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CARS

TOP GEAR AMERICA SEASON 2

FUTURE REBORN DELOREAN, NEW MUSTANG, AND MORE

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SEPTEMBER 2022

TOYOTA BZ4X VS. HYUNDAI IONIQ 5

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ON THE COVER The new Mustang will make its debut for the model’s 60th anniversary.

Illustration: Abimelec Design

SEPTEMBER 2022

22 COVER STORY

The future holds more than mere electric versions of the cars you drive today.

Tests & Drives 22 Gas? Where We’re Going, We Don’t Need Gas. As we look ahead to what the auto industry has in store, one thing is clear: EVs are the future.

MotorTrend staff 48 VietNow VinFast has ambitious plans and the backing of Vietnam’s richest man. He’s not interested in taking things slow. Alisa Priddle

48

58 Zigging and Zagging Nissan Z Tomorrow will be electric, but an ICE car wearing the Z badge still has something to offer. Frank Markus 62 Their Time Is Near Hyundai Ioniq 5 vs. Toyota bZ4X EVs are starting to feel more ... normal. Aaron Gold 70 Calm of the Dawn Rolls-Royce Spectre Luxury takes a silent step toward a new age. Basem Wasef

58

62 EST. 1949 VOL. 74 NO. 9

MotorTrend (ISSN 0027-2094) September 2022, Vol. 74, No. 9. 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

82

The proliferation of electric vehicles allows new companies to move quickly.

Departments & Features 10 Editor’s Letter The future is anything but boring.

12 Intake This month’s hot metal.

20 Technologue Neural Propulsion Systems has the sensor suite and computing power that could eliminate crashes.

21 Your Say Responses to past issues.

82 The Big Picture Electric vehicles have made startup companies like China’s XPeng more viable than ever.

MTGARAGE Arrival Genesis GV70 Updates Land Rover Defender 110 • Mercedes-Benz E 450 • Rivian R1T Verdict Mercedes-Benz GLE 450

12 20

74

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Editor’s Note

Has the entire car world gone electric? Pretty much.

O

ne year has passed since I sat down to pen a column for our previous annual Future Cars issue. So much has happened since then. The biggest news was we awarded not one but two of our Golden Caliper trophies to electric vehicles. The Rivian R1T captured our 2022 Truck of the Year honors, and the Lucid Air won our 2022 Car of the Year award. Our 2022 SUV of the Year, the Genesis GV70, will be available as an EV soon, as well.

The Hyundai Ioniq 5—a real stunner—has taken over Los Angeles.

At one point we considered creating an EV of the Year award, but we resisted by arguing (correctly) with ourselves that the entire industry is going electric. It’s InEVitable. The future is plugged in, and sooner than later, we’ll just call “electric cars,” “cars.”

Don’t believe me? Have a flip through this issue and read what we’ve dug up about the automobiles you’ll be looking at, lusting over, test driving, and then buying in the next few years. Yeah, you’re probably going to be shopping for an electric car in relatively short order. Forget about the entire automotive industry investing billions upon billions of dollars converting its product portfolio to electric, and just look out your window. At the time of writing, gasoline costs more than $5/gallon nationally, and here in L.A. gas prices have breached $7 for premium. But that’s now; let’s look at what’s about to arrive.

Americans love pickup trucks. We buy more than 2 million of them every year. And the two biggest names in the game—the Ford F-150 and the Chevrolet Silverado—now or soon will come in EV form. The Ford is called the F-150 Lightning (you might’ve heard of it), and the Chevy is the not-quite-as-well-named Silverado EV. In terms of automotive history, it’s difficult to wrap our collective brain around just how seismic an event this will most likely be.

Those two powerhouses adopting electrons might one day prove to be the pivotal straws that break the oil industry’s back.

But wait! There’s more! Two more big EV pickup dogs are about to join this fight: Ram is going to launch a full-size electric pickup truck in 2024, and although the much-hyped Tesla Cybertruck is

10 MOTORTREND.COM SEPTEMBER 2022

comically delayed at this point, the company will eventually build and sell it. No, really.

You know what Americans love more than pickup trucks? SUVs. We cannot buy enough of them. Especially car-based crossovers.

You know, the ones that are essentially minivans cut to look like off-roaders. Our thirst is unquenchable, our desires boundless.

Automakers are aware of this, and boy, oh boy, is the onslaught coming. As you peruse this issue, you’ll notice electric SUVs comprise the majority of what’s on tap. From Buick to Honda to Fiat to Chrysler to Lexus to Lotus to Lincoln, seemingly every automaker and their mother is on the cusp of offering an electric SUV, including an EV Jeepster and EV Wrangler.

Then there are some electric cars coming—like, real cars—that I’m pre-drooling over. First and foremost is the Dodge electric muscle car. Dodge has survived until 2022 largely because of the brand’s undying devotion to “Hellcat All the Things.”

Well, a Hellcat engine is a supercharged, gas-burning Greenpeace trigger. But what if Dodge figures out how to make a rowdy EV? What if it cracks the code and creates the obnoxious, four-wheel-burnout machine that’s needed to get the old dudes sitting around on beer coolers bitching about “computers in cars” to get off their duffs and join the EV revolution? If any brand can do it, it’s Dodge.

There’s an electric Corvette coming, too, but Chevy’s not saying a peep. I hope it rules.

But hang on a minute. You don’t care about EVs. You want internal combustion, even if it’s partially electrified, damn it! Fret not. As you’ll read, we have not one but two new Lamborghinis coming, and they will still feature engines with pistons and valves and pipes that burn the high-octane stuff. Your Bitcoin lost most of its value, and you can’t really be thinking about Italian exotics?

Hey man, we were just talking about Corvette a moment ago, and we’re positive we’re about to see a slew of hybrid ’Vettes featuring electric motors combined with big ol’ V-8s. Also, a new Mustang is on the way, and although there might just be a hybrid variant, the GT’s heart will remain a 5.0-liter red, white, and blue V-8.

As car people, there are many things you can say about the future, but you can’t in good faith call it boring. Our look at what’s coming begins on page 22. Q

In addition to massive investments by established players, the EV revolution has created space for a revamped DeLorean.

Electrifying adventure.

The all-new, all-electric 2023 Subaru Solterra. You’re looking at the first Subaru SUV of electric vehicles. The go-anywhere confidence of standard Symmetrical All-Wheel Drive. 8.3 inches of ground clearance. Zero emissions. There’s finally an all-electric SUV built to get you out there. And back. Love is now electric.

Solterra. Well equipped at $44,995.†

Subaru is a registered trademark. *MSRP excludes destination and delivery charges, tax, title, and registration fees. Retailer sets actual price. Certain equipment may be required in specific states, which can modify your MSRP. See your retailer for details. 2023 Subaru Solterra Touring shown has an MSRP of $51,995.

WORDS JORDON SCOTT PHOTOGRAPHY POVI PULLINEN

Intake 9.22

PHOTOGRAPHY KYLE CHRISTY

TOP GEAR AMERICA SEASON 2 IS HERE CO-HOST JETHRO BOVINGDON TAKES YOU BEHIND THE CURTAIN.

M

otorTrend contributor Jethro Bovingdon has lived out some epic car-enthusiast dreams in his 20-plus-year career as an automotive journalist, but his role as a co-host of Top Gear America beats them all. OK, maybe not every single moment—his description of driving the MTM Bimoto Audi TT at full speed on an autobahn makes your neck hair stand up—but as we chatted recently about the new Top Gear America Season 2 on MotorTrend+, we asked him: Is this the best job you’ve ever had?

12 MOTORTREND.COM SEPTEMBER 2022

“Yeah, it is,” he said. “And you know what? The funny thing is, I wouldn’t have thought it would be before I started.”

He made this observation near the end of our conversation, after we had asked what it’s like to work with fellow hosts Dax Shepard and Rob Corddry, and about some of his more memorable car-related experiences—most of them occurring thanks to Top Gear America.

“The first day on set for Season 1 was probably the third full day we had spent together, so we were lucky that we got on really well,” Bovingdon said when asked

about how the interaction between three exceedingly different personalities has evolved from Season 1 to Season 2. “We had decent banter, and those guys, because they have such big personalities, it’s very easy to just sit back and enjoy watching them chat and make jokes.”

As with any new television series, reality or scripted, there is a learning curve, and Top Gear America is no different. A winning formula relies on the ability to find a groove, get the pacing just right, and show humanizing moments. For Season 2, the producers have included even more of the banter and inside joking between the three hosts, and Bovingdon agreed there was a noticeable difference on the set this time around. “I guess it was like a big—I wouldn’t want to say something as cheesy as ‘a big happy family,’ but it felt like a

MOTORTREND We won’t deliver any Season 2 spoilers here, but co-hosts Shepard, Bovingdon, and Corddry tackle a variety of challenges that put smiles on their faces—and are sure to do the same for viewers.

much more cohesive machine by the time we began Season 2.”

So what’s it really like on the set?

Bovingdon said Shepard and Corddry act exactly as you’d expect them to when the cameras aren’t pointed in their direction.

“In terms of actually making the show, Dax and Rob are very professional about everything they do, as funny as they are,” he said. “They’re great to watch—even on a bad day they can just turn it on and make it happen, whenever it needs to happen.” But that doesn’t mean the co-hosts turn to scripted personalities when it’s time to roll the cameras.

“The cool thing for me, from very early on in Season 1—and it continued in Season 2—is that we were like, we’re not saying stuff we don’t think is true, and we’re not gonna be forced into

saying stuff,” he said. “Dax, obviously you couldn’t put a single word in Dax’s mouth; that’s just not his personality.

That’s what I love about him the most.

He has one speed. He’s always at 100 percent. He’s never leaving anything on the table.”

You might think Corddry would need some help staying on topic when it comes to reviewing cars, but Bovingdon put an end to that notion. “I think Rob is probably the funniest human being I’ve ever met; he just slays me every time,” he said. “His basic opinion [about cars] is so bang on, and it always was from the very beginning. He’s such a clever guy. You can’t be that funny without having an active, fertile mind. He’s smart enough to have his own opinion, and he won’t have one forced on him.”

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Without giving away too much about Season 2, we asked the co-host to name his favorite experience with the show, and the experienced track driver and racer provided an unexpected response. “One of the things I’ve discovered from doing Top Gear America is, I would never have thought I would enjoy off-roading as much as I do,” he said. “I find it really good fun; it’s just a really good laugh, and you get to go to some amazing places.”

Indeed, he had seen the American Southwest’s off-roading Meccas— Johnson Valley in California and Moab in Utah—a few times previously, but it was a 57-hp second-gen Suzuki Jimny in Calico, California, that won his heart. We know it in America as the Samurai, but Bovingdon had heard about the cute little 4x4’s reputation, and the right-handdrive Jimny the producers sourced did not disappoint. “I think the Jimny thing was just the unexpected nature of it—it was so good,” Bovingdon said. “Once we had finished shooting, funnily enough, Dax was like, ‘I really wanna go in that.’

Dax is not into little 4x4s, but he sort of slowly fell in love with it, too. We are all very taken with that little car.”

You can stream new episodes of Top Gear America on MotorTrend+ every Friday and new episodes of Top Gear America: Behind the Adventure every Monday for more behind-the-scenes action. As Bovingdon said, whether the hosts are racing minivans, revitalizing the Jaguar name, or lackadaisically Vmaxing a Bugatti Chiron Pur Sport (he said his grandmother could have done it, but don’t tell that to Shepard), Top Gear America is a “license to have a really bloody good time at work, every single day.”

SEPTEMBER 2022 MOTORTREND.COM 13

MOTORTREND I 9.22

Intake

2021 Porsche 911 Turbo S Lightweight

FIRST TEST

Epic—but is it necessary?

F

or the first time ever, Porsche is offering a dedicated Lightweight package for its 911 Turbo S, a kit that the company says saves about 65 pounds— for $10,340. But does the added lightness substantially improve the already mind-boggling performance?

The package includes thinner glass, one-piece carbon-fiber seats, a sport exhaust, and a PASM adaptive suspension that lowers the car by 0.4 inch. Porsche also deletes the rear seats, some insulation and sound-deadening material, and even the quilted seat and door panel inserts.

(Also, you can’t get heated seats. Sorry if you have a cold tuchus.) This boils down to $156.66 per pound of weight reduction.

Our example also featured the $3,890 carbon-fiber roof that saves 2 more pounds, and it weighed a relatively svelte 3,550 pounds overall.

We previously tested a 992-generation 911 Turbo S without the package, and although it had some of the Lightweight car’s options—the glass, PASM, sport

14 MOTORTREND.COM SEPTEMBER 2022

PHOTOGRAPHY WILLIAM WALKER

exhaust, and center-lock wheels—it weighed in at 3,628 pounds.

With its 640-hp twin-turbo flat-six, effective launch control, all-wheel drive, and eight-speed dual-clutch transmission, rocketing off the line and to 30 mph is as easy as falling off a two-legged stool.

Both 911s accomplished that initial burst in 0.9 second, tying our record set by the 1,020-hp Tesla Model S Plaid. Keeping the pedal pinned, 60 mph arrived in 2.2 seconds for the Lightweight versus 2.3 for the standard car. The Lightweight hit 100 in 5.2 ticks, better by 0.4 second, and it completed the quarter mile in 10.0 seconds at 137.8 mph, 0.3 second and 5.5 mph better than the regular Turbo S. The standard 911 Turbo S actually stopped from 60 mph a foot shorter, at 97 feet. But because the two cars’ huge carbon brakes were identical, we’ll put that down to tires. The standard Turbo S had Pirelli P Zero (PZ4) NA1s against the Lightweight’s Goodyear Eagle F1 SuperSport NA0s, and while these factory-fitment choices are identical in size (front 255/35R20, rear 315/30R21) and all but identical in treadwear, temperature, and traction ratings, finding their limits proved a very different experience.

The Pirelli rubber provided gobs of useful info near the limit and delivered a gradual breakaway. The Goodyears were edgier and harder to predict, and they gave up grip more abruptly. These tires made this new 911 feel like 911s of yore, prone to oversteer under braking,

at turn-in, midcorner, and on exit. If you have a choice, pick the Pirellis.

Is the Lightweight kit worth it? In the strictest sense, based on our test results, probably not. The one-piece carbon-fiber buckets and rear-seat delete notwithstanding, the standard car can be outfitted with the rest of the package for less money ($6,250). Still, there might be some future, higher regard for the firstever 911 Turbo S Lightweight. It’s easy to imagine an auctioneer announcing, “This 992-generation Turbo S has the extremely rare Lightweight package and is one of just a handful in existence. The bidding starts at … ” Chris Walton 2021 Porsche 911 Turbo S Lightweight BASE PRICE

$204,850

PRICE AS TESTED

$226,550 Rear-engine, AWD, 2-pass, 2-door coupe

VEHICLE LAYOUT ENGINE

POWER (SAE NET) TORQUE (SAE NET) TRANSMISSION

3.7L twin-turbo direct-injected DOHC 24-valve flat-6 640 hp @ 6,750 rpm 590 lb-ft @ 2,500 rpm 8-speed twin-clutch auto

CURB WEIGHT (F/R DIST)

3,550 lb (38/62%)

WHEELBASE

96.5 in 178.6 x 74.9 x 50.9 in 2.2 sec 10.0 sec @ 137.8 mph 98 ft 1.09 g (avg)

LXWXH 0-60 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION

MT FIGURE EIGHT

22.6 sec @ 0.93 g (avg)

EPA CITY/HWY/ COMB FUEL ECON

15/20/17 mpg

EPA RANGE, COMB

299 miles

ON SALE

Now

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MOTORTREND I 9.22

Intake

RML SWB Restomod

FIRST DRIVE

$1.6 million? Sign us up. We think.

T

he car you see here—the RML Short Wheelbase—is a strange concoction of Ferrari 550 Maranello and the stunning 1959 250 GT Berlinetta Short Wheelbase, or 250 SWB as it’s commonly known. It’s built by RML, a company based in Northamptonshire, England, and costs $1.6 million. RML will create just 30 examples, and you might think this is a pastiche designed to separate millions of dollars from the rich and stupid.

However, RML’s history and reputation give its SWB instant credibility.

The story began with Arthur Mallock, a prolific hill-climb driver and racer in the 1940s and ’50s who introduced the Mallock U2 special in 1958. A strong, stiff, lightweight spaceframe chassis, it was affordable for any enthusiast. The story continued with Arthur’s son, Ray Mallock, father of Michael—RML’s boss today—and a talented driver and engineer.

He formed Ray Mallock Limited (RML)

PHOTOGRAPHY DAVID SHEPHERD

in 1984. From Group C cars and Le Mans success with the Aston Martin Nimrod project to various factory programs in the British Touring Car and World Touring Car series, RML accrued experience and an enviable reputation. It also developed Nissan’s Deltawing Le Mans project and recently designed, engineered, and produced the Nio EP9 EV hypercar that ran the Nürburgring in just 6 minutes, 45.9 seconds. RML works with OEMs on engineering projects, battery tech, and secret stuff it can’t talk about. Its SWB is a way to emerge from modern anonymity.

Much of our skepticism melted once we drove it. There’s such theater just settling behind the thin-rimmed leather steering wheel that’s evocative of an old Nardi wooden item but with a much smaller diameter. The metal-framed dials for oil and water temperature and oil pressure are inspired by the past but appear new and perfectly realized. Just

turning the headlight switch or heater controls is an event. Of course, an opengated six-speed manual shifter stands proudly on the transmission tunnel.

The SWB retains the 550’s basic floorplan and suspension arrangement, but the 5.5-liter V-12 engine is rebuilt and blueprinted. This isn’t a car too concerned with straight-line speed, but with 479 hp at 7,000 rpm pushing about 3,800 pounds, it should be capable of 185 mph. The SWB was also modeled extensively with CFD tools to ensure high-speed stability.

The noise is non-standard. Michael Mallock wanted classic V-12 howl at high revs: high-pitched, layered, and pure, far more so than the 550 Maranello. The steering is perhaps a shade too light, but it pulsates gently with feedback. The structure feels stiff and robust, yet the suspension’s fluidity is something different. Not classic, exactly, but certainly more focused on feedback and weight transfer and a sort of natural athleticism than any modern GT or sports car. Roll into turns, and it takes a moment or two to settle, but pitch and roll are well controlled. The driver really dictates how the SWB behaves, and this sense of oneness is bewitching.

Thanks to relatively short gearing, you hear it build into a singular, piercing V-12 shriek over and over. Or you simply select third or fourth gear and ride the torque.

You can hustle the Shorty one minute, calmly guide it the next, and feel totally absorbed either way. Some will crave more performance. Others might want the lightweight feel of an old road racer or a more traditional restomod based on a waifish Porsche 911. We get that. But we also now get the RML Short Wheelbase.

Jethro Bovingdon

RML Short Wheelbase

TRANSMISSION

$1,600,000 Front-engine, RWD, 2-pass, 2-door hatchback 5.5L/479 hp/419-lb-ft port-injected DOHC 48-valve V-12 6-speed manual

CURB WEIGHT

3,850 lb (mfr)

PRICE LAYOUT ENGINE

WHEELBASE

98.2 in

LXWXH

167.9 x 76.9 x 51.2 in 4.1 sec (MT est)

0-60 MPH

16 MOTORTREND.COM SEPTEMBER 2022

EPA CITY/HWY/ COMB FUEL ECON

9/8/12 mpg (est)

EPA RANGE (COMB)

327 miles (est)

ON SALE

Now

2022 Ford Shelby Mustang GT500-H FIRST DRIVE

Hertz will rent you a 900-plus-hp GT500, but should you do it?

Y

es, you read that right. Hertz is going to rent a 900-plus-hp Mustang GT500 to just about anyone who can swing the rental fee. We took the first Hertz Ford Shelby Mustang GT500-H for a quick drive to find out whether that’s a good idea.

There’s at least precedent for this.

Hertz and Shelby first teamed up in 1966 with the GT350-H, which was tuned up to 306 hp instead of 271 hp, a 13 percent increase. When you think about it that way, the 18-ish percent increase in power between a stock 2022 GT500 and a Hertz Shelby GT500-H seems fairly reasonable … until you remember we’re talking about more than 900 horsepower.

If we’re honest, the GT500 didn’t need more power, but that’s kind of Shelby’s thing. A massive 3.8-liter twinscrew Whipple supercharger with a commensurately upsized intercooler and heat exchanger bring the beef, though even Shelby doesn’t know exactly how much power the car makes as of this writing. It’s still working with Whipple to finalize the tune before the cars hit select rental lots later this summer. That’s also why there’s no torque number, but we

imagine it will increase from the stock 625 lb-ft.

Contributing to the tune is a cat-back exhaust system developed by Shelby and Borla, and hardened axle halfshafts prevent the extra power from breaking things. Shelby says it consulted with transmission manufacturer Tremec to make sure the dual-clutch gearbox could take the extra abuse.

You may wonder what Shelby did to corral all the extra ponies, and the answer is not much. The GT500-H gets a carbon-fiber hood with extra vents to cope with the additional heat. Shelby says it consulted with Ford engineers on where to add vents, though the car hasn’t been wind-tunnel-tested, just track-tested.

The Mustang also gets 20-inch forged aluminum wheels wrapped in standard GT500 Michelin Pilot Sport 4S tires. Why not the optional Cup 2 tires with more

MOTORTREND I 9.22

Intake

grip? Because they’re no good in the rain, and they wear out too quickly.

Shelby also made no attempt to lock out the traction- and stability control defeat switch, so if you want to roast the tires, you can. Why on earth let just anybody turn off the computer in a 900-plus-hp, limited-edition car? Ask Shelby, and it’s because it tried back in 2006 with the first revival of this partnership, and people immediately posted instructional videos showing how to bypass the physical lockout. Ask Hertz, and it’s because “if we thought about what-ifs all day, we’d never lean in and do anything cool,” executive vice president of global sales, marketing, and customer experience Laura Smith says. Apparently, cars and coffee videos aren’t enough to sway Hertz.

The Ford Shelby GT500 is already a great car, and although it didn’t need more horsepower, adding what’s here hasn’t hurt it. Without driving a GT500 and a GT500-H back to back, you’d be hard-pressed to notice the difference. The stock GT500 already accelerates so hard it’s almost scary, so the Shelby would have to be absolutely insane to really make its mark, and it’s not. Given the stock GT500 is already traction-limited, we don’t expect the Shelby to be any quicker to 60 mph, though its quarter-mile trap speed should rise a bit once the tires hook.

Point is, anyone who’s never done a freeway pull in a GT500 before will have their mind blown. Those who have will appreciate that their hair feels 18 percent more on fire now.

For everywhere else, we’re happy to report Ford’s traction- and stabilitycontrol programs work as well with more than 900 hp as they do with 760 hp. Try whipping it around on city streets, and the software will pull enough power to stop wheelspin and prevent oversteer, but no more than that. That means you can be as 18 MOTORTREND.COM SEPTEMBER 2022

Hertz isn’t going to rent these cars to just anyone. Only 25 will be made, and it might raise the minimum renter age.

brutal with the throttle as you want, and the computer will do everything it can to turn that into acceleration.

Our short test-drive route didn’t involve any corners aside from freeway ramps, but as Shelby doesn’t touch the suspension on the GT500-H, it should perform as well as a stock GT500, which handles fantastically. Just roll into the throttle a little easier at corner exit, and you should be good to go. Shelby didn’t mess with the brakes, either, so when in doubt, stand on ’em. They’re excellent.

Aside from the whole concept of renting anyone who can come up with $400 a 900-hp, rear-drive car with functional traction- and stability-control defeats, our main issue with the GT500-H is how many squeaks and rattles it had for a brand-new car. We love the black and gold livery, and the rest of the cosmetic mods are subtle enough, but the build quality left something to be desired.

The bottom line: If you’re lucky enough to rent one of these within the six-month window of availability from one of the few Hertz locations offering them, leave the traction and stability control on. Your wallet will thank us. Scott Evans 2022 Hertz Ford Shelby Mustang GT500-H BASE PRICE LAYOUT ENGINE

TRANSMISSION

$399/day plus $0.75/mile after 75 miles Front-engine, RWD, 2-pass, 2-door coupe 5.2L/900-hp (est) supercharged DOHC 32-valve V-8 7-speed twin-clutch auto

CURB WEIGHT

4,150 lb (MT est)

WHEELBASE

107.1 in

LXWXH 0–60 MPH

189.5 x 76.6 x 54.3 in 3.7 sec (MT est)

EPA FUEL ECON

Not rated

EPA RANGE, COMB

Not rated

ON SALE

Summer 2022

Rear View From the MT Archive ...

Our 1973 New Cars issue focused on the Pontiac Grand Am, a car that showed significant signs of influence from BMW, Mercedes, and other European manufacturers—a rare capitulation from General Motors. We interpreted the Grand

Am as a ray of hope for Detroit. Our coverage of AMC, Ford, Chevy, and Lincoln-Mercury’s 1973 models was dominated by the newly mandated 5-mph bumpers occupying their front ends. In a sporty coupe comparison test, newcomer Subaru’s 1300 GL proved an equal match for the Fiat 128 SL.

SEPTEMBER 1992 PRICE: $2.95

SEPTEMBER 2012 PRICE: $4.99

SEPTEMBER 1972 PRICE: $0.75

In our 16-car bang-for-the-buck shootout, the $15,000 Plymouth Laser RS Turbo proved the best performance value, though Mazda’s RX-7 was the best performer overall.

New-for-1993 reviews included the Honda Del Sol, reshaped Pontiac Grand Am and Geo Prizm, and the Plymouth Duster, a Sundance with a V-6 jammed between its strut towers.

Our coverage of new 2013 models included a first drive in the Tesla Model S, which we called “an out-of-this-world sedan that happens to be electric.” In our comparison of small SUVs, the 2013 Ford Escape topped the Mazda CX-5, Honda CR-V, Kia Sportage, and VW Tiguan, in that order.

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.

Frank Markus

Technologue Look out: Super-sensor sees around corners, promises zero avoidable deaths. ’ve just learned it’s not entirely our fault, as Homo sapiens, that we cause 95 percent of car wrecks. That’s because we haven’t evolved the physiological ability to both see far enough ahead and process visual data sufficiently to eliminate “accidents.” I learned this when a California company called Neural Propulsion Systems (NPS) unveiled its AtomicSense Platform sensor fusion product, which it says can sense and interpret enough data to prevent crashes.

NPS wrote a paper theorizing that perceiving the environment far enough, clear enough, and early enough to eliminate roadway deaths (that is, those from avoidable crashes) requires a data acquisition and processing rate of 100 terabits per second—that’s 10 million times the sensory data rate flowing from your eyes to your brain when you’re not drunk or distracted.

So NPS devised a fully solid-state, system-on-chip (make that chips—lots of ’em) sensor suite to do just that, leveraging Department of Defense research. The AtomicSense system includes many cameras fused with three tech breakthroughs: digital multiband radar, multiple input/multiple output (MIMO) lidar, and atomic-norm computing.

Today’s 77-GHz automotive radar is great at penetrating fog, but it paints a super-blurry picture of what’s out there, and raindrops can scatter it. However, radar at 1 GHz barely notices rain, the waves diffract to “see” around curves and corners, and they can even pass through some solid materials. A focused beam of highfrequency radar gives lidarlike resolution but is limited to line of sight.

By employing four radar frequencies, NPS realizes radar’s full potential, achieving 100 times greater reliability than typical automotive radar units. Broadcasting digital pulses of radar virtually eliminates the risk of interference from other radar signals.

NPS’ MIMO lidar uses a solid-state array consisting of multiple laser emitters and receivers, each focused on a small area and illuminated briefly, between 20 and 100 times per second. This flashing makes higherpower laser pulses safe for human eyes, which enables clear imaging at 540-plus yards—roughly twice the range of other lidars. Recent measurements at NASA’s Crows Landing runway detected a bicyclist at a recordsetting distance of 1,285 feet.

The daunting task of fusing this rich radar and lidar data with camera imagery and making sense of it all is where atomic-norm computing comes in. This datacompression concept reduces measurements required to achieve the desired perception performance—it was originally developed to dramatically reduce the time patients had to spend in an MRI tube. AtomicSense

I

20 MOTORTREND.COM SEPTEMBER 2022

SOLID-STATE MIMO LIDAR

ATOMIC-NORM ALGORITHMS

SWAM RADAR

divides the scanned world into voxels—3-D pixels— measuring about 8x8x8 inches. Digitizing every bit of that space would generate 6.8 petabits/second of data to process, but in any scene, 99.0–99.9 percent of the voxels are empty and can be ignored. This knocks that total data stream workload down to a more manageable 100 terabits/second.

By digitally steering the radar and lidar beams, the system can more thoroughly “interrogate” voxels of interest—those containing objects near the direction of travel. Empty voxels may get checked 20 times per second, while occupied ones are scrutinized 100 times. Atomic-norm computing allows the AtomicSense Platform to match the performance of conventional sensor suites with 1/50th the transmission power while yielding much higher resolution and vastly more hits on target. This allows it to reliably perceive pedestrians 650 yards away.

The AtomicSense Platform sensor suite, anticipated for 2023 production, includes the software to identify objects all around the vehicle—including targets between parked cars or around corners that can’t be seen. It’ll be up to suppliers or automakers to integrate AtomicSense into an autonomous driving system, possibly increasing its capabilities by fusing data from high-definition maps, V2V or V2X communications, etc. Pricing (and form factor) will evolve to suit private vehicles, not just robotaxis and heavy trucks.

The world has had a good look at “full self-driving” informed solely by cameras; I know I’ll feel 10 million times more comfortable with AtomicSense crunching 100 TB of triply redundant data Q.

Heavy trucks require greater braking distances, so long-range obstacle detection is critical to crash prevention.

Shrinking both the form factor and price are necessary for broader adoption.

INTAKE I 9.22

Your Say ...

A Personal Magic Kingdom It was great to read about the restored and privately held Disneyland Autopia car (July). I’m told I have been a car fan since the age of 2, when I received my first toy car. To hear my mom tell it, apparently it flipped a switch in my brain.

As a young boy, I went to Disneyland with my parents every August for my birthday.

My first exposure to the Autopia car was the long-gone Midget Autopia, with electric cars that had uselessly spinning steering wheels. Afterward, I rode as a passenger in a real Autopia car with a gas engine and a functional steering wheel. I would measure myself against the height limit every year. When I was finally tall enough to solo a real Autopia car, it was a young kid’s version of getting a driver’s license—a real thrill. The concrete roads and landscaping were reminiscent of California freeways, which made the Autopia feel the most authentic of any amusement park car ride. To a young Long Beach boy growing up in Southern California car culture, there was nothing like it. A private citizen owning a beautifully restored and rare icon of that era is most extraordinary. Thank you so much for sharing.

Jim Barber Las Vegas

Rebel Alliance Thanks for explaining why you made the Renault-AMC Alliance your 1983 Car of the Year (June). And all this time I thought it was because you were dumb.

Joel Widman Rio Rancho, New Mexico

I enjoyed your June issue. Reading about the Renault-AMC Alliance brought back many great memories of the early ’80s.

It was a fun time—but not great for auto enthusiasts, so we had to find other ways to have fun. I think I know the real reason the Alliance won Car of the Year—it was the ’80s, and everyone was high.

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

Reader on Location This month we live vicariously through Jorg Heyer of Orlando, Florida, who writes to us from Western Europe: “After four long years of planning (and COVID interruptions), we are finally on our grand tour of Europe, driving through the Alps down to the Mediterranean coast and along the French Riviera. This part of Europe has some of the best driving roads, and this photo is your ‘Reader on Location’ after driving the St. Bernard Pass across the Alps between Switzerland and Italy. And of course, MotorTrend is my magazine of choice on this trip. Thank you for all you do for us driving enthusiasts.” Thanks for reading and for writing to us, Jorg! If you’d like to feature as a Reader on Location, send submissions to MotorTrend@MotorTrend.com.

were fun to drive! You had to beat the dickens out of them to not get squished on Roosevelt Boulevard on the way to work. The ride was quite good, the fuel economy outstanding, and outside of an annoying tendency for the car to hold revs in between shifts (the dealer said, maybe erroneously, that it was for emissions), they were reliable.

I have owned four other cars that won MT ’s Golden Calipers, and I enjoyed each one. Your batting average is OK by me.

Tony Gray North Wales, Pennsylvania

There’s Always One I disagree with including my 2011 Nissan Murano CrossCabriolet in your May article about the weirdest cars throughout history. This is a fun convertible to drive; you sit up high and have adequate legroom for four adults. It came with most of the high-end features, including AWD and a heated steering wheel. I receive a lot of compliments on this unique car.

Everyone admires the turquoise exterior and ivory interior. The Austin Nissan dealer told me he was allocated only five of these in 2011. No wonder people ask about it and say they’ve never seen one.

Leon Whitney Austin, Texas

Keep Austin weird. (It won’t be hard in that CrossCab.)—Ed.

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Lee Jones Parkesburg, Pennsylvania

I just read your article discussing the Alliance winning the COTY award in 1983. I think you were too hard on yourself. I owned two of them that I purchased in 1986 for $1,000 each. Both five-speeds were dog slow, but they

www.valentine1.com 1-800-331-3030 Valentine One Generation 2 is a registered trademark of Valentine Research, Inc.

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YOU DON’T NEED A CRYSTAL BALL TO SEE WHAT LIES AHEAD ON THE AUTOMOTIVE LANDSCAPE WORDS MOTORTREND STAFF

“P

eople ask me to predict the future, when all I want to do is prevent it. Better yet, build it,” Ray Bradbury wrote. “Predicting the future is much too easy, anyway. You look at the people around you, the street you stand on, the visible air you breathe, and predict more of the same. To hell with more. I want better.”

The dystopian view from Bradbury’s crow’s nest in the 1980s very well may have made it easy to imagine an automotive world that resembled today’s reality: electric propulsion, advancements in autonomous driving, and an industry-wide arms race to pack new vehicles with as much comfort, convenience, and entertainment tech as possible.

We’re faced with more than ever, but is it better? That depends on what matters to your automotive experience, on your philosophies about driving and riding, and on the machines in question. We won’t endeavor to answer for you, but as we take our annual look at cars headed our way, one reality is certain: There’s something for just about everyone.

22 MOTORTREND.COM SEPTEMBER 2022

2024 Buick Electra WHAT IT IS The Buick Wildcat EV concept showcases the brand’s new face, logo, and design language for a lineup of future electric vehicles. Each will be called Electra, followed by an alphanumeric designation. Although the Wildcat is a coupe, the Electras will be SUVs, beginning with a compact

offering in 2024. By 2030, Buick’s entire lineup will be badged Electra.

Two compact models are planned.

One is lower, sportier, more carlike, and geared toward couples; the other rides higher with more cargo room.

WHY IT MATTERS GM saved the Buick brand because of its popularity in China, but cool electric SUVs could make it hip in North America and restore some former glory. Besides, the more EVs that share GM’s Ultium system, the greater the company’s ability to reduce costs and make them more affordable.

PLATFORM AND POWERTRAIN All these new electric vehicles use GM’s BEV3 electric architecture and Ultium battery technology developed with partner LG Chem. The first Electra

CARS

SUV’s powertrain could mimic that of the 2023 Cadillac Lyriq, which launches with a single motor in the rear, good for 340 hp, 325 lb-ft of torque, and about 300 miles of range. An all-wheel-drive performance variant should follow in 2023. Buick has shown previous concepts with dual electric motors and a 12-module 100-kWh battery, providing 583 hp, a 0–60-mph time of 4.3 seconds, and about 370 miles of range. When the first production Electra SUV arrives in 2024, it will also feature one-pedal driving, on-demand regenerative braking, and GM’s Ultra Cruise hands-free driver assist technology. A giant screen will stretch across most of the cockpit.

ESTIMATED PRICE $55,000 EXPECTED ON-SALE DATE 2024

SEPTEMBER 2022 MOTORTREND.COM 23

FUTURE CARS

2024 Chevrolet Camaro EV WHAT IT IS An all-electric performance model, reported to be a sedan and effectively a replacement for the two-door Camaro. It may retain the Camaro name, as Chevrolet has recently used the Blazer moniker on a crossover that bears no resemblance to historical models.

WHY IT MATTERS Parent company GM is transitioning all its brands to electric vehicles during the next 13 years, performance models included. The Corvette is already slated to adopt hybrid and pure electric powertrains in the next few years, but the Camaro’s future is unclear after today’s generation ends production in 2024 or so. In presenting its plans for an all-EV future, GM provided an illustration of its Ultium

24 MOTORTREND.COM SEPTEMBER 2022

EV platform with an outline of a sports car hovering above. The picture bears striking resemblance to a profile view of the present Camaro, though Chevrolet wouldn’t comment on the similarity.

Reports indicate the car will be a sedan even if it retains the name despite all past Camaros being coupes. Although Chevrolet could theoretically put any type of body on the Ultium skateboard platform, Camaro sales in recent years have dropped sharply, and coupes in general have faded in popularity over the past decade.

PLATFORM AND POWERTRAIN All of GM’s EVs in the foreseeable future will be built on the company’s Ultium platform, which can be tailored to fit any vehicle size or style. It also

supports one to three electric motors, so this EV sedan could be anything from a classic rear-drive performance car to a 1,000-hp all-wheel-drive supersled. Chevrolet has given no indication what route it will take or whether it will offer multiple battery and motor configurations as GMC now does with the new Hummer EV pickup and SUV. ESTIMATED PRICE $40,000 EXPECTED ON-SALE DATE 2024

ILLUSTRATION: AVARVARII

COVER STORY

2024 Chevrolet Corvette E-Ray WHAT IT IS Electrification is coming to America’s Sports Car. Lots of it. The first baby step will represent one giant leap for Corvette-kind by powering all four wheels—a 70-year first for a production Corvette. Yes, at some point in 2023 the C8 Corvette will get e-AWD, courtesy of hybridization with an electric motor powering each front wheel. In April 2022, GM president Mark Reuss confirmed an all-electric Ultium-based Corvette was also in the works. One of these variants is expected to get the E-Ray moniker, a trademark GM renewed in August 2020.

WHY IT MATTERS Corvettes have long been regarded as the most daily-drivable of high-performance sports cars, so adding a hybrid all-wheel-drive variant with price and performance in between the base Z51 and Z06 models extends its general usability by improving traction in foul weather—and when trying to route an extra 100-plus horsepower to the ground.

PLATFORM AND POWERTRAIN Plug-in hybridization was

planned for the start, with Ultium pouch battery-moduleshaped space reserved in the C8’s aluminum center tunnel.

So at least for the hybrid, the architecture carries over mostly unchanged. We’re not entirely convinced this first hybrid model will be a plug-in, largely because we can’t find any charging-port doors in spy shots of the car. That could also add a lot more weight and makes more sense to be offset by the 5.5-liter twin-turbo flat-plane V-8 in the considerably wilder Zora model. We fully expect the 2023 Corvette hybrid to retain its venerable 6.2-liter V-8, with the inboard motors adding at least 50 hp each for a total of 600-plus. Those motors will erode but hopefully not eliminate the front trunk space.

ESTIMATED PRICE Presuming light hybridization, a price just undercutting the snazzier Z06 makes sense, so figure somewhere in the $90,000 range. Or a bit more if there’s a bigger battery and plug.

EXPECTED ON-SALE DATE 2023 SEPTEMBER 2022 MOTORTREND.COM 25

FUTURE CARS

2025 Chrysler Airflow WHAT IT IS Chrysler first showed the Airflow concept at the 2022 CES in Las Vegas and followed up with an updated version of the two-row midsize SUV at the New York International Auto Show. The sleek crossover previews the styling and advanced tech we can expect from future Chryslers. No confirmation on whether the Airflow name, resurrected from the 1930s, will carry over to a production vehicle.

WHY IT MATTERS Chrysler is struggling, with its lineup down to the Pacifica minivan and the aging 300 sedan. The Airflow is a look at its future and is the first of three electric vehicles planned for 2025 to 2028. The Airflow demonstrates the company has a future under Stellantis and paints its lane as a family-oriented brand and tech leader.

PLATFORM AND POWERTRAIN Parent company Stellantis has four dedicated EV architectures. All future Chryslers will use STLA Large, which will yield its first vehicle in 2024. The Airflow concept has a 118-kWh battery pack for a range up to 400 miles, but Stellantis has said STLA Large will give vehicles up to 500 miles of range. We expect a single-motor powertrain for the entry model and an optional dual-motor setup for all-wheel drive. Although STLA will underpin future

26 MOTORTREND.COM SEPTEMBER 2022

electric Dodge muscle cars beginning in 2024, for Chrysler the platform will yield softer, more high-end, and family-oriented premium EVs. The Airflow highlights what can be done with a spacious interior, mimicking elements of the Pacifica Hybrid minivan’s layout. The Airflow-based production EV will also use Stellantis’ new STLA Brain tech for cloud connectivity and STLA SmartCockpit hardware, screens, and computers.

STLA AutoDrive provides Level 3 autonomous driving.

ESTIMATED PRICE $50,000 EXPECTED ON-SALE DATE 2025

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FUTURE CARS

2024 DeLorean Alpha5 WHAT IT IS In spring 2022, DeLorean Motor Company released a teaser of its upcoming EV, and you might have wondered what year you were in when you absorbed that news. The DeLorean run by the late John Z. is long gone, but its spirit, if not look, lives on in the Alpha5 sedan concept. The Alpha5 is a product of DeLorean Reimagined LLC, headed by auto industry veterans Joost de Vries and Troy Beetz, and penned by ItalDesign—whose founder, Giorgetto Giugiaro, created the original DeLorean DMC-12’s origami form.

WHY IT MATTERS The DeLorean name is recognized mostly for being a part of Americana rather than ever having been on a vehicle of marketplace significance. But the original DMC-12 has maintained a loyal following for decades, thanks in no small part to the Back to the Future movie franchise. The new DeLorean Motor Co. is more than the Alpha5 effort, as it also encompasses the Classic DMC business near Houston run by Stephen Wynn since the mid-1990s.

Wynn remains in his position to cater to the DMC-12 crowd, while the Alpha5 and other potential new projects are headed by de Vries and backed by CMO Beetz. They have set up a new corporate HQ in the San Antonio area as they look to enter the EV space and leverage the DeLorean name.

PLATFORM AND POWERTRAIN Details are sparse, but the gullwing doors recall the original DMC-12 and the Tesla Model X. They provide a huge portal to the fourplace interior, which has a clean look reminiscent of other American EVs. The initial official images pair with ambitious numbers, including a sub-3.0-second sprint to 60 and range exceeding 300 miles from a 100-plus-kWh battery. There had to be a Back to the Future nod in there somewhere, so there’s also an estimated run to 88 mph in a claimed 4.4 seconds. The new company plans to reveal more info and have an Alpha5 on hand during the Pebble Beach Concours d’Elegance in August.

ESTIMATED PRICE $145,000

28 MOTORTREND.COM SEPTEMBER 2022

ILLUSTRATION: AVARVARII

2025 Dodge Electric Muscle Car WHAT IT IS A fully electrified hellsled from the automotive industry’s gas-chuggingest, tire-smokingest, hair-on-your-chestiest brand, Dodge.

WHY IT MATTERS When even Dodge prepares to transition to EVs, it’s time to accept the inevitable. Of course, that doesn’t mean abandoning heritage. So Dodge, the marque behind the Challenger, Charger, Hellcat, Demon, and myriad other badass badges, is spinning up an electric muscle car as a bridge between its fully electrified future and its Hemi-powered past.

This car’s retro flavor will help that mission. Its boxy nose will ape those of classic Chargers—wouldn’t that be an appropriate name for an EV?—from the golden period of muscle in the late

’60s and early ’70s. That era’s Fratzog logo returns, too, and is expected to appear on all future Dodge EVs. PLATFORM AND POWERTRAIN Carlos Tavares, CEO of parent company Stellantis, has called the car “so brilliant that it is shocking,” and teasers confirm it will have AWD, showing smoke billowing from all four tires.

AWD means the car will pack at least two motors, and Stellantis has said the car’s STLA Large platform will offer motors that make as much as 443 hp each. That means it could have nearly 900 horsepower. But this is Dodge we’re talking about, so it’s entirely possible the car gets three or even four motors to help it achieve 60 mph in a rumored 2.0 seconds.

“If an electric motor will make it quicker, we will do it,” Dodge chief Tim Kuniskis has said. The battery packs for STLA Large will range from 101 to 118 kWh in size with up to 500 miles of driving range, though surely not in this beastly machine. Worried about doing burnouts in silence? Fret not: Dodge wants the car to be loud and has created a muscled-up sound that intensifies based on how you’re driving.

ESTIMATED PRICE The sweet spot for muscle cars is from $40,000 to $50,000, Dodge says, so figure the production EV muscle car will land in that zone—at least to start. As with the Hellcat models and the Demon, you’ll pay a premium for more performance.

EXPECTED ON-SALE DATE 2024

2024 Fiat Panda EV

afraid to shake things up and pivot when market conditions change.

PLATFORM AND POWERTRAIN Little is known about the electric Fiat just yet, and we wouldn’t be surprised to see a plug-in hybrid model, as well. Possibly underpinned by the Compact Modular Platform (CMP) from the former PSA Group, the electric Fiat would adopt styling cues inspired by the endearing and customizable Centoventi concept (pictured), a four-door that’s as much tall hatchback as it is small SUV. Balancing the driving range Americans expect with a low price will be tough, but the Fiat will need a range of at least 250 miles for serious consideration.

ESTIMATED PRICE $36,000 EXPECTED ON-SALE DATE You’ll find this Fiat in Europe first. We may see it in Q4 2023 or Q1 2024.

WHAT IT IS Fiat’s splash back into the U.S. market. Once a lineup of four vehicles—three 500 variants and the 124 Spider—Fiat is down to just one offering: the aging 500X SUV. Few consumers consider Fiat today. Could an electric SUV convince more to give the Italian brand a chance?

WHY IT MATTERS Many electric cars carry starting prices of at least $40,000, which eliminates an entire segment of buyers. Stellantis could court these ill-served shoppers with small Jeep- and Fiat-branded electric SUVs. A modern and well-executed electric SUV from a fresh brand should get Fiat on more shopping lists in the U.S. That is, if such a vehicle gets approved at all. Stellantis hasn’t been

ILLUSTRATIONS: ABIMELEC DESIGN

FUTURE CARS

2025 Ford F-150 Lightning Raptor WHAT IT IS A performance version of the Ford F-150 Lightning full-size electric pickup truck, bringing the Raptor name and high-speed desert-racing chops into Ford’s electric future.

WHY IT MATTERS Raptor has been a boon for the F-150 lineup ever since Ford introduced the Baja-inspired truck in 2010. So why wouldn’t you give the Lightning the Raptor treatment? F-Series is Ford’s crown jewel, and even though the Lightning has great performance as is, bragging rights are ferocious among truck owners, so Ford needs even greater performance in the future to retain segment leadership.

PLATFORM AND POWERTRAIN Given the huge demand that will take time to satisfy for the initial Lightning, Ford can afford to wait for the next generation of the full-size electric pickup on a new, dedicated EV platform designed to accommodate a Raptor. Ford can also afford to wait because the Lightning has already been tuned to produce 580 horsepower and 775 lb-ft of torque, which means it outmuscles the current third-gen Raptor, which has a 450-hp, 510-lb-ft twin-turbo V-6.

This might make you wonder why the Lightning needs a higher-performing Raptor at all, especially with plans for a V-8-fired Raptor R in the interim, a gas-burning truck designed to take on the 702-hp, 650-lb-ft Ram 1500 TRX. But a Lightning Raptor will have to ward off a growing number of electric pickups with impressive specs. To wear the Raptor name, the Lightning needs to follow the recipe of the first two generations, which means muscular flared fenders, albeit applied to the Lightning’s more aero-focused body. Expect distinctive headlight and grille designs and suspension modifications to make the truck desert-capable, including more wheel travel and Fox dampers.

Ford also has another electric F-Series planned. The company is most likely going smaller—Ford CEO Jim Farley has ruled out an electric F-250, F-350, or F-450 for now. Most logical is a midsize F-100: Think Ranger, which is in a growing segment. At some point there will be an electric version of the Maverick, the car-based small pickup available now as a hybrid. But we think that’s further out, given its role as an affordable, entry-level vehicle for the brand that no longer has entry-level cars. After all, the Maverick has the least in common with the body-on-frame full-size F-Series family; it uses the same platform as the Bronco Sport. Ford has said it will make the next generation of electric F-Series trucks in 2025 at Blue Oval City, a new manufacturing complex being constructed in Stanton, Tennessee.

ESTIMATED PRICE $75,000 EXPECTED ON-SALE DATE 2025 30 MOTORTREND.COM SEPTEMBER 2022

2024 Genesis GV90 WHAT IT IS The first three-row model from Genesis, the GV90 will be the luxury brand’s flagship SUV. Much like the G90 sedan, which has thoughtful details around the driver and passenger, the GV90 will offer an immersive experience to everyone.

But unlike the G90, the GV90 is said to be an electric-only SUV. WHY IT MATTERS As an ambitious brand that impresses with its design and performance, Genesis continues to expand its lineup. Today, Genesis sells the G70, G80, and G90 sedans and the GV60, GV70, and GV80 crossovers. Although the GV60 and G80 Electric are the only dedicated electric vehicles the company sells in the U.S. right now, the GV70 and G90 will get electric variants this year or next, and the GV90 will be a new addition to the all-electric lineup.

For now, the GV80 is Genesis’ top-flight SUV, but it lacks the content and experience of a true flagship model. The GV90 will take

that baton and raise its game to legitimately compete against the Mercedes EQS SUV and Tesla Model X. PLATFORM AND POWERTRAIN The GV90 is based on the E-GMP platform, Hyundai Motor Group’s dedicated electric architecture. The Kia EV9 and Hyundai Ioniq 7, two SUVs that were shown as three-row concepts and have been confirmed for production, will also be based on this platform. The GV90 should deliver at least 300 miles of range.

Charging from 10 to 80 percent should take between 20 to 30 minutes with a 350-kW fast charger.

Power figures are unknown at the moment, but we won’t be surprised if we see a high-performance version like the GV60 offers to differentiate itself from its Kia and Hyundai cousins.

ESTIMATED PRICE $75,000 EXPECTED ON-SALE DATE Summer 2024

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FUTURE CARS

WHAT IT IS The seventh generation of the icon that launched the pony-car genre will arrive in time for the Mustang brand’s 60th anniversary. Expect it in coupe and convertible forms with two powertrain offerings. Variants delivering greater performance and efficiency will follow in the years to come.

WHY IT MATTERS The Mustang, along with the Bronco and F-150, is a pillar of the Ford brand that carries immense emotional appeal. It’s Ford’s sole North American car offering and also ranks as one of a shrinking number of affordable, fun-to-drive two-doors. Plus the droptops are all over rental fleets in tropical locations—what would we do if it disappeared?

PLATFORM AND POWERTRAIN The 2024 Mustang will get a new code name (S650), but we expect its D2C-derived architecture to largely carry over from its S550 predecessor.

Based on numerous prototype spy photos, it will receive only mild evolutionary styling revisions, such as squintier three-element headlamps, a revised hexagonal grille, and new air intakes. New electrical architecture will allow new content at launch, like the latest driver assist features. It will also support over-the-air updates to an increasing number of software-enabled features, helping it stay as fresh as ever over its expected eight-year lifespan.

Powertrain offerings will carry over at launch, including the 2.3-liter EcoBoost I-4 and 5.0-liter Coyote V-8 engines, as well as the six-speed manual and 10-speed automatic transmissions. Engine outputs may be adjusted—we hear base 2.3-liter power will increase from 310 to 320 hp, for example. Ford officials have told us the six-speed could be phased out during this model’s lifetime.

One major powertrain addition expected in 2025 is conventional and/or plug-in hybridization. Leaked info suggests both engines will get an electric boost. This could be accomplished most easily by employing a version of

Ford’s Modular Hybrid Transmission (MHT), as found in the Explorer Hybrid, which should work with either engine.

Among the electrification possibilities, enthusiasts will be most stoked by a unique V-8 hybrid powertrain revealed in patent drawings. It mounts a roughly alternator-sized electric motor on each side of the V-8, with their output shafts roughly aligned with the crankshaft centerline. It being patented makes sense, as we’re not aware of any other vehicle employing such a setup. Plus, it’s far simpler than trying to package a single electric motor somewhere and needing to run a shaft through the oil pan; that would likely require halfshaft angles that would overtax existing CV joints. Using dual motors also allows handlingenhancing torque-vectoring up front—might this system power the next Bullitt or Mach 1?

The rumor mill has hinted at a plug-in version offering at least 10 or 20 miles of electric range, and this would boost efficiency and possibly contribute in some small way to achieving higher corporate average fuel economy (CAFE) ratings coming for 2026. But it would also add even more weight to a sports car that typically weighs more than 3,800 pounds today. So if there is to be an efficiency-focused Mustang hybrid, expect it to be an EcoBoost with rear drive. Of course, once there’s a battery and an MHT to work with on this platform, it’s not hard to imagine pairing them with the V-8 and front motors, juicing those Coyote V-8 and motor outputs, and creating a worthy Shelby GT500 successor with blistering torque-vectored all-wheel-drive performance and respectable EPA numbers.

Spy shots have also revealed a shift away from the retrolook dash with binnacles to a more streamlined interior dominated by big instrument and infotainment screens capable of displaying the latest Sync graphics in dazzlingly high resolution. It’s unclear whether the Chevy Camaro and Dodge Challenger as we know them will survive into the next decade, but we expect Ford to assume they will—and to sharpen the Mustang’s chassis dynamics sufficiently so it once again outhandles the competition.

ESTIMATED PRICE Expect a modest price bump to an even $30,000 for a base EcoBoost coupe or $40,000 for a GT, with the ragtop adding roughly $5,500 to either.

EXPECTED ON-SALE DATE Could Ford possibly resist launching its 60th anniversary Mustang on Monday April 17, 2023—the 59th anniversary of its World’s Fair debut?

ILLUSTRATION: ABIMELEC DESIGN

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2024 Honda Prologue

2026/2027 Honda Electric Sports Cars

WHAT IT IS The Honda Prologue will be the manufacturer’s first dedicated electric SUV. It will use a General Motors chassis and battery, and GM will build it.

WHY IT MATTERS Although late to the game, Honda plans to sell 300,000 electric vehicles in North America by 2026 and half a million by 2030. The Prologue will be Honda’s first of several eventual new EVs. But with other automakers already offering competitive vehicles, we’ll see whether the Prologue can win over Americans. The first image shows a long wheelbase and lots of black cladding to emphasize outdoorsy vibes, but we’ve yet to hear any details regarding its powertrain, range, or other specs. Although it’s difficult to see scale in Honda’s illustration, the company is pitching the Prologue as a midsize SUV. Rumored to be built in GM’s Ramos Arizpe plant in Mexico, the Prologue was designed in Honda’s Los Angeles design studio with North American customers in mind.

PLATFORM AND POWERTRAIN The Prologue will be based on GM’s flexible BEV3 EV architecture and use its Ultium battery management system, the same tech that supports the GMC Hummer EV, the Chevy Silverado electric pickup truck, and the Cadillac Lyriq SUV and Celestiq sedan. Honda hasn’t shared any information on Prologue charging times, but we expect to see numbers similar to the Silverado EV, which is capable of adding 100 miles of range in 10 minutes, according to GM. ESTIMATED PRICE $50,000 EXPECTED ON-SALE DATE Q1 2024

WHAT THEY ARE Honda plans to launch two electric sports cars in the medium term. The first is dubbed a “specialty model,” and based on the teaser image Honda shared, it looks like it will have the proportions of a smaller, more affordable sports car. The return of the S2000 doesn’t sound like a crazy idea, especially when seemingly everyone is resurrecting old model names.

This will be the company’s first electric sports car, but not its only one. The second model will serve as a halo, and based on its proportions, it looks like an Acura NSX with a wilder form. Honda hasn’t said if both cars will carry the Honda brand name, but given the NSX falls under Acura for the North American market, it won’t surprise us to see such a strategy continue.

WHY THEY MATTER As everyone goes electric, Honda has been one of the most conservative automakers to make the change.

This move puts Honda on the radar, as the Japanese company aims to

34 MOTORTREND.COM SEPTEMBER 2022

sell nearly 500,000 electric vehicles in North America by 2030. With the Acura NSX leaving production after the 2022 model year, this electric halo car could mark its return. And who won’t be excited by an S2000inspired electric car?

PLATFORM AND POWERTRAIN It’s too early to know the details, but these two cars will be based on Honda’s own electric vehicle platform, dubbed e:Architecture.

Yes, Honda is working with General Motors to launch two SUVs—the Prologue and an unnamed Acura crossover—but the two sports models will be developed completely by Honda. We estimate each car will have at least 300 miles of range and a scintillating driving experience.

ESTIMATED PRICE The “specialty model” should start at less than $50,000, but the halo model will likely cost more than $150,000.

EXPECTED ON-SALE DATE 2026 for the small model and 2027 for the halo car

WHAT IT IS A three-row all-electric SUV from Hyundai previewed by the Seven concept shown here.

WHY IT MATTERS The 7 will be the third vehicle in the expanding Ioniq family of electric vehicles. Following the footsteps of the acclaimed Ioniq 5 subcompact crossover and the soon-to-arrive Ioniq 6 sedan, the 7 will borrow the 5’s pixelated taillights and daytime running lights. When the 7 concept made its debut at the 2021 Los Angeles Auto Show, Hyundai Motor America CEO José Muñoz promised the production model will hew closely to the show car. Although the Seven concept has a loungelike interior and coach doors, the version that goes on sale will have a normal interior with a steering wheel. We expect its cabin to borrow some of the Ioniq 5’s details.

PLATFORM AND POWERTRAIN The Ioniq 7 will be based on Hyundai’s Electric-Global Modular Platform, which can accommodate multiple sizes with different battery

systems. This architecture also underpins the Ioniq 5, Kia EV6, and Genesis GV60. Similarly, the Ioniq 7 will share much with the Kia EV9 and Genesis GV90. The Kia is slated to go into production soon and could be here next year, while the Genesis GV90 will most likely arrive in 2024. The Ioniq 6 sedan will also use the E-GMP platform. Like its smaller sibling, the 7 should have a range north of 300 miles while being able to charge from 10 to 80 percent in about 20 minutes with a 350-kW charger.

ESTIMATED PRICE $50,000 EXPECTED ON-SALE DATE Q1 2024

ILLUSTRATION: LARSON

PHOTOGRAPHY: RENZ DIMAANDAL

2024 Hyundai Ioniq 7

2025 Infiniti Electric Fastback WHAT IT IS Infiniti’s first fully electric vehicle. Also, this could be the brand’s most attractive new car in years.

WHY IT MATTERS Going electric isn’t just a way to capture the glance of EV-curious buyers; it also positions the brand as future-thinking. And considering how old most of Infiniti’s products are, that’s exactly what it needs. A fastback four-door with details from the Qs Inspiration concept could attract buyers away from Tesla and Polestar.

The concept’s raised seating position and proportions are unusual outside of a few vaguely crossover-ish cars such as the Polestar 2, but we have high hopes for the final product given Infiniti’s track record of attractive vehicles. It

will introduce an era in which Infiniti says most of its cars will be electric or hybridized by 2023.

PLATFORM AND POWERTRAIN The Infiniti will be based on the same platform as a new upcoming Nissan; both will be built in Canton, Mississippi. The assembly plant is receiving a halfbillion dollars in upgrades to prep for its electric future.

As for the electric Infiniti itself, we expect AWD will be standard on most if not all models. A showy LED light signature will likely survive from concept to production car, and at least one model should hit 300 miles in EPA-rated range.

ESTIMATED PRICE $50,000 before any federal tax credits are applied. By 2025, that target price should keep it competitive with the Tesla Model 3 and Polestar 2.

EXPECTED ON-SALE DATE 2025 SEPTEMBER 2022 MOTORTREND.COM 35

FUTURE CARS

2024 Jeep Jeepster WHAT IT IS The only electric model Jeep has shown in its entirety, which might be named “Jeepster.”

WHY IT MATTERS This not yet officially named compact electric SUV is going to be the first electric Jeep globally, spearheading the brand’s efforts beyond the 4xe plug-in hybrid treatment currently spreading throughout its U.S. lineup.

With chubby-cute styling that looks like a Renegade crossbred with a Compass, it’s clearly aimed at foreign markets. Given how Americans tend to purchase anything with a “Jeep” label on it, they’ll likely flock to this one, too, while hardcore brand aficionados will wait for the electric Wrangler.

PLATFORM AND POWERTRAIN Jeep will turn to Stellantis’ STLA Small electric platform for this one; expect dual motors to be available (offering AWD) and styling very close to the yellow concept the automaker has already shown.

ESTIMATED PRICE $35,000–$40,000 EXPECTED ON-SALE DATE 2024

2025 Jeep Grand Wagoneer EV WHAT IT IS The Wagoneer and Grand Wagoneer are the biggest Jeeps ever, and after arriving last year, they’ve already grown, with their new long-wheelbase L variants.

Those models also introduced a new turbocharged I-6 to supplant the 5.7- and 6.4-liter V-8s in the shorter versions.

A 4xe plug-in hybrid Wagoneer and Grand Wagoneer are on the horizon, likely based around that six-cylinder engine.

And then there’s the EV, which will arrive by 2025.

WHY IT MATTERS The biggest-ever Jeeps also deliver among the worst fuel economy figures in the lineup, and their launch timing amid inflation and gas price concerns are unintentional selling points for the future electric model. Already in the works before everything hit the fan, the electrified Grand Wagoneer was teased at a splashy “EV Day” event for parent company Stellantis in 2021. Jeep’s CEO hinted the company would offer the EV only in Grand Wagoneer form, not the “regular,” less posh Wagoneer, a move that makes sense given the expected premium pricing.

PLATFORM AND POWERTRAIN The Grand Wagoneer EV will look similar to the gas models, but with special detailing, including what appears to be a closed-off grille.

Partly, these styling changes will differentiate the electric model from the gas versions but also could be a hint the Grand Wagoneer EV won’t exactly be a Grand Wagoneer underneath. We doubt Jeep will refashion the Ram-based frame and trucky underpinnings to hold a bunch of 36 MOTORTREND.COM SEPTEMBER 2022

batteries and an entirely different powertrain; instead, it’s a safe bet the STLA Frame EV architecture that’ll underpin the upcoming Ram 1500 EV pickup will be deployed here.

Jeep probably could keep the Grand Wagoneer’s top hat largely intact, simply mounting it to the electrified frame, or it could make more substantial changes. Given the EV’s launch isn’t too far in the future and the body-onframe construction allows for top-hat sharing, there might not be as many differences to the bits you can touch and see as you might expect. Details such as battery size, motor output, and the like are still fuzzy, but as huge as the Grand Wagoneer is, there’s plenty of space for tons of batteries.

ESTIMATED PRICE $120,000 EXPECTED ON-SALE DATE 2024 or 2025

2024 Jeep Wrangler EV WHAT IT IS A fully electric Wrangler is happening, and Jeep is so giddy over the idea, it has now shown two iterations of an EV Wrangler concept at each of the past two Easter Safari annual off-road pilgrimages to Moab, Utah. Dubbed the Magneto and Magneto 2.0, the electric rock bashers provide a good preview of what to expect from the 2024 Jeep Wrangler EV. WHY IT MATTERS Jeep has already taken the Wrangler halfway toward a fully electric future with the 4xe plug-in hybrid, a powerful (if not entirely efficient) electrified 4x4 that’s proven surprisingly popular. An all-electric Wrangler will strip the guilt—and pain at the pump—associated with wheeling the off-roader around town while also offering a thrillingly silent experience off-pavement.

PLATFORM AND POWERTRAIN The first Magneto hypothesized an all-electric Wrangler built largely like a gas-fed model, with a motor under the hood oriented northsouth and driving, get this, a manual transmission and a two-speed transfer case.

Far from a Teslafied Wrangler, the Magneto wasn’t hugely powerful. Its 285 hp and 273 lb-ft of torque merely matched the performance of the base Wrangler V-6. The motor only spun to 6,000 rpm, with 70 kWh of batteries split among a quadrant of fully sealed lithium-ion packs. This year’s Magneto 2.0 upgraded the motor to an axial-flux unit that, while having a lower 5,250-rpm limit, brought a huge power jump (thanks to double the amperage and an 800-volt architecture) to 625 hp and 850 lb-ft.

Figure the more powerful setup makes it to the production Wrangler EV around 2025, along with more battery capacity. The Magneto’s 70-kWh setup is constricted by the concept being based on the shorter two-door model; we imagine a four-door—likely with, or at least offering, an automatic transmission (or simply direct drive)—would be more palatable while delivering more space to stash the batteries that are key to give the Jeep workable range.

Given the Wrangler’s relationship with the aftermarket, we doubt Jeep will change much about the body, suspension, and key hard points in order to maximize how many existing parts can fit. Look for bluetinged accents, such as the 4xe’s blue tow hooks and badges, and potentially more bits.

ESTIMATED PRICE $50,000–$60,000 EXPECTED ON-SALE DATE 2024

ILLUSTRATION: LARSON

2023 Lamborghini Aventador Replacement WHAT IT IS The unnamed replacement for Lamborghini’s flagship Aventador supercar.

WHY IT MATTERS Wedge-shaped V-12 supercars have been Lamborghini’s calling card since the original Countach nearly 50 years ago. Although the company branched out to smaller supercars (today’s V-10-powered Huracán, for example) and even SUVs (the Urus) in recent years, the big V-12 model remains the flagship and the Countach’s spiritual successor. Fuel economy and emissions regulations continue to squeeze big engines out of existence, but Lamborghini has vowed to keep its V-12 alive for as long as possible, and it’ll need a car to power.

The Aventador has been on sale for a full decade now and simply can’t carry on as is in the face of such regulations.

PLATFORM AND POWERTRAIN Sources indicate the Aventador replacement will be more evolutionary than revolutionary. With the V-12’s impending regulatory death and the industry shift toward electrification, Lamborghini appears to be spending its money carefully on updating the existing formula rather than starting from a clean sheet. We’re told it will follow the idea laid out by the

Ferrari LaFerrari nearly a decade ago, sandwiching a thin “pancake” electric motor between the naturally aspirated V-12 engine and the transmission.

Lamborghini has experimented with supercapacitors in the limited-edition Sián FKP 37 (based on the Aventador), but our sources indicate the Aventador successor will use a battery pack, as the car must be able to travel a few dozen miles on pure electric power in order to satisfy emissions laws in many European cities. We’re also told it will retain mechanical all-wheel drive rather than employing electric motors on the front axle.

Sources conflict on whether the old single-clutch automated manual transmission will return, as the electric motor’s ability to fill in during gear changes could mask the gearbox’s jerkiness. Regardless, we’re told Lamborghini will stretch the car to fit the electric motor into the drivetrain and to make room for batteries without giving up frunk space. It’s unclear whether there will be a plug to charge the battery.

ESTIMATED PRICE $500,000 EXPECTED ON-SALE DATE 2023

SEPTEMBER 2022 MOTORTREND.COM 37

FUTURE CARS

2024 Lamborghini Huracán Replacement WHAT IT IS The unnamed replacement for Lamborghini’s smaller Huracán supercar.

WHY IT MATTERS The Huracán really changed things for Lamborghini. What the Gallardo began, the Huracán ran with. It led the company’s reentry into racing and ushered in a new philosophy that put as much emphasis into handling and braking as raw horsepower. It showed Lamborghini was serious about competing with the dominant sports car companies on more than just design. Its successor has big shoes to fill.

PLATFORM AND POWERTRAIN As the Audi R8, with which the Huracán shares its platform, is on the way out, the Huracán’s replacement will likely ride on an updated platform rather than an all-new one to save money. That’s important, because Lamborghini needs resources to develop the entirely new drivetrain. Yes, the Italian company is finally embracing turbochargers and hybrid technology, but in its own special way. The car will employ a 4.0-liter twin-turbo V-8 similar to

the Urus engine, but as in the Aventador replacement it’ll be paired to an axial-flux “pancake” electric motor sandwiched between the engine and transmission.

Here’s where it gets crazy: The turbochargers won’t kick on until 7,000 rpm. Until then, the powertrain will function like a naturally aspirated V-8 with electric assist. From 7,000 rpm to the 10,000-rpm redline, the turbos will join the party for maximum top-end power. Our sources are mum on whether the car will retain mechanical AWD or employ motors on the front axle. They’re also silent on whether it will offer plug-in recharging capability, but it will need a small battery with at least a few dozen miles of pure EV range to comply with emissions regulations in some European cities. It will also need to be a bit longer than the Huracán to make room for the motor and batteries without sacrificing its frunk size.

ESTIMATED PRICE $270,000 EXPECTED ON-SALE DATE 2024

2026 Lexus Electrified BEV Sport and 2025 BEV Sedans WHAT THEY ARE Lexus is playing catch-up in the EV space after years of betting on hybrids, but a bevy of recent EV concepts show it’s getting serious. SUVs will lead the volume charge, but a Lexus Electrified BEV Sport model—a modern-day LFA with a rakish profile and aggressive proportions—will top the lineup. We also expect a sporty four-door pair of Taycan-fighting smaller vehicles known for now as the BEV Sedans, one with a fastback shape and the other being a sporty wagon.

WHY THEY MATTER Yes, Lexus (and Toyota more broadly) need to stake a claim in the EV space. But these three models also provide an important insight into how Lexus as a brand will tackle the challenge of international appeal.

We see the smaller sedan and sporty wagon (call it a shooting brake, sure, but it’ll have four doors) as a mainly European play, where size and form factor will track with local sensibilities. Meanwhile, what Lexus calls the BEV Sport will take on a halo role, tasked with conveying the excitement and tangible benefits of EV technology across the entire lineup. The fact Lexus is creating sporty EVs and large, luxurious SUVs is a sign the company thinks enthusiasm and excitement still matter, whatever’s under the hood—underscored by the thematic link to the LFA. PLATFORM AND POWERTRAIN All signs point to the Toyota e-TNGA platform as the basis for both the BEV Sport and the BEV Sedan variants. It already underpins the Toyota bZ4X and Subaru Solterra, and it’s flexible enough to accommodate large SUVs and minivans. E-TNGA is

38 MOTORTREND.COM SEPTEMBER 2022

adaptable to a variety of configurations, so we’ll be surprised if either gets developed on a separate platform.

Expect the BEV Sport’s performance to be heady. Lexus targets a low two-second run to 60 mph and a range exceeding 430 miles courtesy of the company’s solid-state batteries. If it can deliver, the BEV Sport won’t just be a very quick sports car—it’ll also be a rolling tech demonstrator heralding a new era of EVs. ESTIMATED PRICE Adjusting for inflation, the Lexus LFA stickered at $536,000 when new. When Lexus says the BEV Sport will be its halo car, there’s a lot of white space between the roughly $100,000 Lexus LC and a half-million bucks. The BEV Sport could come in at any price point in that range. As for the BEV Sedan models, Lexus would be smart to track the Tesla Model 3’s relatively affordable pricing structure, as its shape alone communicates strongly what vehicle Lexus has benchmarked.

EXPECTED ON-SALE DATE Lexus has committed to selling nothing but EVs by 2030, with many on the road before then, so we expect to see the BEV Sedan models around 2025.

As for the BEV Sport, 2026 or 2027 seems like a good target date for a production version to launch.

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FUTURE CARS

2025 Lincoln Aviator EV WHAT IT IS Lincoln’s first electric vehicle, an Aviator-sized SUV. WHY IT MATTERS Lincoln promises three new EVs by 2025, a fourth in 2026, and full electrification of its portfolio by 2030.

Many automakers are letting their luxury brands lead the EV charge, but Lincoln is behind the volume Ford brand.

PLATFORM AND POWERTRAIN The Lincoln Star concept offers hints of what’s to come when Lincoln creates high-tech, connected luxury vehicles on Ford’s new rear-/all-wheel-drive EV architecture. Given today’s Lincoln lineup in the U.S. consists of four crossovers (China also has an electric Zephyr Reflection sedan), we expect four electric SUVs to replace them.

First up should be the Lincoln Aviator EV, last up an electric Navigator from the next-gen full-size large truck/SUV EV platform. There’s nothing concrete yet on the powertrain, but dual motors are a must for AWD. And although the Lincolns will ride on a different platform than the Mustang Mach-E, there could be sharing of its 75.7- and 98.8-kWh battery packs. Expect one-pedal driving, the latest Sync infotainment, a streamlined body with LED lighting, an illuminated matrix grille below the frunk lid, and lattice lightwork across the back.

2025 Lotus Eletre WHAT IT IS Lotus has considered making an SUV since the middle of the last decade, an effort that will culminate in the Eletre—which, following in the footsteps of the Evija hypercar and Lotus’ pledge to be gasoline-free by 2030, will be an EV. Lotus says the Eletre will be followed by a sedan, another SUV, and a sports car, all with electric power and codenamed Type 133, 134, and 135, respectively.

WHY IT MATTERS Several supercar manufacturers have produced SUVs, and although it took a while for Lotus to follow, the results look like they have been worth waiting for. Despite its reputation for small, lightweight cars, the Eletre is big—longer than a Tesla Model X—and

40 MOTORTREND.COM SEPTEMBER 2022

Anticipating advanced driver assist technologies, the concept has an interior ready for an autonomous future, with front seats that swivel to interact with rear passengers.

The production model won’t go that far. We expect Lincoln to add B-pillars for production models, and the A- and D-pillars will be made of metal, not glass like the concept’s.

The split rear gate can open to create an extra bench for tailgating, a feature that might survive into production.

ESTIMATED PRICE $70,000 EXPECTED ON-SALE DATE Q4 2024 or Q1 2025

features a sharp, swooping roofline. It will offer the performance we expect from the storied marque, with a 0–60 time of less than 3.0 seconds and a 161-mph top speed.

PLATFORM AND POWERTRAIN The Eletra is built on a platform developed jointly with Lotus owner Geely, which also owns Volvo and Polestar. The dual-motor, all-wheeldrive platform is said to produce in excess of 600 hp. The 100-plus-kWh battery should deliver more than 300 miles of range, and thanks to an 800-volt electrical system, it will be able to use 350-kW DC chargers for ultra-fast charging.

ESTIMATED PRICE A healthy six-figure MSRP is a safe bet.

EXPECTED ON-SALE DATE Lotus plans to launch the Eletre in Europe and China in 2023, and we should see it come to the U.S. by 2024 or 2025.

FUTURE CARS

ILLUSTRATIONS: LARSON

2025 Mercedes-EQ EQC WHAT IT IS The C-Class of electric luxury sedans arrives sized and priced to do battle with Tesla’s mighty Model 3— America’s bestselling electric sedan. Its design direction was previewed by the aero-swoopy (0.17-Cd), muscularlooking, 243-mpg-e Vision EQXX concept.

WHY IT MATTERS If the design and efficiency come anywhere near the similarly sized EQXX’s, Elon Musk will have cause for concern. Mercedes has sworn off three-box sedans, but it’s an open question how much of the concept’s teardrop look and efficiency can translate to production. As in our renderings, necessary aero compromises will include raising the roof and widening the greenhouse and rear track to provide a class-competitive rear seat, then fitting regulation mirrors and rain gutters.

We suspect aluminum brakes with no wheel venting will struggle to pass performance and durability requirements, and charging claims made for the new Mercedes Modular

Architecture (MMA) platform—186 miles in 15 minutes— suggest active liquid cooling will replace the EQXX battery’s lighter, more efficient passive cooling.

PLATFORM AND POWERTRAIN The EQC will be the first vehicle to ride on MMA. As such, it shares nothing with the combustion C-Class or the global electric EQC SUV, both of which use the MRA platform, which dates to 2013 (C, E, CLS, S, and AMG GT models). Look for power to come from motor(s) like the 95 percent efficient Mercedes-developed 241-hp eATS 2.0 unit in the EQXX, with a battery sized to provide range that just bests its Tesla rival.

ESTIMATED PRICE With performance likely to eclipse that of today’s C300 models, expect pricing to match the Tesla Model 3—figure $50,000 for RWD models and $60,000-plus for the highest-performing AWD variants.

EXPECTED ON-SALE DATE Q4 2024 or Q1 2025

Nissan EVs WHAT THEY ARE It’s getting tough to keep track of which automaker has promised a flood of electric vehicles over the near term, how many EVs each has pledged, and by exactly when. So what’s Nissan up to? It’s spending nearly $20 billion to deliver 20 electrified vehicles in the next four years, and it aims for 15 fully electric models (among 23 all-new vehicles for Nissan and Infiniti) by 2030.

It recently previewed a smattering of concept vehicles representing potential EVs, including a pickup, an SUV-ish thing with vanlike sliding doors, and even a two-seat roadster. They carry ephemeral names: Chill-Out, Hang-Out, and Max-Out. We figure the production versions, if these concepts preview electric cars and trucks coming in the next few years, will have normal designations—or they might even outright replace various existing Nissan nameplates.

WHY THEY MATTER Nissan’s next-gen Leaf might be previewed by the Chill-Out, a small crossover that uses the same CMF-EV architecture as the 2023 Ariya SUV. Transitioning the Leaf into a taller, more appealing vehicle than the dumpy hatchback it is today makes so much sense, it’d be shocking if Nissan weren’t thinking about it.

Far and away the most consequential future Nissan— besides the next-gen Leaf—is the electric pickup almost certainly bound for production. It might not look exactly like the Surf-Out concept above, which is a virtually sales-proof two-door regular cab with digital panels front and rear

featuring lots of display space for animations and such. The front panel is also translucent, offering a view from the cabin all the way out the nose. Perhaps the general shapes will carry over to a four-door, midsize-ish pickup. But no matter what form it takes, the truck is the concept we’d prioritize.

PLATFORM AND POWERTRAIN Other than their cool-vibes names, Nissan’s EV concepts showed off novel packaging and fanciful solid-state batteries that, as of today, don’t exist in a production vehicle. Nissan is working on the tech, which promises better energy density, lower cost, and quicker charging, but we figure come 2025, the first round of EVs is going to run on conventional lithium-ion tech, as found in the Ariya. That production SUV also is likely to donate its dual-motor system to a host of Nissan EVs. ESTIMATED PRICE $30,000–$50,000 EXPECTED ON-SALE DATE 2024–2030 SEPTEMBER 2022 MOTORTREND.COM 41

FUTURE CARS

ILLUSTRATION: LARSON

2026 Porsche Hypercar WHAT IT IS More than nine years have passed since Porsche revealed the production version of its most recent hypercar, the hybrid V-8 918 Spyder. Its predecessor, the V-10swinging Carrera GT, appeared a decade earlier. So you might expect the imminent arrival of Porsche’s next mega performance creation, but all signs point to having to wait a few more years. There’s internal interest in such a project, but it won’t arrive until at least 2025 as Porsche continues to funnel resources into electrifying its core model range.

WHY IT MATTERS On the most elementary level, it’s significant simply because enthusiasts like to dream about (and drive, if they have the financial wherewithal) the most exotic, quickest, and fastest machines on Earth. And because Porsche consistently produces some of the world’s bestdriving cars, you can count on its next hypercar impressing

with its capability, tech, and presence. On a grander scale, electrification will be omnipresent throughout the lineup by the time this hypercar comes to fruition, and we expect its tech to deliver a new level of performance.

PLATFORM AND POWERTRAIN Expect this unnamed model to feature electric power exclusively. Otherwise, Stuttgart could have fit it with, say, a roadgoing plug-in hybrid version of the 1.6-liter turbocharged V-6 it developed toward the end of the previous decade for a possible Formula 1 program it ultimately binned. Instead, almost nothing significant about this car has been seen or heard publicly, though Porsche is committed to using next-gen high-energy-density, ultra-quick-charging batteries. We know the tech is under development, but it’s not ready for marketplace deployment.

ESTIMATED PRICE $1,300,000 EXPECTED ON-SALE DATE 2025 or 2026

2024 Ram 1500 EV WHAT IT IS Ram’s entry in the full-size electric pickup segment.

WHY IT MATTERS Full-size pickups are big business, and Ram’s 1500 is an award-winning choice. But Ram finds itself late to the party when it comes to an electric truck. A 2024 launch puts it behind the 2023 Ford F-150 Lightning, Chevrolet Silverado and GMC Sierra EVs, the 2022 GMC Hummer EV, and the Rivian R1T. Ram must work to stand out when it arrives.

PLATFORM AND POWERTRAIN Ram’s electric pickups will ride on the new STLA Frame dedicated electric vehicle architecture. STLA Frame will support the Ram 1500 light-duty EV

and a Ram heavy-duty electric truck, including a fleet variant that uses a fuel cell to generate its electricity.

It might also come with a range extender, which Ram calls the Range Electric Paradigm Breaker.

Electric motors front and back will provide all-wheel-drive capability.

Battery packs may be as large as 200 kWh to provide the promised 500 miles of range, and the 800-volt architecture will speed up the fast charging. Ram

is going for a dramatic, sleek, and modern look to differentiate the EV from the conventional truck lineup.

The brand says it will make up for its tardiness with class-besting towing, payload, range, and charge time.

And with it being Ram, we expect a top-notch interior with clever features, big screens, and myriad high-quality materials.

ESTIMATED PRICE $45,000 EXPECTED ON-SALE DATE 2024

ILLUSTRATION: SRK DESIGNS

42 MOTORTREND.COM SEPTEMBER 2022

ILLUSTRATIONS: RYAN LUGO

2025 Rivian Adventure Van

2024 Rivian R1X

WHAT IT IS Despite #vanlife completely dominating our Instagram algorithms for a spell, no automaker has yet delivered a factory-ready overlanding camper van. That’ll change with the release of the Rivian Adventure Van (below). Basically conceived as the progeny of a Rivian R1T and a Sportsmobile Ford Econoline, the Rivian Adventure Van (the name may change) aims to live up to the company’s philosophy of “keeping the world adventurous forever.” The Adventure Van will be an R1-based electric off-roader, with clever features like Rivian’s camp kitchen, and likely the ability to convert its seats into beds— allowing for days of off-the-grid living.

WHY IT MATTERS With most automakers just now waking up to the amount of money to be made by investing in the overland craze, the Rivian Adventure Van would take things a step further by creating the only OEM off-road-capable adventure van on the market. The model would harken back to the days when you could roll into your local Volkswagen or Toyota dealer and leave with a Westfalia or Chinook.

PLATFORM AND POWERTRAIN Although Rivian could conceivably build the Adventure Van from its commercial-oriented Prime Van or RCV, we believe it’ll instead use the more off-roadcapable platform under the R1T pickup and R1S SUV. Hard details from our sources are scarce, as it’s still early days for the Adventure Van, but we believe it will be available with multiple battery and motor options and come standard with the company’s trick hydropneumatic suspension.

We suspect both dual- and quad-motor powertrains will be available, with as much as 1,200 hp and 1,200 lb-ft on tap, and Rivian’s 180-kWh Max battery pack.

ESTIMATED PRICE $125,000 EXPECTED ON-SALE DATE Q4 2025 at the earliest. Rivian has a lot of irons in the fire; the niche Adventure Van is likely a lower priority.

WHAT IT IS How does a cross between a Jeep Wrangler, Land Rover Defender, and Porsche Cayenne Turbo sound to you? And what if you mix in a little bit of the Rivian R1T’s special sauce? That’s exactly what the upcoming R1X (above) aims to be. Our Rivian sources tell us the company is hard at work building a rally-inspired SUV designed to be as capable as a Wrangler and Defender off-road and as quick as a Cayenne Turbo on pavement. We expect the R1X to be a slightly shorter two-row SUV than the R1S it’s based on, with spy shots of a seating buck indicating it’ll likely have a fastback roofline.

WHY IT MATTERS Versatility is one of the reasons we named the related Rivian R1T our 2022 Truck of the Year.

Its impressive hydropneumatic suspension allows it to seamlessly go from heavy off-roading to hauling to carving up a good back road. An R1X, with a more overt performance bias, has the potential to be a revelation when it comes to do-it-all enthusiast SUVs. PLATFORM AND POWERTRAIN The R1X will ride on a slightly shortened version of Rivian’s familiar R1 platform, but its motors and batteries will be new. Sources tell us the R1X will use four of the new house-built motors that just debuted in the two-motor R1S SUV and R1T truck. These new motors feature carbon-sleeved rotors, which allow them to spin at higher rpm and develop more power.

We’re told total system output will be 1,200 hp and 1,200 lb-ft of torque. The quad-motor R1X will be backed by its own in-house battery pack.

ESTIMATED PRICE $115,000 EXPECTED ON-SALE DATE Q4 2023

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ILLUSTRATION: LARSON

Scout (by Volkswagen) WHAT IT IS A resurrection of the long-dead Scout SUV as an electric vehicle by Volkswagen, which recently acquired rights to the name. It will be a new stand-alone brand and not badged as a VW. Official teasers indicate both an SUV and a pickup are being developed.

WHY IT MATTERS Off-roading, overlanding, and reviving retro nameplates are hot trends right now, and they print money. EVs are also rapidly rising in popularity. Combining all the above into a dedicated brand could be a big coup for Volkswagen and give it an authentic entry into the relevant market. The original Scout SUV by International Harvester has mostly been forgotten since it was

discontinued in 1980, but interest rebounded somewhat recently with the soaring popularity of classic off-roaders.

Building both an SUV and a pickup will position it well against the established Jeep brand and the nascent Ford Bronco lineup, the latter of which is also developing standalone dealers and adopting minimal Ford badging.

PLATFORM AND POWERTRAIN Although VW already has a two-motor all-wheel-drive EV platform in production, the company said in a release that it plans to develop “a new technical platform concept” for its new “rugged” offerings.

It provided no further details, but we expect two motors minimum, one in the front and one in the rear. Three or four motors is possible, but VW executives have expressed a desire to keep the price reasonable. A locking rear differential and long-travel suspension are all but mandatory in a credible Bronco and Wrangler competitor, along with under-vehicle protection. As much range as possible is also necessary for serious backcountry exploration and the ability to tow and haul gear.

ESTIMATED PRICE $40,000 EXPECTED ON-SALE DATE 2026

2024 Toyota Compact Cruiser WHAT IT IS After initially doubling down on hydrogen and hybrids, Toyota appears to be pivoting slowly toward battery electric vehicles. One of the models that’ll anchor this directional change is the new 2024 Toyota Compact Cruiser. A follow-up of sorts to the beloved FJ Cruiser (which left our market in 2014 but still soldiers on in the Middle East), the Compact Cruiser is a pint-sized electric off-roader built in the same vein as early ’90s classics such as the Suzuki Samurai. This small electric off-roader sports four doors, plenty of ground clearance, tucked-away bumpers, all-terrain tires, and beefy-looking skidplates, all of which ought to make it a hoot off-road.

WHY IT MATTERS Toyota is finally coming on strong in the EV space, promising 10 new “lines” of EVs by 2025, and the Compact Cruiser will be part of that salvo. While models like the 2023 Toyota bZ4X cover Toyota’s more conservative audience, the Compact Cruiser aims to satisfy legions of Toyota’s hardcore off-road enthusiasts by offering more traditional Land Cruiser styling cues in an efficient, modern package.

PLATFORM AND POWERTRAIN We don’t know a ton about what’s underneath the Compact Cruiser’s sheetmetal, but we think it’s a safe assumption we’ll find Toyota’s new e-TNGA 44 MOTORTREND.COM SEPTEMBER 2022

platform, also found underpinning the bZ4X and Subaru Solterra. We expect the Compact Cruiser to offer dual-motor all-wheel drive and somewhere in the realm of 250 hp or so.

If that’s the case, don’t expect it to be a range or charging champ—the more aerodynamic all-wheel-drive bZ4X nets 222 miles of range in its least efficient form and is among the slowest-charging EVs on the market.

ESTIMATED PRICE $45,000 EXPECTED ON-SALE DATE Fall 2023

FUTURE CARS

2024 Toyota Tacoma/Electric Truck WHAT IT IS The 2024 Toyota Tacoma is almost certain to be the first truly new Tacoma pickup in nearly 20 years, with not just 2022 Toyota Tundra–inspired styling but also a fresh platform, new powertrains, and a larger overall package.

We believe Toyota will offer up a wider variety of Tacomas than ever before, with a turbocharged I-4, hybridized V-6, and even an electric Tacoma all in the cards.

WHY IT MATTERS Despite its relative age, tight cabin, and critically panned powertrains, the stylish Tacoma is today’s segment sales leader in the increasingly hot midsize pickup market. With a new Ford Ranger and Chevrolet Colorado on the horizon, the revamped Tacoma is necessary to ensure this cash cow keeps producing milk.

PLATFORM AND POWERTRAIN The driving force behind the new Tacoma is its TNGA-F platform, Toyota’s new modular global body-on-frame architecture. Shared with not just the 2022 Tundra but also the new Lexus LX, global Land Cruiser, Hilux, and next-gen 4Runner, the new platform allows for a dizzying array of powertrain options, body styles, and

suspension options. When it comes to the 2024 Tacoma, we believe Toyota will offer a version of the Lexus NX350’s 275-hp 2.4-liter turbocharged I-4 as the base engine, and possibly a detuned version of the Tundra’s hybridized 389-hp 3.4-liter twin-turbo V-6. Transmission options likely include a six-speed manual and 10-speed automatic; both rear- and four-wheel drive will be available.

We also expect an electric Tacoma, as previewed by the Toyota Electric Truck concept (above). We don’t have much on the Tacoma EV but expect it to come standard with dual-motor all-wheel drive. Despite the wide variety of powertrains, all Tacomas should lose their leaf-spring rear suspensions in favor of more streetable coil springs. Both extended- and crew-cab models with short and long beds are likely for the conventionally powered Tacomas, while the EV will most likely come only in the popular crew-cab and short-bed configuration.

ESTIMATED PRICE $30,000 (gas); $50,000 (electric) EXPECTED ON-SALE DATE Q2 2023 (gas); Q3 2024 (electric)

THE OUTLIERS

THESE EVS SHOULD BE GOOD FUN—IF THEY EVER MATERIALIZE

Alpha Motor Ace, Jax, Rex, Saga, and Wolf

WHAT THEY ARE Founded in 2020, California-based Alpha Motor Corporation (the new AMC?) announced a family of intriguing electric vehicles. It includes the Ace, a retro-styled compact coupe with early-1970s-Japanese overtones; a small four-door sedan and wagon called the Saga; and an off-road Saga sedan named the Jax. Also on the menu: a boxy compact pickup called the Wolf and a two-door Bronco-ish SUV dubbed the Rex. Along with the base models, Alpha announced high-performance “super” versions and off-road-capable variants.

WHY THEY MATTER Alpha’s approach illustrates one of the advantages of EVs: The simplicity and interchangeability of skateboard-style platforms allow multiple vehicles with different body styles to be developed simultaneously.

PLATFORM AND POWERTRAIN Outside of one or two prototypes, these vehicles exist only as 3-D computer renders and models, so Alpha has little of substance to tell us about SEPTEMBER 2022 MOTORTREND.COM 45

the powertrain. Most of the vehicles would be available in single-motor rear-drive and dual-motor AWD versions, with acceleration ranging from 6.5 seconds to 60 mph for the Jax crossover down to 4.6 seconds for the dual-motor Super Saga. The company claims a driving range of more than 300 miles for the cars and 250–275 miles for the trucks.

ESTIMATED PRICE Alpha Motor says pricing will range from $32,000 for a single-motor Ace up to $56,000 for the

dual-motor Rex and Super Wolf. The company is taking reservations, though signing up merely adds your name and email address to a waiting list.

EXPECTED ON-SALE DATE Alpha has claimed it will start delivering vehicles in calendar year 2023, but given the company is only just now entering into agreements with other organizations for engineering and manufacturing, its target strikes us as highly optimistic.

Deus Vayanne WHAT IT IS The Vayanne is an all-wheel-drive electric hypercar from Austrian startup Deus Automobile. Designed and engineered (we are told) with the assistance of Italdesign and Williams Advanced Engineering, the Deus is planned to be limited to 99 bespoke examples.

WHY IT MATTERS The performance potential of electric vehicles is massive: Today you can buy electric sedans that can get to 60 mph in about 2.0 seconds and pickup trucks that can do so in 3.1, so the bar for electric hypercars is going to be incredibly high. Deus aims for the stars: 1.99 seconds to 60 (which is pretty much the limit of rubber tires on unprepped asphalt) and a top speed of 248 mph.

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PLATFORM AND POWERTRAIN If the Vayanne doesn’t look radical, that’s intentional: It’s meant to look like a modern gas-powered hypercar. Output will be 2,200 hp and 1,475 lb-ft of torque, Deus says, but how many motors it will take and how all that thrust will be distributed remain a mystery.

ESTIMATED PRICE Deus says each bespoke car will allow buyers to choose their own color combinations for both paint and the interior, which is constructed from sustainable materials. Expect the company to price the Vayanne between $2 million and $3 million.

EXPECTED ON-SALE DATE Deus says 2025, but there’s still a lot of development work to be done.

FUTURE CARS

EdisonFuture EF1-T and EF1-V WHAT THEY ARE What the world needs now is more 700-hp electric trucks, and Californiabased EdisonFuture (not to be confused with three-wheeler purveyor Edison) is ready to oblige. The EF1-T is a full-size pickup offering a choice of a 6.5-foot or 8.0-foot bed, and its unique selling proposition is a set of roofmounted solar panels that will charge the batteries—and that can be extended to the bed’s back edge, maximizing their charge potential while protecting the bed’s contents from would-be thieves. EdisonFuture is also building a van variant called the EF1-V, and the company displayed prototypes of both body styles at the 2022 CES event.

WHY THEY MATTER Full-size trucks are big business, which is part of the reason Ford and GM are rushing to market with electric pickups. EdisonFuture thinks it can grab a piece of that pie.

These trucks promise the size and towing capabilities of a fullsize EV pickup like the Ford F-150 Lightning combined with the performance potential of Rivian’s four-motor R1T. PLATFORM AND POWERTRAIN EdisonFuture announced three powertrain configurations. The single-motor EF1-TP Standard will get to 60 mph in less than 6.5 seconds, offer a range of 300 miles, and tow up to 7,500 pounds. The 600-hp dual-motor EF1-TP Premium improves those numbers to 4.5 seconds, 380 miles, and 9,000 pounds. The 700-hp trimotor EF1-TP Super allegedly comes in at 3.9, 450, and 11,000. The company plans to offer the EF1-V van in single- and dual-motor versions with up to 8,000 pounds and 400 cubic feet of cargo capacity.

ESTIMATED PRICE Look for the EF1-TP Super to list for about $100,000. EdisonFuture is accepting $200 reservations.

EXPECTED ON-SALE DATE The trucks are tagged with a 2025 model year, which means we could see them as soon as 2024.

Sony Vision-S 01 and 02 WHAT THEY ARE The Sony Vision-S 01 and Vision-S 02 are sedan and SUV concept vehicles. The Vision-S 01, originally introduced at CES in 2020, is apparently a working vehicle that has undergone on-road testing. The Vision-S 02 is a newer, stretched-wheelbase, seven-seat SUV version introduced at the 2022 CES. WHY THEY MATTER New vehicle manufacturers like Tesla, Rivian, and Lucid blur the line between car companies and tech companies, and of course we know Sony is a tech company—one that sees EVs in its future. Sony’s tech chops are on display in the Vision concepts, which include advanced imaging and radar and lidar sensors (40 in all). That will no doubt support some level of autonomous driving, as well as multiple screens and a sound system designed for what Sony calls “revolutionary in-car entertainment experiences.” Still, Sony isn’t going it alone; the company announced a joint venture with Honda, called Sony Honda Mobility, to develop, build, and sell its proposed electric cars.

PLATFORM AND POWERTRAIN Although we don’t have much detail on the mechanical parts, Sony told us both Vision-S vehicles are powered by a pair of motors producing a total of 536 hp.

The Vision-S 01 sedan will accelerate to 62 mph in 4.8 seconds and on to a top speed of 149 mph.

ESTIMATED PRICE It makes sense to price the Vision-S 01 and 02 in line with Tesla’s Model S sedan ($101,440) and Model X SUV ($116,440), respectively.

EXPECTED ON-SALE DATE Honda has announced a 2025 target— and we could well see them sold at Honda dealerships. Q SEPTEMBER 2022 MOTORTREND.COM 47

FEATURE I VinFast

IS VINFAST FOR REAL? SIGNS POINT TO YES. V

inFast, a fledgling Vietnamese automaker, has grabbed headlines with plans to start selling electric SUVs in the U.S. by the end of the year—the two-row 2023 VinFast VF 8 and the three-row 2023 VinFast VF 9 were on display at the 2022 New York International Auto Show. The company also recently announced plans to build a vehicle assembly and battery plant in North Carolina, with production slated to begin

by July 2024, and it has filed paperwork for an initial public offering in the U.S. We spent time in Vietnam with VinFast and its parent operation, Vingroup, for greater insight into this newcomer.

Who is VinFast, and is it for real?

The answer is not a simple one. VinFast has seemingly unlimited financing and resources, and its talent pool is drawn from both home and abroad. The company seems to be moving at the speed of a startup as it rides the interwoven wave of SUV and electric vehicle popularity. It has a shiny, massive new manufacturing 48 MOTORTREND.COM SEPTEMBER 2022

WORDS ALISA PRIDDLE

complex in Vietnam, which it says it will replicate in the U.S., its vehicles are styled to stand out, and it plans to offer the same level of features as the competition at a lower purchase price, in part by leasing the vehicles’ battery packs. Whether the products are unique enough, their quality good enough, and their prices compelling

enough for consumers to take a chance on an unknown Vietnamese manufacturer are questions we can’t yet answer.

However, VinFast appears unlikely to be a flash in the pan because it’s part of Vingroup, Vietnam’s largest private company. The conglomerate is owned by billionaire Pham Nhat Vuong, who got his start selling ramen noodles in Ukraine in 1993. His noodles took three minutes to cook in a world where many competitors’ required 10 to 15. Consumers were initially wary, but within a year Vuong’s Technocom Corp. found itself with the world’s top-selling instant noodle brand.

Vuong sold the company to Nestle in 2010.

He returned to his native Vietnam to start a business group, and Vuong is now known as “the Chairman.” He has spent most of his professional life creating companies and services that he hopes make his country a better place to live.

To that end, Vingroup has become pervasive. It’s a $39 billion real estate and hospitality giant, and it also runs

PART OF THE MASSIVE VINGROUP, VINFAST HAS VAST RESOURCES AND DETERMINED LEADERSHIP SEPTEMBER 2022 MOTORTREND.COM 49

FEATURE I VinFast

a massive nonprofit organization. It creates giant subdivisions where 100,000 people live in Vinhomes, attend nonprofit K–12 Vinschools, and can apply to attend VinUni, an international private university that sits on what just a few years ago was a rice field. Vietnamese can go to a Vinmec hospital for their ills, visit VinWonders amusement parks, and work at a Vinpearl hotel or in a Vincom shopping center. The Chairman did not like the idea of Hanoi painting his electric buses red and yellow and covering them in billboards, so he formed his own nonprofit public transit service. Stylish green VinBuses with air conditioning and Wi-Fi now operate in the city.

In 2017, Vuong founded VinFast to make scooters, cars, trucks, SUVs, and buses.

In 21 months, VinFast developed its first three vehicles and built an industrial complex with a vehicle assembly plant and a VinES battery plant on what used to be swampland in Hai Phong, near Hanoi.

Vingroup tech companies at the Hanoi R&D center work on artificial intelligence, big data, battery development, and driver assist systems.

In 2019, the automaker began delivering gasoline-powered vehicles to Vietnamese customers. To get out of the gate quickly, the LUX SA2.0 is a reworked previous-generation BMW X5, and the LUX A2.0 is a riff on the BMW 5 Series sedan, both redesigned by Pininfarina. A limited number of SUVs were badged President, replacing

a four-cylinder engine with the 6.2-liter LT1 V-8 from the C7 Corvette. The most popular domestic model is the VinFast Fadil subcompact hatchback.

Vietnamese buyers snapped up these cars with a mix of common pride and common sense. They could support their country while getting affordable BMWs and low-cost parts and service. The quality was there at a bargain price, Vietnamese car reviewer Hung Dang Khoa Nguyen of Vlog Xe tells us. VinFast quickly became the fourth-bestselling brand in Vietnam, behind Hyundai, Toyota, and Kia. Each model now leads its segment, appealing to middle-class buyers.

Continuing development at sonic speed, VinFast added its first electric vehicle for the Vietnamese market, the VinFast e34 compact crossover. Deliveries began in December 2021, and 100 owners gathered in Ha Long on April 7 for a 125-mile

Electric VinBuses with air conditioning and Wi-Fi operate in Hanoi, Vietnam, part of a nonprofit transit system created by Vingroup.

This Vinhome subdivision can house 100,000 people.

The community includes a Vingroup international university, schools, parks, health care, and malls.

50 MOTORTREND.COM SEPTEMBER 2022

caravan north to Cape Sa Vi amid great fanfare, with beaming owners waving as they began their electric-powered trek.

Three years into production, Vuong dropped a bombshell: VinFast would cease building vehicles with internal combustion engines by the end of 2022 and make only electric vehicles. The Chairman would foot the bill for the costs; it was of paramount importance to him that VinFast be a leader in clean, smart mobility.

The VF 8 and VF 9, which ride on a global platform Magna helped develop, were engineered to be sold with an ICE or as an EV, with the VF 8 to begin domestic production in May; U.S.-spec SUVs will be added in late August for export in November. The VF 9 is scheduled to roll out a month later. The SUVs will now be EVs only, and by April 2022, VinFast had more than 65,000 global reservations. In July 2024, if all goes according to plan, the

A caravan of 100 owners of VinFast e34 electric compact crossovers left Ha Long, Vietnam, on April 7 for a 125-mile road trip.

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FEATURE I VinFast

Vingroup Chairman Pham Nhat Vuong (center) answers questions alongside VinFast CEO Le Thi Thu Thuy (right).

SUVs will also be built at the new vehicle assembly and battery plant near Raleigh, North Carolina. Also on tap are a compact VinFast VF 7 SUV due next year and the smaller VinFast VF 5 and VinFast VF 6, which are geared more toward Asian and European markets.

Former General Motors designer David Lyon has been VinFast design director since its inception. He has a small team of six; the heavy lifting is contracted to five design studios around the world working on seven VinFast projects. It’s the best way to keep pace with the Chairman’s plans, Lyon says. Vuong relies on his sons, VinFast CEO Le Thi Thu Thuy—a woman known by all as “Madame Thuy” (Vuong favors women in top positions)—and Lyon for input, but the Chairman ultimately picks the winning sketch.

The VinFast name will remain prominent across the back of its vehicles until brand recognition increases; the company believes the V on the front isn’t enough to raise awareness to a level commensurate with the Chairman’s target.

The Chairman’s target: to make VinFast the leading global EV brand within 10 years. The company isn’t trying to be Tesla, though. Instead, the vision is one of affordable electric vehicles for regular buyers, a sentiment expressed early on by Tesla CEO Elon Musk, though it never came to fruition; the $35,000 Tesla was a fleeting rarity, and plans for a $25,000 Tesla have been dropped.

Vuong thinks the public will embrace VinFast vehicles for their compelling styling and pricing. VinFast is adopting the Hyundai playbook of offering a

In 2021, VinFast added a battery plant at its manufacturing complex in Hai Phong, Vietnam, where Samsung cells are assembled into battery packs for electric vehicles.

52 MOTORTREND.COM SEPTEMBER 2022

well-equipped vehicle for less than the competition. Batteries make electric vehicles expensive, so VinFast will sell its vehicles but lease the batteries. This will keep costs down and appease nervous buyers as VinFast assumes the risk and will replace the battery if it degrades below 70 percent of its original capacity.

It’s a bold move that sets VinFast apart, Vuong said during a lengthy press conference, patiently answering all questions in confident and measured tones. Vingroup is also installing charging stations in Vietnam and wants to contribute to a global network of affordable charging.

Vuong says he knows it’s a marketing challenge to convince global consumers to take a chance on a young brand from a country where manufacturing is not fully developed. Asked if there are Vietnamese stereotypes VinFast will need to combat in the U.S., the Chairman laughs and says, having never lived there, he doesn’t know the misconceptions. He hopes hard work, passion, and compelling, affordable vehicles connected to an ecosystem of smart services will break through.

On April 7, VinFast registered with the U.S. Securities and Exchange Commission for an initial public offering in the fourth quarter of this year, but raising money is not the motivating factor. An IPO is one of many options the billionaire has for financing his automotive dreams.

In addition to his own large coffers, there are government incentives in the U.S. that VinFast could qualify for. The main motive behind the IPO is to establish VinFast’s position in the global market.

“If conditions are not there yet [for the value and size of the IPO], we can wait,” Vuong said. “We have already set up our financing plan even without an IPO.” So is VinFast for real? “Smart mobility” has become the mantra for much of the industry, so this mission alone is not enough to distinguish the company. Its vehicles’ styling is strong, but consumer tastes are fickle. Quality is a stated priority, but our experience with early VinFast prototypes still in the throes of development and suffering various glitches makes it impossible to predict initial quality or reliability. VinFast wants to offer value, and although upfront savings are easy to understand, assessing longer-term operating costs with battery leasing is more complicated.

But we won’t rule out success, based on what we’ve witnessed. The instantnoodle king has a track record of making the impossible happen.

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FIRST DRIVE I VinFast VF 8

DRIVING THE 2023 VINFAST VF 8 PROTOTYPE TIME IS SHORT, AT LEAST THE WAY THE COMPANY SEES IT WORDS ALISA PRIDDLE

inFast is more than just a name.

“Vin” denotes its place as part of Vingroup, Vietnam’s largest private conglomerate. “Fast” is appropriate given the speed with which the fledgling automaker is working to establish itself as a global player, with plans to sell electric SUVs in the U.S. later this year and build EVs and batteries in North Carolina in July 2024.

U.S. sales are to begin with the 2023 VinFast VF 8 two-row midsize SUV in November with a starting price of $41,900, not counting the monthly charge of $35–$110 to lease the battery, depending on the subscription plan.

The three-row VinFast VF 9 will follow a month later with a starting price of $56,700 plus $44–$160 per month for

V

54 MOTORTREND.COM SEPTEMBER 2022

the battery. In 2024 buyers will have the option to purchase or lease the battery.

The U.S. will get two-motor AWD models with two trims to start: Eco and Plus. A third, premium trim will follow in 2023.

There are at least two variations to come, including an upscale midsize sedan. The VinFast VF 7 compact SUV will launch next year. Further down the road, VinFast is considering a pickup truck, CEO Le Thi Thu Thuy says.

The SUVs will launch with a standard battery delivering a range of up to 260 miles per charge. A longer-range battery offering up to 292 miles will follow in early 2023. A third could be added by the end of 2023 to provide about 340 miles.

Leased batteries can be swapped for higher-capacity packs in the future.

The Eco and Plus trims have the same dual 150-kW motors that generate 402 hp and 457 lb-ft of torque in the top trim, for a manufacturer-estimated 0–60 time of 5.3 seconds. The motors are software-limited to 130 kW in the Eco for more range; with the resultant 348 hp and 368 lb-ft, it takes this version of the VF 8 5.8 seconds to scoot to 60.

MotorTrend had an opportunity to drive VF 8 prototypes in Vietnam. We sampled three early builds—arguably too early to evaluate—on a 1.2-mile test “loop” that involved driving a straight shot, turning around, driving back, and repeating. The white VF 8 Eco we got into first had a known brake problem, and the car disappeared from the testing pool after a disappointing lap; a bad sensor

MotorTrend traveled to Vietnam to drive an early prototype of the 2023 VinFast VF 8 two-row midsize electric SUV, which is slated for sale in the U.S. by year’s end.

meant the brakes wouldn’t release after slowing for a turn until the brake pedal was tapped again. VF 8 chief engineer Huy Chieu, who was born in Vietnam but moved to Canada at age 3 and spent most of his career with GM, said VinFast has already fixed the problem. This is what prototypes are for: to identify and eliminate gremlins as part of the development process. The difference here is most automakers don’t let outsiders behind the wheel so early.

We got a second shot in a more advanced red prototype. The difference was night and day, which speaks to how quickly the team makes improvements.

The speed limit for this short first drive was 50 mph, but with Chieu along for the second ride, we gunned it to 75 mph or so. The power seems to be there. Hard braking on our limited course was a tad aggressive, and there is no one-pedal electric-regen drive mode yet. But engineering is working on it, along with adjustable regenerative-braking settings.

Chieu thinks both will be in place by the time the VF 8 goes on sale; if not, an overthe-air update will be sent within the first model year, he says.

The steering felt fine, considering all we did was turn around. We did not, unfortunately, have an opportunity to test the VF 8’s handling. VinFast says it benchmarked the Hyundai Ioniq 5, which led the team to upgrade the springs and make a few other changes, with more improvements still in the works.

By launch time, VinFast says, the SUV will match the competition in technology (Vingroup has its own tech subsidiaries), including systems such as a Tesla-like Summon mode, fully automated parking assist, and remote parking. The hardware is in place, but the software is still in

SEPTEMBER 2022 MOTORTREND.COM 55

FIRST DRIVE I VinFast VF 8

VinFast developed its own infotainment system, driver assist systems, seats, and more. The head-up unit is the only display directly in front of the driver.

development, Chieu says. Vehicles have begun testing in California, Detroit, and Arizona, as well as Spain and Sweden for greater exposure to weather elements and traffic vagaries.

With Vingroup’s AI subsidiary and supplier Cerence working on voice recognition, VinFast developed its own infotainment system. The virtual assistant speaks six languages, and you prompt voice commands by saying—you guessed it—“Hey, VinFast.” The vehicles have wireless Apple CarPlay and Android Auto compatibility, numerous USB ports, and wireless device charging. You adjust the steering wheel or open the sunroof, as examples, by touching these items on the on-screen image of the vehicle.

Fit and finish are decent for such an early build. The SUVs provide good rear headroom and legroom. There is extra storage in the shallow frunk. The seats were designed and produced by VinFast

56 MOTORTREND.COM SEPTEMBER 2022

VINFAST IS LIVING UP TO ITS NAME IN ITS HASTE TO TAKE ITS PLACE IN THE AUTOMOTIVE WORLD. and were comfortable in the short time we were in them. In fact, 80–90 percent of the interior is done in-house.

There are still a lot of bugs to work out, but the models we saw are two generations from the final version, Thuy says. In one prototype, adjusting the seat sent it forward instead of back. The crossed wire has since been repaired, we were told. The hardware is there, and the bugs we encountered were almost entirely software based, all fixable, and given the company’s instantaneous decision-making and nearly unlimited budget, there’s plenty of time, Chieu says.

David Lyon, the former GM designer and VinFast’s first and only design director, agrees. “It is not on sale in the U.S. until November,” he said. “That’s forever for us.”

Vingroup Chairman Pham Nhat Vuong says three years of developing, testing, and selling vehicles in Vietnam validates VinFast’s ability to offer quality products.

He believes the global EVs will launch on time but says the date can be pushed back if there are any shortcomings. “That is my commitment.”

Meanwhile, it’s full speed ahead.

VinFast has an office in Los Angeles and has established its first three retail outlets in Santa Monica, San Diego, and Berkeley, California. These are spaces where customers can see the vehicle and configure one to buy. VinFast is also looking to get its offerings to rental and leasing companies so people can experience them.

Yes, VinFast is living up to its name in its haste to establish itself in the automotive world. Ironically, the boss explains, “Fast” doesn’t denote speed. It is a Vietnamese acronym: The F is for the Vietnamese word for style, A for safe, S for creative, and T for pioneering.

So why is VinFast moving so quickly, if not for the name? “Life is short,” says Vuong, who turns 54 in August. He can only work for the next 20 to 30 years, so he can’t leave things incomplete for the next generation. “There is only one way: to try our best and to live fast.” Q

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FIRST DRIVE I Nissan Z

WORDS FRANK MARKUS

SHALL WE DANCE? THE ENGINE AND PLATFORM GRAB HEADLINES, BUT THE WAY THE NEW NISSAN Z MOVES LEAVES A LASTING IMPRESSION

S

everal years ago, Nissan’s chief product specialist for the GT-R and Z, Hiroshi Tamura, bought an R32 Skyline GT-R souped up to about 1,000 horsepower. He made it his own by detuning it to 600 because sending more than 150 horsepower to each driven wheel simply overwhelmed the tire technology of the time and made the car completely unruly. As he did with his R32, Tamura aimed to make the 2023 Nissan Z 58 MOTORTREND.COM SEPTEMBER 2022

more of a willing dance partner. This overarching philosophy drove many decisions that now promise to draw distinctions between the significantly revised Z34 and its archrival, the J29 Toyota GR Supra.

The lineup encompasses Sport and Performance trims, both being rear drive.

With just two wheels to deliver power, the 400 hp and 350 lb-ft of torque generated by the VR30DDTT engine also used by the Infiniti Q50 and Q60 Red Sport

models should fully whelm the traction capabilities of the Yokohama Advan or Bridgestone Potenza S007 rear tires.

Yet despite peak output numbers remaining the same, this was no simple engine swap. Z cars will likely do more track days than their Infiniti stablemates, so the intake gets a boost-recirculation circuit that holds pressure during brief throttle lift for corner entry. Driven back to back with the outgoing 370Z, it feels

worlds smoother, more refined, and stronger. Sport mode adds some enhanced synthetic engine roar, which struggles to drown out the new Z’s angry-vacuumcleaner exhaust sound at high rpm.

Speaking of power and corners, for 2023 Nissan tossed out the 370Z’s viscous limited-slip differential (LSD) in favor of a mechanical unit—standard on Performance versions—that uses clutch packs to lock when either tire slips. This provides

a much more natural feel when powering out of corners, and it enhances traction when launching the car in a straight line.

Launch control comes standard on all automatic Z’s and on Performance-grade manuals. On the automatic, simply hold both shift paddles, depress the brake, floor the throttle, and release the paddles and brake when “launch control” appears on the dash for a traction-managed getaway. With manuals, it mostly holds SEPTEMBER 2022 MOTORTREND.COM 59

FIRST DRIVE

a programmable engine speed while you wait to release the clutch. The system managed wheelspin well on the automatic, but it’s less helpful on the manual. Another welcome change likely attributable to the new LSD is elimination of the axle hop endemic to hard-launched 370Zs. The no-lift-shift system worked great on a long, straight road where we pinned our foot to the floor from first to fifth gear and observed barely a dip in boost or turbo revolutions (which the VR30DDTT measures so it can exploit the turbos’ safe operating limits). The car can also bark its tires during gear changes up to third, unlike the 370Z. Manual gear-rowing is more pleasurable thanks to a new shift linkage and conical synchronizers on the first two gears. The pedal arrangement, which we’ve faulted for impeding heel-toe rev-matching, is unchanged, but S-Mode is happy to match revs for you.

Yes, this Nissan Z’s roots stretch back two decades to the Z33 350Z, but reinforcements around the engine

60 MOTORTREND.COM SEPTEMBER 2022

The original 240Z and the 1990 300ZX served as design inspirations.

The 240Z influence comes through up front, with the squared grille and headlights recalling the 240Z G-Nose.

compartment and hatch boost the 2023 model’s torsional and bending stiffness relative to the Z34 370Z by 10.8 and 23.9 percent, respectively. The architecture certainly doesn’t feel 10 or 20 years old, and it’s stiff enough to absorb one-wheel bumps without reverberation. Switching to lower-friction monotube dampers enabled slight increases in damping, spring, and anti-roll-bar stiffness rates without compromising ride. Bend the car through a series of esses, and you might feel a tiny bit of roll, pitch, and dive— probably more than you will in a GR Supra. It’s just your dance partner sharing information with you while keeping things comfy. It doesn’t say much through the steering wheel, however, which swaps hydraulic for electric assist.

New front tires on all 2023 Z’s widen the contact patch. Increasing caster angle changes the way the body weight rests on the tire and lengthens the contact patch, making it 20 percent larger than before.

We didn’t get a chance to push the 18-inch Yokohama Advans into any corners, but the 19-inch Bridgestone Potenza S007s exhibited strong amounts of stick while squealing softly as the limits approached.

In a car that also leans and pitches just a bit, we chalk it up to “it’s a talker.”

Overall, the 2023 Z mostly drives like an all-new car. We were impressed by the body’s rigidity, the low level of wind noise even at high speeds, and the general powertrain refinement. The twin-turbo engine more than compensates for the 150 pounds or so it adds to the previous Z’s curb weight, all of which the supple suspension copes with admirably, absorbing bumps with no gut jiggle.

An HGTV-worthy interior renovation impresses with features such as big, programmable high-res screens with

BEND THE CAR THROUGH A SERIES OF ESSES, AND YOU’LL FEEL YOUR DANCE PARTNER SHARING INFO WHILE KEEPING THINGS COMFY.

2023 NISSAN Z

a Sport mode inspired by GT race cars, wireless charging, some voice controls, a telescoping wheel, two cupholders, and color options like two-tone black and blue ($1,295) that really dress things up.

The automatic’s electronic shifter is one of those “push forward for R, pull back for N or D” setups that can cause mild panic in car washes, though its detents are more noticeable than some. Nissan has significantly upped the Z’s ADAS game, adding automatic emergency braking, blind-spot warning, rear cross-traffic alert, forward collision warning, and adaptive cruise, but the last

BASE PRICE

$41,015–$54,015

LAYOUT

Front-engine, RWD, 2-pass, 2-door hatchback

ENGINE

3.0L/400-hp/350-lb-ft twin-turbo direct-injected DOHC 24-valve V-6

TRANSMISSIONS

6-speed manual, 9-speed auto

CURB WEIGHT

3,500–3,550 lb (est)

WHEELBASE

100.4 in

LXWXH

172.4 x 72.6 x 51.8 in

0-60 MPH

3.9–4.2 sec (MT est)

EPA CITY/HWY/ COMB FUEL ECON

18–19/24–28/20–22 mpg

EPA RANGE

328–361 miles

ON SALE

Now

item is an old-school system without stop-and-go functionality.

The new Z’s arrival slipped to summer 2022 because of supply shortages, but it’s finally here. The price starts at $41,015 for the base Sport on 18-inch wheels, and there’s no price difference for manual or automatic. That’s up almost 10 grand from the base 2020 model, but more significant, it undercuts the price of the four-cylinder GR Supra by $3,300. Stepping up to the Performance grade (limited slip, 19-inch Rays wheels, leather) adds $10K yet still undercuts the GR Supra 3.0 by $1,650. If you can snag one of the 240 Z Protos, you’ll spend $54,015 and save $10,290 relative to one of the 600 GR Supra A91-CFs. We look forward to comparing these two archrivals, especially now that the Supra is getting a manual option. Our sense is the Supra will feel lighter, lither, harderedged, and more intense, with the Z being a better all-arounder/daily driver.

For now, the 2023 Nissan Z certainly looks like an agreeable and relatively affordable dance date. Q

SEPTEMBER 2022 MOTORTREND.COM 61

COMPARISON TEST I Hyundai Ioniq 5 vs. Toyota bZ4X

e go into every comparison test with an open mind, but in this matchup between Hyundai’s Ioniq 5 and Toyota’s newer bZ4X, the Hyundai was the heavy favorite. After all, it already won a comparison test against its corporate cousin, Kia’s slick EV6, and it’s our top pick among electric SUVs. Turns out we were both right and wrong: Right about which EV would win but wrong about the reasons why. What we found were two exceptionally useful electric cars with their own distinct strengths.

The Ioniq 5 is a talented and stylish EV and the first vehicle from Hyundai’s all-electric

W

62 MOTORTREND.COM SEPTEMBER 2022

Ioniq subbrand. Although the bZ4X is Toyota’s first modern-day battery electric vehicle, Toyota introduced an electric RAV4 back in 1997 and has been selling the Mirai FCEV (an electric car powered by a hydrogen fuel cell instead of a battery) since 2016. Given that experience, we thought it was fair to match the bZ4X against the best in the field.

For this comparison, we went with top-ofthe-line all-wheel-drive models. Our Ioniq 5 HTRAC Limited came with accessories that raised its price to $56,440. The bZ4X’s top trim level is also called Limited, and our test

TAKING ASHOT WORDS AARON GOLD PHOTOGRAPHY BRANDON LIM

TOYOTA CHALLENGES OUR FAVORITE ELECTRIC SUV—AND DOES BETTER THAN WE EXPECTED SEPTEMBER 2022 MOTORTREND.COM 63

COMPARISON

THE CARS WERE RUNNING NECK AND NECK: THE IONIQ 5 LED ON STYLE, BUT WE APPRECIATED THE BZ4X’S EASE OF USE.

AWD EV came with a cold-weather package, premium stereo, spoiler, and extra-cost paint that raised the sticker price to $52,050.

Although both vehicles are pitched as compact sport-utilities, they blur the line between SUV and hatchback. Both are just an inch or two shorter in length than Toyota’s ubiquitous RAV4, and they’re about the same width. But the bZ4X’s roofline is some 2 inches closer to the ground than the RAV4’s, and the Hyundai

checks in 2 inches lower still. Considering both carry their batteries under their bellies, which raises their floor height, you can understand why they feel more like cars than SUVs from behind the wheel.

The Hyundai Ioniq 5 is the head-turner of this duo. Its nifty ’80s-hatchback styling was inspired by Hyundai’s first mass-produced vehicle, a dreadfully unreliable rustbucket called the Pony; despite those questionable roots, it drew universal acclaim: Throughout our test drive we could see the points and smiles directed at the Ioniq 5—and thanks to the Toyota’s inferior sound insulation, we could sometimes hear the compliments, as well.

The bZ4X is pretty enough in its own way, with its bold, grilleless styling and rakish roofline reminiscent of Toyota’s own Venza. The black fender surrounds are questionable but do set the bZ4X apart— or at least they would if the Toyota didn’t look so much like its fraternal twin, the Subaru Solterra.

We judged the Ioniq 5 as the better EV, but the bZ4X’s simplicity and approachability should not be undervalued.

64 MOTORTREND.COM SEPTEMBER 2022

Inside, the Hyundai has the edge: We love the EV rethink of the cabin. With no need for a center tunnel to house driveshafts or exhaust pipes, Hyundai gave the Ioniq 5 a completely flat floor, so there’s no center pedestal where front passengers can smack their knees. It’s a smart layout that reminds us of minivans and bench-seat sedans of yore. The control layout is fairly straightforward, and the cabin has plenty of storage space, but the instrument panel takes time to interpret, and the infotainment system’s learning curve is steeper than the Toyota’s. The Ioniq 5 is not a car for those who never read the freaking manual (RTFM).

The Toyota, in contrast, is refreshingly simple. Despite an all-digital dash, the controls and displays look like they could have been pulled from any Toyota model, and that simplicity is the bZ4X’s hallmark, or it is once you get used to the driving position. The bZ4X’s instrument panel is placed close to the windshield and meant to be viewed over the steering wheel rim rather than through it, blurring the line between a traditional gauge panel and a head-up display. It takes some getting used to, but once we adapted, we rather liked it.

Both cars have adequate room in the back seat, but the Toyota has a short cushion that sits too close to the floor.

The Hyundai’s back seat is positioned higher and is more comfortable by an order of magnitude, with no shortage of headroom despite its lower roofline,

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COMPARISON

Both the Ioniq 5 and the bZ4X are marketed as SUVs, but they blur the line between SUV and hatchback car.

and the full-length sunroof lets in more daylight than the bZ4X’s twin-pane job.

The two cars run neck and neck in cargo space, with 26 to 27 cubic feet behind the rear seats; only the Ioniq 5 has a sliding rear seat to adjust between passenger and luggage space, however.

Neither car has a proper frunk, as both cars concentrate their electrical control gear under the hood. Hyundai does have a vestigial storage locker up front, but it’s too small to be hugely useful.

Out on the open road, the Toyota took us by surprise. Although it’s not as quick as the Hyundai (we timed the bZ4X to 60 in 5.8 seconds versus 4.4 for the Ioniq 5), it feels very zippy and responsive, with a strong midrange punch that always made us smile.

The Hyundai’s accelerator is set up so that, outside of Sport mode, one must dip more deeply into its travel to access its best acceleration. Nothing wrong with that, but we preferred the Toyota’s always-eager feel.

The Toyota rode better, too; it’s comfortable and steady, whereas the Hyundai is busier and more jittery, even while being appreciably quieter. On the curviest section of our test route, the Hyundai exhibited better grip overall, but the suspension felt underdamped. The Ioniq 5 leans more in turns, and midcorner bumps set it bounding, often to the detriment of traction. Speaking of which, if you turn off traction control and punch the accelerator coming out of turns, the Ioniq 5 is happy to get a little sideways. (Stability control

will keep it from going too far out of line.)

It’s good fun if a bit ragged. The Toyota wasn’t as up for this sort of silly fun, but it showed more serious skills: Its superior damping kept all four wheels in good contact with the pavement, allowing it to rocket out of turns that left the Hyundai scrabbling for grip.

Both of our cars had cruise control and lane centering, and both systems worked well. We like how the Hyundai’s lane centering can be switched on

Hyundai Ioniq 5

66 MOTORTREND.COM SEPTEMBER 2022

Hyundai’s flat floor makes the cabin feel more spacious, but the interface’s learning curve is steeper than the Toyota’s.

The Toyota’s road manners surprised us: It’s punchy and steady in the curves, and it rides more comfortably than the Hyundai.

independent of cruise control. The Hyundai has automated lane changing, but we couldn’t figure out how to get it to work—that’s our fault and not the car’s, as we never did, um, RTFM. But it underscores a point we made earlier: The Ioniq 5 has a higher learning curve, while the Toyota is simplicity defined.

At this point in our test, the cars were running neck and neck: The Ioniq 5 led on style and interior comfort, but we appreciated the bZ4X’s ease of use and— much to our surprise—judged its road manners superior. But once we factored in range and charging speed, the Hyundai pulled ahead by several EV lengths.

The AWD version of the Ioniq 5 has an EPA-rated range of 256 miles to the bZ4X Limited AWD’s 222 miles (which increases to 228 when you opt for the cheaper XLE model). A 34-mile delta isn’t much, but the difference in charge times is significant, particularly at DC fast chargers of the type you’ll most likely use on a road trip. The Hyundai has an 800-volt charging system that can take advantage of high-speed 350-kW chargers. Hyundai says the Ioniq 5 can charge from 10 to 80 percent capacity in 18 minutes, and our experience bears that out. The all-wheeldrive bZ4X can’t charge at more than 100 kW, which means that same charge can take the better part of an hour. During our test, we stopped for lunch with the

batteries similarly depleted, plugged both cars into 150-kW chargers, and went to wait in line at the busy deli counter. The Hyundai hit 80 percent as we were paying for our sandwiches; the Toyota didn’t get there until well after we finished eating.

Does charging speed really matter?

Maybe not, if you install a 240-volt home charger—and you’ll want to, as the convenience of having one beats the stuffing out of relying on the public charging network—and if you mainly use the EV for commuting while also owning another car for long-distance trips.

Remember, home charging means leaving every morning with a full “tank,” and few Americans routinely drive more than 200 miles in a day. (That said, even on the slower Level 2 household plugs, the Hyundai’s 10.9-kW charging gear takes power faster than the Toyota’s 6.6-kW unit.) But if you’re an inveterate roadtripper and/or a single-car household, the

Hyundai’s high-speed charging abilities will make a significant difference.

We were ready to name Hyundai the winner, but we hadn’t yet considered the price difference: The Hyundai we tested cost $4,390 more than the Toyota.

The higher charge speeds might justify the extra cost, but what if we were homebodies to whom charging speed wasn’t important? Is the Toyota the better value?

We debated this point and decided it wasn’t. The Ioniq 5 has better accommodations and looks, and opting for the midrange SEL version will run $50,995.

That means living without the big sunroof, the nifty head-up display, and a few other goodies, but we think it’s a worthwhile sacrifice for the better overall car and experience.

Although the Toyota emerged as our second-place finisher, we can make a good use case for it. The bZ4X’s

Toyota bZ4X

Strange instrument panel positioning takes some getting used to, but we love the familiar, user-friendly control layout.

2022 Hyundai Ioniq 5 HTRAC

2023 Toyota bZ4X Limited AWD

Front- and rear-motor, AWD Permanent-magnet electric

Front- and rear-motor, AWD Permanent-magnet electric

POWER (SAE NET)

99 hp (front), 221 hp (rear), 320 hp (comb)

107 hp (front), 107 hp (rear), 214 hp (comb)

TORQUE (SAE NET)

105 lb-ft (front), 321 lb-ft (rear), 446 lb-ft (comb) 14.6 lb/hp 1-speed automatic (front/rear) 4.71:1/10.65:1

124 lb-ft (front), 124 lb-ft (rear), 248 lb-ft (comb) 20.6 lb/hp 1-speed automatic (front/rear) 13.80:1/13.80:1

Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar 14.3:1 2.7 12.8-in vented disc; 12.8-in disc 8.0 x 20-in cast aluminum 255/45R20 105V Michelin Primacy Tour A/S (M+S)

Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar 14.1:1 2.8 12.9-in vented disc; 12.5-in vented disc 8.0 x 20-in cast aluminum 235/50R20 100V Bridgestone Turanza EL450 (M+S)

118.1 in 64.2/64.6 in 182.5 x 74.4 x 63.0 in 39.3 ft 4,684 lb (51/49%) 5 39.1/37.5 in 41.7/39.4 in 57.7/57.7 in 59.3/27.2 cu ft

112.2 in 63.0/63.4 in 184.6 x 73.2 x 65.0 in 40.0 ft 4,402 lb (54/46%) 5 38.6/37.1 in 42.1/35.3 in 57.8/56.0 in 50.7/25.8 cu ft

1.6 sec 2.3 3.3 4.4 5.8 7.6 9.7 12.3 2.3 13.2 sec @ 102.7 mph 123 ft 0.88 g (avg) 25.7 sec @ 0.71 g (avg)

2.1 sec 3.1 4.3 5.8 7.7 10.0 12.7 16.0 3.1 14.5 sec @ 95.9 mph 125 ft 0.77 g (avg) 27.4 sec @ 0.62 g (avg)

$48,745 $56,440

$49,995 $52,050

6: Dual front, front side, f/r curtain 5 years/60,000 miles

8: Dual front, front side, f/r curtain, front knee 3 years/36,000 miles

10 years/100,000 miles (including battery) 5 years/Unlimited miles

5 years/60,000 miles (8 years/100,000 miles battery) 2 years/25,000 miles

77.4 kWh Li-Ion 110/87/98 mpg-e 256 miles

72.8 kWh Li-Ion 112/92/102 mpg-e (mfr est) 222 miles

240-volt electricity, 480-volt electricity Now

240-volt electricity, 480-volt electricity Now

POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT MOTOR TYPE

WEIGHT TO POWER TRANSMISSIONS AXLE RATIO SUSPENSION, FRONT; REAR STEERING RATIO TURNS LOCK TO LOCK BRAKES, F; R WHEELS TIRES DIMENSIONS WHEELBASE TRACK, F/R LENGTH X WIDTH X HEIGHT

TURNING CIRCLE CURB WEIGHT (DIST F/R) SEATING CAPACITY HEADROOM, F/R LEGROOM, F/R SHOULDER ROOM, F/R CARGO VOLUME, BEH F/R TEST DATA ACCELERATION TO MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 PASSING, 45-65 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION

MT FIGURE EIGHT CONSUMER INFO BASE PRICE PRICE AS TESTED

AIRBAGS BASIC WARRANTY POWERTRAIN WARRANTY ROADSIDE ASSISTANCE BATTERY CAPACITY EPA CITY/HWY/COMB ECON

EPA RANGE, COMB RECOMMENDED FUEL ON SALE

68 MOTORTREND.COM SEPTEMBER 2022

simplicity and approachability should not be undervalued: For someone who isn’t a tech geek, who doesn’t want to have to read the manual or watch a bunch of YouTube videos, who just wants to get in the damn car and drive, the bZ4X is a fine choice. With every automaker seeming to want to emulate Tesla and turn their EVs into high-tech showcases, the Toyota is refreshingly easy to use. It’s the flip phone of electric cars, and we mean that as a compliment. We also can’t ignore the Toyota as the better-riding and betterdriving of these two.

Still, after extensive back-to-back evaluation, the Hyundai Ioniq 5 emerged as the winner. It’s a marvelous electric SUV that is both practical and futuristic, and its employment of better electrical hardware makes it a long-legged, fast-charging adventurer. Nonetheless, the margin of victory over the Toyota was narrower than we expected. The bZ4X is a competent electric car with many of the attributes that have made Toyota one of the world’s most popular car brands. It exits this competition with its head held high—or at least it will once it finishes charging.

2ND PLACE: 2023 TOYOTA BZ4X PROS • Zippy acceleration • Sure-footed handling • Easy to operate CONS • Low back seat • Moderate range • Slow charging performance VERDICT An easy-to-approach EV for the layperson but not a great traveling companion.

1ST PLACE: 2022 HYUNDAI IONIQ 5 PROS • Handsome and stylish • Roomy interior • Superfast charging CONS • Underdamped suspension • Higher learning curve • A little pricier VERDICT One of the best overall electric SUVs on the market right now. Q

FIRST RIDE I Rolls-Royce Spectre

WORDS BASEM WASEF

It’s not just the visual flash of verbal camo and sideways sliding; coldweather testing helps define how ultraluxury EVs work in the real world.

70 MOTORTREND.COM SEPTEMBER 2022

The Spirit of Ecstasy is an irresistible photo op; the Spectre’s Flying Lady is tucked lower for improved aero.

he writing’s been on the wall for 122 years. Smitten by his first drive in an early EV back in 1900, Charles Rolls enthused: “The electric vehicle is perfectly noiseless and clean. There is no smell or vibration, and they should become very useful when fixed charging stations can be arranged.”

What better time than the 21st century for his namesake luxury marque to jump to the inevitable conclusion?

The Spectre, Rolls-Royce’s first fully electric production vehicle, won’t be ready for prime time until late 2023. But the carmaker granted us early access to a development vehicle, lifting the veil on what it says is the company’s most important milestone since Rolls met Henry Royce in 1904. Piggybacking onto the vehicle’s cold-weather testing process in Arjeplog, Sweden—an industry winter evaluation playground at the edge of the Arctic Circle—we enjoyed an early taste of the manufacturer’s SEPTEMBER 2022 MOTORTREND.COM 71

first-ever electric production car, a shift so monumental it’s been christened “RollsRoyce 3.0.”

The Spectre is a barge in the flesh, even set against the vastness of these stark surroundings. Walk up to the big two-door, and it’s difficult not to feel daunted by its imposing form. I stand 5 feet, 11 inches, and the roofline nearly comes up to my neck, the beltline to my elbows. Gaping arches will be filled with 23-inch wheels, the biggest fitted to a coupe since the monstrous 1926 Bugatti Royale, though our example was sitting on smaller 22s due to winter tire fitments.

Rolls experimented with an exploratory 102EX EV concept (and later the autonomous 103EX), but the Spectre is the ordained spiritual successor to the ultra-rare, V-12-powered 2009 Phantom Coupe. Even scarcer than the shortened Phantom was that car’s inspiration, the one-off 100EX. The 2004 concept was an über-grand statement, powered by a 9.0-liter V-16. If you get the impression Rolls positions the Spectre as something greater than an electrified Wraith, enjoy your bonus points: This sucker is like a sleeker Phantom Coupé, with C-pillars that stretch all the way to the tail but feel a tad more sculptural than the Wraith’s arched rump.

Not surprisingly, Rolls says the Spectre is its most aerodynamic car to date. A preliminary claimed drag coefficient of 0.26 is aided by a redesigned Spirit of Ecstasy hood ornament that crouches slightly lower in the interest of slipping more efficiently through the air. One engineer estimates the aero work is 85 percent complete,

72 MOTORTREND.COM SEPTEMBER 2022

Author Wasef (left) has a word with head of projects Joerg Wunder about the making of the Rolls-Royce Spectre.

just in need of some gap closures and a minor polish here and there. Also contributing to slipperiness (though to less sexy effect), emaciated tires with 255mm section width lend the bulky car a skinny-legged appearance when viewed from behind. Whatever the mileage gains are from the razor-thin rubber, we’d gladly trade some range for meatier shoes.

Swing open the giant rear-hinged doors, and familiar Rolls-Royce cabin proportions emerge: a tall sill, a dashboard of architecturally vertical scale, and massive front thrones. Hold a switch on the center console, and the door seals itself shut with an oh-so-plutocratic sweep. Hermetically sealed within this multiton machine, it’s hard not to feel invincible. Front occupants are enveloped by the high windowsills—I instinctively raised my seat to see better over the dashboard—and

Rolls-Royce Spectre I FIRST RIDE

THE SPECTRE HAS AN EERILY SEAMLESS SENSE OF FORWARD MOTION. the rear perches are spacious enough to accommodate full-grown adults. Even with the seats cranked to their highest altitude, it’s easy to feel dwarfed by the car’s proportions.

Interestingly, the Spirit of Ecstasy is positioned low enough that you’ll need to crane your neck to see the top portion from the cockpit, a far cry from the imperious ladies sat atop Parthenon grilles of yore. This test mule’s dashboard was cloaked in a protective blanket, but it’s fair to say we peeped copious swaths of timber and hide beneath the covering.

Although Rolls-Royce is inimitably linked to supple leather surfaces, CEO Thorsten Müller-Ötvös revealed it’s working on vegan alternatives, including a potential silklike material he describes as more delicate than conventional animal hides.

We were warned repeatedly the prototype was only “25 percent complete” before we ventured off on our test ride.

Because Rolls is noncommittal about nearly every aspect of the Spectre’s specifications, including battery formulation, storage capacity, and other key details, we leaned on the seat of our pants for evaluations. We were, however, told this version is powered by four electric motors, two driving the front axle and another pair spinning the rear.

The few touchpoints we engaged with—door handles, window switchgear, and center console buttons for starters—had familiar Rolls-Royce origins. However, this prototype glides down the road with more primary and secondary ride feedback than we’ve seen from the ultraluxe marque. Because suspension tuning is still underway, the damping rates are likely nowhere near where they’ll end up when the chassis is

dialed in. We expect the Spectre’s active roll stabilization and four-wheel steering system to provide quite a bit more variability in terms of suppleness and agility, the latter of which was perceptible through sharp yaw movements during low-speed maneuvers.

That said, the prototype whisks itself through space in much the same manner as its internal combustion predecessors do, with an eerily seamless sense of forward motion unfettered by the constraints of gear changes or power gaps. The EV instant-torque feeling is unmistakable and perhaps comes on a bit more sharply than you might expect upon accelerator tip-in. The power wave is also deep, drawing from massive batteries that reportedly weigh 1,500 pounds. Although acceleration could be called stately, it graduates to heady above 40 mph; by about 70 mph, the Spectre feels like it’s just getting started, as if it’s drawing from a honeyed supply of endless electrons—an unusual sensation,

given most EVs deliver punchy off-theline response that fades at higher speeds.

And although there’s certainly more road noise and random creaks than there will be on the final car, the prototype feels entirely capable of delivering a degree of effortless hustle that would make Henry and Charles very satisfied, indeed.

With many more miles to go in the development process—Rolls estimates another 1.5 million, including hot-weather and high-speed testing— significant refinements will no doubt be made to the package. But as it stands, this quarter-complete Spectre is one seriously capable machine that feels swift, isolated, and solid in its relationship between driver and road.

We’re still in the dark about some details, such as whether the Spectre will have driver-adjustable brake regen or how long it will waft about before it needs a charge; Rolls-Royce is still working to finalize those. But as Rolls’ lineup marches toward full electrification by 2030, one thing is sure: Battery power makes the company’s long-held goal of swift, silent movement more achievable than ever. Q

Sessions near the Arctic Circle comprise a quarter of the millions of testing miles, intended to simulate 400 years of use.

SEPTEMBER 2022 MOTORTREND.COM 73

MOTORTREND I 9.22

BMW X7

CHEVROLET CORVETTE

ARRIVAL GENESIS GV70

HONDA ODYSSEY

KIA SELTOS

MT

Updates on our long-term fleet PHOTOGRAPHY MT STAFF

Arrival: 2022 Genesis GV70 3.5T AWD EPA City/Hwy/Comb Fuel Econ 19/25/21 mpg “The GV70 impressed us during our SUVOTY competition. Now we get to live with it.”

Ultramarine Blue, one of the industry’s chicest interior colors. Combined with red stitching and red seat belts, the blue leather on the dash, seats, and door panels pops even more; it will impress anyone who dries a German luxury car.

Genesis tends to offer well-equipped models without requiring a dive into the options bin. Our new GV70’s standard-equipment list is long, and because the company avoids packages that bundle features to increase prices (as other luxury automakers do), this $64,670 GV70 Sport Prestige represents a tremendous value.

Next to a comparable BMW X3 M40i or Audi SQ5, the GV70 carries a much lower price while offering more equipment.

Safety is a big part of Genesis models,

Genesis’ designers usually do a fantastic job, and the GV70 is no exception. With a color palette featuring 12 exterior and four interior choices (the Miguel Cortina four-cylinder offers 13 and seven), you can customize this SUV plenty of ways.

Base price $54,195 As tested $64,670 Some of the colors, like Barossa Burgundy matte and Brunswick Green, are out of fter driving more than 40 SUVs the ordinary while still being modest. of all shapes and sizes during However, we opted for Uyuni White paint our most recent SUV of the Year with metallic flakes that pop in bright or program (December 2021), the Genesis soft light. Don’t get us wrong, we like the GV70 claimed the crown thanks to its performance, looks, interior space, safety flashier colors, but Uyuni White makes the crest grille and dynamic fascia stand technologies, value, and fuel economy. out more, along with the quad headAnd now, the Genesis has joined our lights and taillights. Inside, we selected long-term fleet.

The GV70 is available with two powertrains: a 2.5-liter turbocharged I-4 or an SPECS Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine 3.5L twin-turbo port- and direct-inj DOHC 24-valve 60-deg V-6 optional 3.5-liter twin-turbo V-6. The base Trans 8-speed auto Curb Weight (F/R Dist) 4,538 lb (53/47%) engine provides enough power for a fun 0-60 MPH 5.4 sec Quarter Mile 14.0 sec @ 99.8 mph Braking, 60-0 MPH 124 ft Lat Accel 0.82 g (avg) MT Figure Eight 26.4 sec @ 0.67 g (avg) experience behind the wheel, but we opted for the 3.5T Sport Prestige trim, which Height delivers 375 hp and 391 lb-ft of torque.

64.2” Mated to an eight-speed automatic, the V-6 sends power to all four wheels via a standard all-wheel-drive system. As part of the Sport Prestige trim, an electronic limited-slip differential allows the GV70 to handle twisty roads and slippery conditions with confidence.

A

75.2”

74 MOTORTREND.COM SEPTEMBER 2022

113.2”

185.6”

KIA SORENTO

RAM 1500 TRX

UPDATE LAND ROVER DEFENDER 110

UPDATE MERCEDESBENZ E 450

VERDICT MERCEDES-BENZ GLE 450

NISSAN ROGUE

RIVIAN R1T UPDATE

TOYOTA GR SUPRA

TOYOTA MIRAI

VOLVO XC40

TIRERACK.COM/HAWK

We look forward to digging into the GV70’s interior technology, including a fingerprint reader for infotainment profiles.

too. With standard active safety technologies like smart cruise control with stop-and-go functionality, highway driving assist, lane keep assist, and forward collision avoidance assist, the GV70 boasts a strong arsenal in this department. The compact crossover has also been crash tested by the IIHS and received its highest honor, Top Safety Pick+. NHTSA has not yet rated the GV70.

The GV70 comes with three years or 36,000 miles of complimentary maintenance. Whereas other luxury cars recommend servicing every 10,000 miles, Genesis recommends an oil change and tire rotation every 8,000, but we won’t complain about its slightly shorter service intervals: The Genesis also comes with service valet, which means a company representative will take the GV70 to its appointment and deliver a courtesy replacement to your home or office.

TALON BRAKE KITS They’ll return your car at no charge when the maintenance is complete.

This isn’t the first time we’re living with a long-term Genesis. The G70, our 2019 Car of the Year, spent more than a year in our fleet, as well, and we didn’t have a flawless experience. During its first few months with us, we had to replace its transmission and turbocharger. Although the GV70 shares its chassis with the G70 sedan, the two don’t share powertrains. Here’s hoping our time with the sporty crossover is much smoother.

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MT GARAGE I Updates

2021 Land Rover Defender 110

2021 Mercedes-Benz E 450

Service Life 6 months/9,326 miles Average Fuel Econ 14.9 mpg

Service Life 7 months/7,305 miles Average Fuel Econ 23.4 mpg

“Some vehicles cry out for testing factory accessories like this rooftop tent.” William Walker

“We know the E 450 is safe in crash tests, but how do its safety aids work in the real world?” Zach Gale

Unresolved problems None Maintenance cost $0 Normal wear $0 Base price $64,050 As tested $74,960 EPA City/Hwy/Comb fuel econ 17/22/19 mpg

Unresolved problems None Maintenance cost $0 Normal wear $0 Base price $63,050 As tested $72,770 EPA City/Hwy/Comb fuel econ 23/30/26 mpg

ecause images of Land Rovers with rooftop tents are burned in our brains, this was a good opportunity to sample the experience. We borrowed an Autohome rooftop tent for a few weeks ($5,999 from the official Land Rover accessory catalog), mounted it to our Defender’s expedition roof rack (via four U-shaped clamps and eight bolts), and hit the highway.

The clamshell-type tent offers some immediate benefits. Once you arrange your sleeping bags, you can leave them inside when you close the shell. This makes setting up and breaking down camp notably quicker. Setup is as easy as undoing a latch and letting the gas struts inside tilt the back for the tent until it’s open. Closing it is more complicated. First, grab a strap on the top of the tent and pull the clamshell down. Then go around and tuck in the edges of the tent before latching the lid. This can be frustrating, and more than once we accidentally opened the tent again.

The ladder is also a point of contention. Unlike some roof tents we’ve used, it’s not attached to the tent; it hooks loosely onto the sides, which allows it to slide side to side and leaves you vulnerable to kicking the ladder off the tent’s edge at night. It’s also quite flimsy with narrow rungs, failing to instill a lot of confidence when the ladder flexes toward the fender and windows as you climb.

As for the Defender itself, it didn’t seem to notice the extra weight on its roof. We expected the tent to make the cabin noisier, but surprisingly it was possibly quieter on the road because the roof rack’s hard edges were no longer the roof’s leading edge. That said, the Defender’s cabin is so noisy to begin with (thanks to our expedition roof rack) that a 10 to 15 percent noise difference in either direction doesn’t really matter.

One cool thing we discovered while setting up camp is that you can use the air-suspension adjustment buttons in the back of the Defender to level the vehicle and subsequently the tent, negating one of the major criticisms of rooftop camping. The Defender stayed level through the night, making for a nice, even sleeping surface.

After seven days on the road, I don’t want to think about messing with tent poles ever again.

o one wants to think about getting into a car crash, but the nearly $2,000 Driver Assistance package can enhance the E-Class’ inherent safety performance. After eight months living with it, we have a few thoughts on the package’s added value.

Before adding the equipment, standard safety items include automatic emergency braking, blind-spot monitoring, automatic highbeams, and a few other features. That’s a good start, but we wish more active safety and convenience tech were standard.

Blind-spot monitoring illuminates a colored triangle in the corner of each sideview mirror when a car is hiding in your blind spot, and it emits a chime if you use your turn signal and attempt to merge into that oncoming vehicle. The tech is simple and intuitive. The Driver Assistance package adds an “active” feature, which guides you back into your lane. That ability is bundled with Exit Warning, which instructs occupants to wait before getting out if a bicyclist or car is approaching.

The best part is how the adaptive cruise control works with the Active Steering Assist to keep the car centered in its lane. Mercedes offers a well-tuned adaptive cruise control system, and we’ve used it on highways regardless of whether there’s traffic. With Active Lane Change Assist, it’ll even change lanes for you. Simply engage the turn signal with the cruise control system on, and the car steers you over. Yes, of course changing lanes isn’t difficult, but it’s a cool convenience on a long highway journey.

The Active Speed Limit Assist feature is where the package falls short. We appreciate how the car reminds drivers of the speed limit on most roads, but the tech frustrated us on a recent trip up the California coast. At a couple seemingly random points along our route, the car slowed to an unsafe speed on the highway after somehow deciding the limit had dropped by 20 or 30 mph, forcing us to reset the system.

If you’re sticking with the base E 350 model and are watching your budget, first invest in the similarly priced air suspension. You’ll feel the ride quality every day, whereas the Driver Assistance package’s contents may not affect your experience in the same way. But we’d add it on the more expensive E 450—if you have the money for an engine upgrade, there’s a good chance you can add one more package, too.

B

76 MOTORTREND.COM SEPTEMBER 2022

N

Preferred Axle Packs Premium Rotors + Posi Quiet Pads With the spare tire in a compartment under the bed, changing a flat midjob could be a hassle.

Also sold separately.

www.tirerack.com/preferredaxlepack

2022 Rivian R1T Service Life 2 mo/4,785 mi Average Fuel Econ 57.6 mpg-e “We find out if an electric pickup can do a day’s work on the farm.” Scott Evans Unresolved problems None Maintenance cost $0 Normal wear $0 Base price $74,075 As tested $76,875 EPA City/Hwy/Comb fuel econ 74/66/70 mpg-e ince we first laid hands on the Rivian R1T, it’s proved capable of many things EVs have never done before. We’ve driven it on long road trips, we’ve driven it off-road, we’ve hauled people and camping gear, and we’ve climbed rocks. But we hadn’t put it to work doing traditional truck stuff, so a day on the farm was in order.

Thankfully, we have friends at the Farm Sanctuary, a nonprofit farm-animal rescue with locations in southern New York State and just north of L.A. We brought a quartet of midsize pickups out to the California location to volunteer as farm hands back in 2019, and we did a good enough job that they let us come back with our Rivian R1T Launch Edition.

Going electric certainly jibes with Farm Sanctuary’s mission. Beyond rescuing abused farm animals, the organization advocates for a sustainable food system, and part of that call is for more environmentally friendly farming. Electric trucks may be one small part of the larger picture—if they work.

The R1T is a tweener in size. With its gear-tunnel and tonneau-cover storage eating into bed space, it has about as much open-air cargo capacity as a typical midsize truck at roughly 30 cubic feet, enough to fit seven hay bales with the tailgate open.

Its boxy bed has little intrusion from the wheelwells, which is a blessing and a curse: There isn’t space in the corners ahead of and behind the wheels like in most trucks, but your cargo doesn’t get caught on the wheelwells when you load and unload the bed.

A 1,760-pound payload capacity isn’t as good as a stripped-out full-size work truck’s, but it’s on the high end for a midsize with a comparable bed. The air suspension had zero trouble with the 700 pounds of hay.

The suspension’s real advantage is its ability to lower the truck. Lifting heavy stuff into the bed? Drop the truck to its lowest ride height, and the tailgate sits at 31.2 inches off the ground, a good 3 to 4 inches lower than a Ford F-150, Chevrolet Silverado, or Ram 1500.

The same trick also saves a ton of cranking on

S

a trailer’s tongue jack, as you can drop the truck down, back under the yoke, and lift the hitch up into the yoke.

Hooking up a trailer cuts the R1T’s driving range in half, but that’s about the only downside. The truck’s 908 lb-ft of torque has no trouble pulling a trailer, even when climbing hills on the freeway. The R1T doesn’t have a trailer mirror, so you’ll want to consider aftermarket strap-on mirrors if you plan to do a lot of towing.

On a farm, you could tow any manner of equipment around, but if you work with livestock, the R1T offers extra benefits. You want to drive as smoothly as possible to avoid injuring animals, and the R1T’s linear acceleration is a boon: A practiced driver can use the strong regenerative braking to slow the truck and trailer gently. The integrated trailer brake works well and is controlled easily via the multifunction steering wheel buttons. An EV’s lack of noise is another benefit of using one on a farm; many animals are unfazed by trucks, but others can be quite jumpy.

We juiced the R1T to 100 percent at the closest charger before we arrived on the farm, and after a full day it was only down to 75 percent. An especially heavy day of towing and hauling will use more power, but every EV pickup on the market has more than enough energy for a hard day’s work.

Long-haul towing is one sticking point for Farm Sanctuary. The organization is occasionally contacted by someone hundreds of miles away looking to rehome abused animals, and often the animals need to be taken immediately to avoid euthanasia. Driving long distances while towing takes longer in an EV. The R1T is among the quickest-charging on the market, but it still takes considerably more time than a gas fill, and almost no public charging stations are set up for trucks pulling trailers. Still, the farm could switch nearly all its vehicles to electric and keep one gas-powered truck for rescue missions.

The R1T was never going to be any farmer’s first choice for a work truck, but it amply demonstrates people who use their trucks regularly for work can go electric with little compromise and more than a few benefits.

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MT GARAGE I Verdict

Verdict: 2020 Mercedes-Benz GLE 450 “Although we broke it, we still loved our year with the Mercedes GLE.” Jonny Lieberman

Base Price $62,745 As Tested $89,385

Service Life 12 months/18,810 miles Average Fuel Econ 19.2 mpg ou do this job long enough, and you learn certain things are true.

Porsche 911s, for instance, are that good; the public underestimates South Korean cars; and all else being equal, Italian cars are more fun. Let’s add to this list the fact Mercedes-Benz vehicles are expensive but tend to be worth it. These laws aren’t carved into stone, but a year spent behind the wheel of our longterm 2020 Mercedes GLE 450 4Matic backed up the latter, even if the SUV did ultimately break down.

Y

78 MOTORTREND.COM SEPTEMBER 2022

SPECS OPTIONS E-Active Body Control ($8,200: Airmatic suspension, underguard protection), AMG Line package ($3,250: AMG wheels, AMG diamond grille, sport exhaust), Driver Assistance package plus ($2,250: active steering assist, active brake assist, active stop-and-go assist), Espresso/Magma gray leather ($1,620), Lunar Blue paint ($720), MBUX Tech package ($1,600: augmented reality navigation, head-up display), Acoustic Comfort package ($1,100: increased cabin insulation), multicontour front seats ($1,100), Premium package ($1,000: satellite radio, ambient lighting, wireless phone charging), 21-inch AMG wheels ($1,000), panoramic roof ($1,000), Burmester sound system ($850), MB-Tex dash and door trim ($700), parking assistance surround-view ($400), heated and ventilated front seats ($450), rapidheating seats ($450), air balance system ($350), power passenger seat with memory ($350), special order charge ($250) PROBLEM AREAS None MAINTENANCE COST $377.01 (inspection, oil change) NORMAL WEAR $1,660 (set of four tires) 3-YEAR RESIDUAL VALUE* $69,800 (78%) RECALLS None *IntelliChoice data; assumes 42,000 miles at the end of three years.

As I wrote way back at the beginning of the COVID-19 pandemic, I’m not a fan of most SUVs. True, I dream about Toyota Land Cruisers, but only because of what I’ve experienced with them while driving over rocks. Most SUVs seem like rolling denials of minivan ownership; they’re just not my thing. Perhaps this next bit is middle age speaking, but if you’re going to get stuck in an SUV for a year, you’d be happy with an $89,385 GLE 450. I certainly was, right up until the fancypants, bounce-capable E-Active Body Control (E-ABC) hydraulic suspension broke, and Mercedes took its toy home.

However, before it broke, I spread joy far and wide bouncing the bejesus out of this poor thing. Ostensibly designed to free a stuck vehicle from sand, the GLE 450’s bounce mode got more of a workout entertaining me than doing anything useful. My son, who was 3 when I took possession, liked the mode more than I did, perennially demanding I make the car “bouncy bounce.” And bounce I did. In our driveway, down our street,

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2020 Mercedes-Benz GLE 450 4Matic POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT ENGINE TYPE

VALVETRAIN DISPLACEMENT COMPRESSION RATIO

Front-engine, AWD Turbocharged I-6, alum block/head plus electric motor DOHC, 4 valves/cyl 183.0 cu in/2,999cc 10.5:1

POWER (SAE NET)

362 @ 5,500 rpm (gas), 21 (elec), 362 hp (comb)

TORQUE (SAE NET)

369 @ 1,600 rpm (gas), 184 (elec), 369 lb-ft (comb)

REDLINE

6,200 rpm 14.5 lb/hp 9-speed automatic 3.27:1/1.96:1

WEIGHT TO POWER TRANSMISSION AXLE/FINAL DRIVE RATIO

SUSPENSION, FRONT; REAR

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

STEERING RATIO

18.7:1 2.7 14.8-in vented, drilled disc; 13.6-in vented disc, ABS 10.0 x 21-in; 11.0 x 21-in, cast aluminum

TURNS LOCK TO LOCK BRAKES, F; R WHEELS, F; R TIRES, F; R

We never tired of the GLE’s “Sensual Purity” design language, especially from the rear.

275/45R21 107Y; 315/40R21 111Y Pirelli P Zero MO

DIMENSIONS

APPROACH/DEPART ANGLE

117.9 in 66.1/66.8 in 194.0 x 76.7 x 69.8-73.2 in 8.1 in 21.2/24.1 deg

TURNING CIRCLE

39.4 ft

CURB WEIGHT

5,233 lb

WHEELBASE TRACK, F/R LENGTH X WIDTH X HEIGHT GROUND CLEARANCE

WEIGHT DIST, F/R

55/45%

TOWING CAPACITY

7,700 lb

SEATING CAPACITY

5

HEADROOM, F/R

40.5/39.6 in

LEGROOM, F/R

40.3/40.9 in

SHOULDER ROOM, F/R

59.3/58.3 in

CARGO VOLUME BEHIND F/R 74.9/33.3 cu ft TEST DATA ACCELERATION TO MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 PASSING, 45-65 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION

MT FIGURE EIGHT TOP-GEAR REVS @ 60 MPH

1.8 sec 2.8 4.0 5.5 7.4 10.0 12.6 15.9 3.0 14.3 sec @ 95.2 mph 105 ft 0.91 g (avg) 26.0 sec @ 0.69 g (avg) 1,400 rpm

through his daycare parking lot, in line to get a Happy Meal, basically everywhere I could when he was in the car. Honestly, I also bounced the poor Benz whenever the mood struck. Which was often. E-ABC was a one-year-only option on the GLE; Mercedes dropped it for the 2021 model year and beyond, thanks to low take rates.

(Because we went well beyond E-ABC’s intended function, we’re not including repair costs in our maintenance total.)

The GLE 450’s biggest surprise was how solid it was to drive. Not just solid, but good to drive. Fun? As close as a 362-hp, 5,400-pound SUV can get, I suppose. We used it as a support vehicle for 2020 Best Driver’s Car, the final iteration of the event. (It has since been replaced by Performance Vehicle of the Year.) We were on some wonderful road somewhere north of Bakersfield, California. I was driving a C8 Corvette— fast—and our photographer Brandon Lim was following me in the GLE. And he was keeping up. Was I driving flat out? Was he? Probably no to the first question and yes to the latter, but still, that’s impressive for a family SUV. The Mercedes’ front

CONSUMER INFO

FUEL CAPACITY

$62,745 $89,385 7: Dual front, front side, f/r curtain, driver knee 4 years/50,000 miles 4 years/50,000 miles 4 years/50,000 miles 22.5 gal

EPA CITY/HWY/COMB ECON

19/24/21 mpg

EPA RANGE, COMB

473 miles

RECOMMENDED FUEL

Unleaded premium

ON SALE

Now

BASE PRICE

PRICE AS TESTED AIRBAGS BASIC WARRANTY

POWERTRAIN WARRANTY ROADSIDE ASSISTANCE

80 MOTORTREND.COM SEPTEMBER 2022

On a January trip to Big Bear, 28 inches of snow fell on our GLE. Good thing we had just installed winter tires.

tires were absolutely hosed by the time we returned home, so I replaced all four with a set of Vredestein winter tires just in time for a trip to the mountains and some snow.

I rarely drove the GLE 450 in that sort of anger, but I did take it on a series of long road trips where the biggish Benz revealed itself to be a hero. It was as comfortable as any SUV on the market and certainly more pleasant than its chief rival, the sporty but hard-riding BMW X5. The magic, though, is that the Mercedes is also sportier than the BMW. Why settle for just one attribute? That could be the GLE’s unwritten mission statement: Why settle?

You want luxury, performance, technology, capability, utility, and good looks? Does Mercedes have an SUV for you!

The 3.0-liter super- and turbocharged I-6 powerplant is essentially lag-free, another in a long line of wonderful Mercedes engines. The GLE’s size is spot on for a family vehicle, with ample room for humans and their stuff. Little ones can’t even kick the back of the seats when they’re restrained properly. Mercedes’ dense MBUX infotainment suite was tolerable, even if it took me a few months to find and appreciate all its features.

But the car did break. Up until the morning I fired up the GLE and it told me E-ABC failed, not a single thing went wrong during 18,810 miles of stewardship.

It also went into the dealer for one service, which cost $377.01. Among our semirecent long-term cars to complete their stay, only a Range Rover Velar is the only similar vehicle we’ve run for less money; it cost $282.79 for a single service visit in 23,000 miles.

In fairness, I used the bouncing sandextraction feature way beyond what the engineers ever intended its duty cycle to be, and it’s no longer possible to get a GLE so equipped. (Fret not: The optional air suspension delivers similar ride quality on the GLE.) If you have the means and need a great luxury SUV, I highly recommend the Mercedes-Benz GLE 450. Q

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V194

Angus MacKenzie

The Big Picture Deliveries of the XPeng P7, a Tesla Model 3 competitor in range and price, began in China in June 2020.

It passed a reported 100,000 sales this May, and now XPeng is eyeing the U.S. market.

EVs mean everyone needs to be at the top of their game. he most impressive new car I’ve driven so far this year? The XPeng P7. No, I’d never heard of XPeng or its P7 sedan until a few months ago, either.

To be clear, the XPeng P7 isn’t a world beater in terms of its design, performance, or powertrain technology. It’s merely an accomplished EV—quick and smooth, quiet and comfortable, handsome in the Tesla Model S fashion but with a more luxurious interior and similar levels of tech. It would be right at home right now in any American driveway, with no excuses needed. And that’s what makes the XPeng P7 so impressive. You see, the P7, which made its debut at the 2019 Shanghai auto show, is the second car from the automaker, which has only existed for eight years.

Think about that. The first Toyota sold in the U.S., the 1958 Toyopet Crown, launched eight years after Toyota resumed making cars in the aftermath of World War II and compared so poorly with American and European cars of the time that its sale was halted in 1960.

Hyundai Motor Company was founded in 1967, but it wasn’t until 1986, with the launch of the front-drive Excel, that it dared enter the U.S. market. Even then, the Excel’s key selling point was its low price. No one considered its product attributes—its performance, dynamics, efficiency, or quality—on par with mainstream subcompact cars.

The XPeng P7 is a graphic example of the new reality of the auto business in the EV age. In the past, as Toyota and Hyundai and others discovered, the cost and complexities of developing internal combustion engines and suitable transmissions meant newcomers faced huge challenges in terms of delivering vehicles with refined driving manners, good performance and fuel economy, and solid reliability.

EV powertrains are inherently smooth and quiet, with fewer moving parts to wear or break. There are no pesky calibration issues in terms of getting a motor to meet emission and fuel economy standards or to get it to work together with a complicated transmission. Making a vehicle that’s instantly competitive with mainstream

T

82 MOTORTREND.COM SEPTEMBER 2022

offerings from established OEMs is therefore a lot easier than it used to be.

The XPeng P7 proves the point.

Based in Guangzhou, China, former GAC Group execs Heng Xia and Tao He founded the company in 2014. (GAC Group produces vehicles in joint ventures with Toyota, Honda, Jeep, and Mitsubishi. It also manufactures and sells vehicles in China under the Trumpchi, Aion, and Hycan brands.)

The other founding partner—and angel investor— was Xiaopeng He, founder of Chinese mobile browser company UCWeb, which was bought by the Chinese e-commerce giant Alibaba Group in June 2014. He reportedly made billions from the deal but quit the Alibaba board in August 2017 to become XPeng’s full-time chairman. XPeng is a contraction of his name.

XPeng launched its first vehicle, the G3 compact SUV, in Las Vegas at CES in December 2018, and a face-lifted version, the G3i, is now on sale in China and Norway. The company’s third model, the P5, a roomy family sedan built on an extended-wheelbase version of the G3’s platform, was unveiled in September 2021.

All three XPeng vehicles feature an end-to-end software architecture developed in-house that supports a wide variety of functions, including an advanced driver assistance system that XPeng says enables Level 3-like autonomous driving capability in China.

XPeng’s fourth model will be the G9, a larger SUV built on the P7 platform that will boast an 800-volt electrical architecture that allows ultrafast charging. There are no firm plans yet, but XPeng insiders hint the G9 may be the model chosen to launch the brand in the U.S. If it’s anything like the P7, it could be a home run.

It doesn’t matter whether you’re Toyota or Tesla or any other established manufacturer. The message sent by the XPeng P7 is crystal clear and worrying: Your next big threat could be an EV automaker no one’s heard of, making vehicles that are competitive with yours, right out of the box.

You better be ready. Q

PTA MEET AND GREET

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Live fully charged.

The all-electric Kia EV6.

The all-electric Kia EV6 can get up to 310 miles on a single charge.1 It can also charge up to 80% in 18 minutes,2 at certain commercial fast charging stations. Plus, it can hit 0–60 in 4.6 seconds.3 But it’s what you do with those things that really matter. So, get out there — like really far out there. And experience a life full of adventure. A life fully charged.

2022 EV6 Wind AWD shown. Some features may vary. 1 Based on EPA estimates on a full battery charge. Actual range will vary with options, driving conditions, driving habits, vehicle maintenance, charging practice, battery age, weather, temperature, and your vehicle’s condition. Battery capacity will decrease with time and use. For more information on range, please see www.fueleconomy.gov.

2 Vehicle can charge to approximately 80% range using a 350kW DC fast charger. Charging time will vary. Fast charging impacts battery durability. 3Acceleration claim based on AMCI Testing Certified results of 2022 EV6 GT-Line AWD on dry pavement ESC off. Results reported November 2021. Actual results may vary depending on options, driving conditions, driving habits, and your vehicle’s condition. Verification of these results should not be attempted. Always drive safely and obey all traffic laws.