C40 SUV-coupe-thing introduced last year. The most significant mechanical update comes to the gas-powered XC40, which will now only be offered with mild hybrid powertrains for better fuel economy and lower emissions. It also gains the Google-based infotainment software that made its debut on the XC40 Recharge EV last year, where functions like navigation and the digital assistant will now be handled

by Google Maps and “Hey, Google” voice commands. Over-the-air update capability will keep features fresh. (The new software spreads to every other Volvo this year, too.) The fully electric XC40 Recharge, meanwhile, is mostly the same under the skin but gains new interior upholstery options along with new exterior colors and wheels.

EMBLA Volvo is transitioning to an entirely electric fleet of vehicles, and a new flagship SUV believed to be called the Embla will lead the way.

The new model is expected to arrive by the end of 2022 as a 2024 model and will ride on Volvo’s all-new EV-only architecture. This marks a departure from the C40 and XC40 Recharge EVs, both of which use a modular platform designed for internal combustion engines, hybrids, and EVs. We expect the Embla will offer both single- and dual-motor powertrains, as well as multiple battery sizes delivering different ranges.

Styling will be heavily influenced by the Volvo Recharge concept car shown here. The bulge above the windshield is a lidar sensor, necessary for a coming hands-free highway driving assistance system and advanced collision avoidance tech.

RECHARGE CONCEPT

Inside, as you’d expect, the Embla features a minimalist Scandinavian interior design made from natural and sustainable materials. The concept has a 15.0-inch touchscreen along with a digital instrument cluster, both of which are expected to survive into production. Although the concept only had two rows of seating, Volvo will offer both two- and three-row versions.

It’s unclear at this point whether the Embla will replace or complement the XC90, Volvo’s present lineup topper. Both are large, two- or three-row luxury SUVs with likely similar price tags, and as much as Embla signifies a new direction for the company, Volvo may be reluctant to shuffle off the XC90 after so many successful years. We should know later this year.

MINOR UPDATES C40, S60/V60, S90/V90, XC60, XC90

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MOTORTREND I 10.22

UPDATE GENESIS GV70

CHEVROLET CORVETTE

MT

Updates on our long-term fleet

UPDATE HONDA ODYSSEY

ARRIVAL KIA CARNIVAL

PHOTOGRAPHY MT STAFF

Arrival: 2022 Kia Carnival (EX) EPA CITY/HWY/COMB FUEL ECON 19/26/22 mpg “Can the latest entry in a dwindling minivan field win me over?”

Frank Markus

BASE PRICE $39,055 AS TESTED $39,940

inivans are a little like brown, diesel, stick-shift station wagons: No matter how much praise we auto scribblers heap on them, Americans shun them a little more each year. Don’t believe me? Minivan market share fell to 2.2 percent last year. That just so happens to be the very same year Kia boldly rebooted its emasculationbox, giving it a butch, SUV-ish nose and ash-canning its minivan-tainted Sedona name in favor of the more fun Carnival moniker. The 2022 Kia Carnival promptly won a MotorTrend comparison test, whereupon I nearly lost my merde.

“This thing isn’t even a minivan!” I fumed after just 10 minutes in a top-shelf Carnival SX with the Prestige package.

This Kkangpae limo variant puts a pair of dentist’s chairs where the middle row should be. These heated, cooled, reclining thrones with footrests and video monitors offer zero accommo-

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78 MOTORTREND.COM OCTOBER 2022

dation for admitting passengers to the third row or carrying bulky cargo. The backrests don’t even fold down, and the seats can’t be removed without special tools and possibly a crane. Having spent the formative years of my automotive engineering career packaging Chrysler minivan interiors for Stow ’n Go seating, these Carnival seats represented an unforgivable affront to minivannery.

That Carnival SX with the Prestige package wowed our judges primarily on value and comfort. We described its interior as feeling “more Mercedes than minivan” despite being the least expensive van in the test (by $1,620). This

helped us excuse its lack of clever storage solutions relative to the other vans and the difficulty adults have squeezing into the third row. Similarly, Kia prioritized ride comfort ahead of handling dynamics, so the Carnival’s body control lagged behind the others, but this too was deemed a reasonable compromise.

My colleagues would not be talked out of that comparo win, and perhaps to punish me for raising such a ruckus over it (or in the hope of winning me over to their way of thinking), I’ve been assigned to chaperone a more family-friendly midlevel Carnival EX for a yearlong test.

This version features eight-passenger seating that includes a middle row with

SPECS Vehicle Layout Front-engine, FWD, 8-pass, 4-door van Engine 3.5L direct-injected DOHC 24-valve 60-degree V-6 Power (SAE Net) 290 hp @ 6,400 rpm Torque (SAE Net) 262 lb-ft @ 5,000 rpm Transmission 8-speed automatic Curb Weight (F/R Dist) 4,609 lb (56/44%) 0-60 MPH 7.7 sec Quarter Mile 15.8 sec @ 90.4 mph Braking, 60-0 MPH 129 ft Lateral Acceleration 0.78 g (avg) MT Figure Eight 28.4 sec @ 0.58 g (avg) EPA Range, Comb 418 miles On Sale Now

Height 68.5”

78.5”

121.7” 203.0”

KIA SELTOS

KIA SORENTO

LAND ROVER DEFENDER 110

MERCEDESBENZ E 450

NISSAN ROGUE

RAM 1500 TRX UPDATE

RIVIAN R1T

TOYOTA GR SUPRA

TOYOTA MIRAI

VOLVO XC40

2021 Honda Odyssey

“It wasn’t immediate, but the Odyssey has won over at least one minivan convert.”

Ed Loh

Service Life 11 months/17,110 miles Average Fuel Econ 19.4 mpg Unresolved problems None Maintenance cost $92.52 (oil change, inspection, tire rotation) Normal wear $0 Base price $39,635 As tested $39,635 EPA City/Hwy/Comb fuel econ 19/28/22 mpg

Check in next month to see what we learned after our first 2,500 miles in the Carnival’s driver’s seat.

three individually removable seats.

The outer ones fold and slide to provide third-row access, and the middle one can slide forward to bring a child seat closer to the parental front row. It’s a lot less Mercedes inside, but its value proposition is even stronger, and at least there’s no denying this is a real minivan.

We’ve already taken our new Kia to the track and determined it performs within a percent or two of every other Carnival we’ve tested, which is to say within about 4 percent of our five-year minivan average. If there’s one noteworthy stat, it’s the 60–0-mph braking, which, at 129 feet, ranks 11 feet longer than we’ve measured on the heavier SX Prestige models and about 5 feet worse than average. That’s almost certainly attributable to its Goodyear Assurance Finesse tires, which apparently have a less aggressive tread compound than the SX’s identically sized (235/55R19) Continental CrossContact RX tires.

Our Carnival EX’s base price of $39,055 is $5,500 more than an LX, $3,500 less than an SX with minivan seats, and

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$8,500 less than the Barcalounger model. The only factory options are six paint colors and two interior tones, of which we chose Astral Blue paint ($495) and two-tone light and dark gray faux leather. Port-installed options include carpeted floormats ($200), a cargo tray ($115), and a rear bumper appliqué ($75), bringing our total to $39,940.

Will MotorTrend ’s new Carnival win over this minivan-savant skeptic?

We’re hard at work answering that question even as these words are typed from the passenger seat during a transcontinental road trip.

fter many months driving a Honda Odyssey EX-L, my wife, Julia, and I have thoughts about our first minivan “ownership” experience as a couple. This was her first time in the segment; she grew up with American pickups and, as an adult, rotated through Japanese and German compact cars.

I, however, have vast minivan experience, both professionally and personally. After our Chevrolet Caprice Classic station wagon, my parents went on a minivan bender. First it was a blue 1985 VW Vanagon GL. Then came our white egg van, a 1991 Toyota Previa, which helped me score 100 percent on my driver’s test. And for a number of years early in my career, my daily driver was a 1996 Odyssey—the first generation with regular, not sliding, doors.

It took some convincing to get Julia into the minivan, but she quickly grew to appreciate how practical it is for all facets of parenthood.

Still, she struggled just a bit with fading into the crowd–especially in shopping center parking lots. More than a couple of times we found ourselves hitting the clicker next to an Obsidian Blue Pearl Odyssey and wondering why its automatic tailgate wouldn’t open, only to realize our Odyssey was parked over there.

That kind of anonymity is a two-way street, though. “Some days, I like how invisible I am in the Odyssey,” she said. “It’s so great. People just let me take my time. There is no pressure to drive sporty or fast. I can drive as slow as I want, like we have a baby on board, because guess what? We do!”

She has also become a sliding door convert, which is likely a “no-duh” to the minivan faithful. But take it easy; this was her first experience with doors that fully open at the push of a button in tight spaces and on both sides of the vehicle. While holding a screaming or sleeping baby, this practicality and efficiency cannot be overappreciated.

We also very much appreciated the built-in sunshades in the sliding doors—so much so, we bought a set of accessory sunshades for her car in advance of the Odyssey’s departure.

The simple, sturdy, manual operation (instead of automatic, motor-powered alternatives) means one less thing to break—always a good feature when you have kids, or just in general.

OCTOBER 2022 MOTORTREND.COM 79

MT GARAGE I Updates

2022 Genesis GV70

2021 Ram 1500 TRX

Service Life 2 months/2,557 miles Average Fuel Econ 16.9 mpg

Service Life 3 months/12,281 miles Average Fuel Econ 10.0 mpg

“Technology can make things easier—assuming it works.”

“Scientific? Not at all. But when you’re heads-up with an R1T, do you have any choice but to race?” Miguel Cortina

Miguel Cortina Unresolved problems None Maintenance cost $0 Normal wear $0 Base price $54,195 As tested $64,670 EPA City/Hwy/Comb fuel econ 19/25/21 mpg

Unresolved problems None Maintenance cost $0 Normal wear $0 Base price $72,020 As tested $91,185 EPA City/Hwy/Comb fuel econ 10/14/12 mpg

he learning curve can be steep, but technology can make your life easier—especially when it comes to cars. For instance, when was the last time you printed MapQuest directions to get around? Or carried paper maps in your glove box?

Or twisted a key to start a new car? Motoring used to be complicated, but some things are more streamlined now. With connected cars becoming increasingly common and access to the world at our fingertips, we’re able to get around easier and quicker.

Genesis has embraced the newest technology trends, and the 2022 GV70 is no exception. It wasn’t long ago that push-button start switches and keyless entry were novel technologies, but the GV70 goes beyond, featuring keycards and fingerprint readers to gain access to and even start the SUV. The keycard is about the size of a credit card, and it can unlock and lock the vehicle when you don’t have the actual key fob on you. All you need to do is tap the card on the driver’s door handle to unlock it. Once inside, a scan of your fingerprint starts the GV70. The process is very simple and can be useful when you’d like to travel lightly (say, to a concert or the beach), because the keycard fits in your wallet.

There are some downsides of the keycard/fingerprint system, though. For starters, the keycard only works on the driver’s door; you can’t open the tailgate or any other door with it. And as for the fingerprint reader, it must be tied to an individual driver profile.

This likely won’t be a problem in most households, but one staffer’s toddler accidentally locked the car into Valet mode, requiring a fingerprint of a different staffer (or, remotely, a few swipes of a phone with the Genesis app) to unlock the onboard systems.

Technology isn’t perfect. A couple months into the loan, Apple CarPlay stopped working for about three weeks. Although multiple phones charged when plugged into the USB-A ports (it doesn’t feature newer USB-Cs or wireless CarPlay), it wouldn’t recognize the Apple devices and refused to launch CarPlay. The problem resolved itself, so we’re left with nothing but questions. Thankfully, though, the GV70 is equipped with satellite navigation. Without it, we might’ve once again needed to print MapQuest directions.

t MotorTrend, we’re huge fans of drag races. Any time we have a chance to safely race cars, trucks, or SUVs side by side, we take it. One such opportunity presented itself when we took a coast-to-coast off-road road trip in the Rivian R1T, with our long-term Ram 1500 TRX along for the ride. We had no choice but to test whether the 6.2-liter supercharged V-8 could beat four electric motors One major caveat: This drag race isn’t anything close to official. For starters, on pavement, we know the Rivian will smoke our Ram. This “race” took place on a gravel road instead of a concrete surface, both trucks were fully loaded with overlanding gear, tire pressures were low because we were off-roading, and battery/gas tank levels weren’t checked. There was no finish line, either. This drag race was just for fun, not for numbers.

With senior features editor Jonny Lieberman behind the Rivian’s wheel, I got comfortable in the TRX. Both trucks had their respective launch controls engaged, with the brake and accelerator pedals pushed firmly. Once photographer Renz Dimaandal said “go” over the walkie, the challenge was on.

With the TRX’s exhaust and engine roaring as the Ram gained speed, my body smashed against the seat back and headrest. I had him! But my split second of faith was ill-placed, as the R1T’s electric power quickly put it in front. Aside from the launch, sitting in the TRX’s cockpit wasn’t a cool experience; rocks flew at it as soon as the Rivian got ahead, causing damage to the hood and front fascia and cracking the windshield. In retrospect, drag racing off-road was probably a bad idea.

We knew going into our little race the R1T was the more powerful truck; 835 hp trumps 702 any day of the week. But we were surprised by how massive the gap is in real life. The Rivian’s immediate torque delivery put it ahead in the blink of an eye, and although the TRX’s growl makes us feel good every time we hear it, the R1T was the clear winner in our impromptu sprint.

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Instrumented testing is invaluable, but sometimes you just need to have fun in the moment.

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Angus MacKenzie

The Big Picture

Can Lambo survive electrification?

“T

his is going to be the biggest challenge since the beginning of the company.”

Lamborghini boss Stephan Winkelmann knows a thing or two about challenges. He was at Lambo in 2009 when the global financial crisis hit and sales of expensive supercars tanked. A few years later he had to convince the aficionados a Lamborghini SUV built using Porsche and Audi parts would be a good thing, and it wouldn’t corrupt a brand famous for building some of the fastest, most extreme cars ever made.

So what now could be more of an existential threat to Lamborghini than either of those ructions? Winkelmann doesn’t hesitate. “Electrification,” he says, “and the acceptance of electrification. I strongly believe that what we have done in the past was evolutionary. Now it’s really a cut and a new beginning.”

Ironically, Lamborghini is in great shape, perhaps in the best shape it’s ever been. Sales are rapidly rebounding to record levels after the COVID-induced slump of the past two years. Thanks to years of investment

by Volkswagen Group, the factory at Sant’Agata Bolognese is a state-of-the-art facility making cars that are better engineered, more reliable, and built to higher quality levels than any other Lamborghinis in the marque’s history. There’s money to spend on new products.

Lamborghini, which went bankrupt in the late ’70s and struggled through the ’80s and ’90s, is positioned better than ever to determine its own destiny. The problem is, determining Lamborghini’s destiny isn’t as straightforward as it used to be. Can a Lamborghini really be a Lamborghini without the spine-tingling, gut-punching mood music of a screaming V-12, a roaring V-10, or a thundering twin-turbo V-8?

Is a Lamborghini powered by batteries and electric motors even a thing?

That’s perhaps why Lamborghini is not rushing to embrace the idea of an electric supercar. The feedback Winkelmann is getting from customers says they’re simply not interested. The Aventador and Huracán are being replaced—in 2023 and 2024, respectively—with new cars that will have hybrid powertrains—more evolutionary than revolutionary. The Urus SUV, Lamborghini’s 82 MOTORTREND.COM OCTOBER 2022

cash cow, will get a heavy face-lift in 2024, along with a hybrid powertrain.

The big step-change comes in 2028, when Lamborghini will launch its first-ever fully electric vehicle. It will be an addition to the range, sitting alongside the Aventador and Huracán replacements and the revised Urus. And it won’t be a supercar. “It will be a 2+2 GT car, like the 350 GT Ferruccio Lamborghini started with in 1963,” Winkelmann says. “Less performance-only, more daily drivable.”

Winkelmann says many existing Lamborghini customers will readily accept the idea of an electric Lamborghini GT. “Most of them already have an electric car,” he says. He believes a fast, comfortable, dramatically styled, electric-powered daily driver is the logical starting point for Lamborghini’s transition to full electrification in the mid-2030s, when the Aventador and Huracán replacements are themselves replaced by electric models.

Electric Lamborghinis will still be very fast in a straight line, but as even quotidian EVs can easily deliver ferocious acceleration, Winkelmann says engineers will focus on chasing the ultimate lateral acceleration numbers. They’ll aim to make electric Lamborghinis go through corners faster than any other electric car.

Lamborghini has experience making big, heavy machines feel remarkably talented in the twisty bits. “This is one of the things which has worked out very well with the Urus,” he says. “Nobody believed the Urus would have been so easy and so Lambo-like in the corners.”

Winkelmann says he’s confident Lamborghini can make electric vehicles that look like Lamborghinis and perform like Lamborghinis. But they won’t, he acknowledges, sound like Lamborghinis. At least not like the Lamborghinis we’ve all come to know and love.

Will it matter? He isn’t sure. “That is going to be digested by the new generations coming up,” he says, noting the Lambo buyers of tomorrow are today barely in their 20s. Unlike traditional Lamborghini customers, they’re going to grow up with high-performance electric vehicles. For them, a Lamborghini supercar without a bombastic internal combustion engine probably won’t seem at all shocking. Q

The Terzo Millennio concept, unveiled in late 2017, provided design inspiration for the Huracán Tecnica, but Lamborghini has only begun exploring its electric potential.

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