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We've seen concept cars featuring four-wheel-steering that makes it possible to pull up next to a parking space and drive sideways right into it, thanks either to four-wheel 90-degree steering or spherical tires that can just roll sideways. Don't hold your breath for these sideways parking car concepts, but supplier ZF recently showed off a front suspension design capable of steering the front wheels 80 degrees—enough to drastically reduce the amount of surplus parallel-parking space required for easy insertion/extraction and to tighten U-turn diameters considerably.The Missing LinkIn most front suspensions, a tie-rod connects the suspension knuckle directly to the steering rack. ZF proposes inserting a second link. This one runs roughly parallel with the tire, connecting the lower control arm in front to the knuckle at the other end. The traditional tie-rod then connects to this link, a bit closer to the control-arm pivot. The mechanical advantage this creates can more than double the range of tire pivot rotation from a typical 35 degrees in either direction to 80 degrees without extending the travel or dimensions and functionality of the steering rack.Why Has Nobody Produced This Yet?Swiveling the wheels and tires 80 degrees either way requires a lot of packaging space that is typically reserved for crash-structure frame rails, and their spacing has generally been dictated by a front-mounted combustion powertrain. Another problem is the lack of any sort of constant-velocity joint capable of transmitting drive torque over such an extreme angle, which makes the concept impractical for traditional front-drive vehicles. Finally, implementation would require a means of limiting the max allowable steering angle to parking-lot speeds, because suddenly dialing up 80 degrees of steering at speed could roll a tire off the rim and flip the vehicle.Enablers: Electronics and Electric DriveModern electronics are more than up to the task of limiting steering angles to certain speeds, and this obviously means any rear-engine, rear-wheel drive vehicle could adopt this steering setup today and begin seeking out incredibly tight parallel parking spaces and hanging U-turns inside their garage or on their neighborhood street. Indeed, ZF demonstrated the concept on a rear-motor, rear-drive electric BMW i3. Another key enabler will be in-wheel electric drive motors, which eliminate the need for shafts and CV joints. These have yet to find favor with mainstream automakers, but advances we've covered by Orbis and Indigo address the technology's limitations in ways that could bring them to market—especially in ride-hailing and delivery vehicles, which stand to gain maximum benefit from the improved maneuverability.When and How Much?ZF's EasyTurn Suspension is so simple that it can be implemented quickly, whenever a manufacturer signs on the dotted line, but as of press time ZF had yet to announce any such contracts. And no supplier ever talks specifics on cost, but clearly this design adds a couple of ball joints, a link, and a bit of extra machining, so this won't be a budget-buster. Consider our fingers crossed for this cool concept.

The old Grand Cherokee is out, and the new Grand Cherokee is in. Or is it? Production of the outgoing Jeep Grand Cherokee—chassis code WK2—has ended, according to a Jeep representative, but it can still be found on sale as a 2022 model alongside its replacement, the new 2022 Grand Cherokee WL (the one available, for the first time ever, as a three-row). This overlap of old and new offered simultaneously is nothing new—there's the Ram Classic, for example—and Jeep had mentioned it'd happen when the new WL arrived.But that was over a year ago. That you can still find the Grand Cherokee WK2 on Jeep's website, listed as a new offering alongside the new Grand Cherokee WL, is surprising. So, we checked with Jeep on what was going on, and found out that you can't configure or order a new (old) WK2, which only is available in Laredo E, Laredo X, and Limited trims. You'll need to consult dealerships directly about any remaining WK2 inventory.All vehicles are quite pricey right now, and these "old" WK2s are no exception, at least going by a quick glance at inventory prices. On the configurator, the least-expensive old Grand Cherokee is only $1,345 less than the new Grand. If you're looking for a deal, opting for the outgoing Grand may not be the best bet. If you're craving a WK2, though, there's still hope while inventory lasts. If your search for a WK2 falls short, remember, there's always its platform twin, the (three-row) Dodge Durango.A W-what? A WL-who?Some surprises are good, but others aren't. Here's the bottom line: Know what 2022 Jeep Grand Cherokee you're buying because there are two—at least while inventory lasts. To help, here is a quick rundown of the Jeep Grand Cherokee's generations:1st generation "ZJ"  (1993-1998)2nd generation "WJ" (1999-2004)3rd generation "WK" (2005-2010)4th generation "WK2" (2011-2022)5th generation "WL" (2021-22 three-row L)/2022 two-row)Jeep has sold 7 million Grand Cherokees globally since 1992. The new Grand Cherokee runs on a new platform befitting of its new muscular look and offers a new plug-in hybrid (PHEV) powertrain for the 4xe that pairs a 270-hp, 295-lb-ft turbo 2.0-liter I-4 with a 134-hp, 195-lb-ft traction motor that replaces the eight-speed automatic transmission's torque converter (as well as a 44-hp, 39-lb-ft starter/generator motor that acts on the accessory drive pulley) for a combined 375 hp and 470 lb-ft of torque. Fuel economy for the PHEV rates at 56 mpg-e combined with 25 miles of all-electric driving range thanks to a 17-kWh battery pack. For the 2023 model year, the 4xe powertrain will be the only way buyers can order a Grand Cherokee Trailhawk. The other WL-generation powertrains carry over from the WK, including the entry-level 3.6-liter V-6 and 5.7-liter V-8.

It shouldn't come as much of a surprise that there's apparently a lot more planned for the current Dodge Challenger, even as the model appears set to go away in 2024. Considering just how long the car has managed to stick around and remain relevant, most notably with the bonkers Demon model good for 840 horsepower and requiring high octane racing fuel, you'd expect Dodge to send it out with an appropriately gas-guzzling bang before things go electric. Now, MoparInsiders reports the automaker is working on a new Demon-beating model that will be able to run on E85, without the need for more special fuel.For what it's worth, Dodge has already packaged its 6.2-liter Hemi motor in non-Demon configurations, namely the SRT Super Stock we recently tested at the drag strip, but those were slightly limited in power and performance. The report from sources via MoparInsiders suggests a new model will feature a similar powertrain that runs on E85 fuel, but with the performance to beat a Demon, which would set it atop the performance hierarchy and push the Challenger platform even further.Sources indicate we can expect another limited production model with more than 850 horsepower on tap. The car will reportedly debut as part of Dodge's "Never Lift" campaign relatively soon, as part of a plan to introduce new models and products every four months over the next two years, leading up to the debut of Dodge's electric muscle car sometime in 2024. The report seems to indicate it could be limited to just the Challenger coupe, but the four-door Charger could see an upgrade as well.Any new high performance limited edition model from Dodge would likely be the last hurrah, for real this time, for the Hemi engine, as the brand's parent company Stellantis plants to introduce more fuel-efficient, emissions-limiting powertrains for the expected next generation of internal combustion Challenger and Charger models. Eventually everything will go fully electric, but not for a few more years, and we pretty much expect Dodge to be one of the last holdouts of the EV transition if they have their way.

It's been a busy recall time for the Blue Oval in the past couple of months. In May, 2020-21 Ford Expeditions were recalled and owners were told to park them outside due to fire risk; Mustang Mach Es were welding their contactors; and Bronco 2.7-liter engines were put under NHTSA investigation. While Ford is correcting the Expedition fire issue, a new fire risk recall is hitting the popular Ford Maverick hybrid just as the lineup is about to expand with an AWD hybrid version. Here's a recap of what's going on with the affected Fords:2020-2021 Expedition and Lincoln Navigator Fire SourceAs mentioned, the 2020-2021 Ford Expedition and Lincoln Navigator are under recall for a fire risk and, because the SUVs could go up in flames even while parked with the engine off, it was strongly recommended that owners park those vehicles outside, away from garages or structures, until a fix could be performed. Ford has found the cause and it's a common theme of 2021 that continues into the middle of 2022: a supply chain issue. In this case, it's not the lack of a part but because a part was made by a different manufacturer to alleviate the supply issues.According to Ford, it looks to be related to the cooling fan ground wire, relay, and the battery junction box, and the fix mostly depends on what wattage the fan system uses. First, as part of the recall, where there is evidence of melting at the battery junction box, the box is replaced. For the 800-watt cooling fan system, the grounding wire for the cooling fans that leads into the battery junction box is removed. The relay is redundant on the system, so removing the ground wire doesn't render the cooling fans non-operational. The 700-watt cooling fan system is the same except it needs a relay to work, which is why the repair for it uses an auxiliary relay box with a jumper wire to connect to the system.The cause is related to the circuit board of the battery junction box, which was susceptible to a "high-current short" and made by the facility Ford used to offset issues during the COVID-19 pandemic. According to Ford, "Printed circuit boards produced at this facility are uniquely susceptible to a high-current short and were supplied to Ford and installed in Expedition and Navigator SUVs produced during the recall window." The parts required for the 700-watt cooling fan system that are part of this recall are supposed to be in dealer hands by "early" September, according to Ford, but the 800-watt system shouldn't require any additional time. Regardless, Ford continues to advise owners of those Expeditions and Navigators to keep these vehicles parked outside until the repair is made.2022 Ford Maverick, 2020-2022 Ford Escape and Lincoln Corsair PHEVs and HybridsOn the heels of that fix for the Expedition and Navigator comes word of potential fires in 2020-2022 Ford Escape, Lincoln Corsair, and 2022 Ford Maverick models equipped with the 2.5-liter I-4 hybrid or plug-in hybrid powertrains.According to Ford, via Reuters, in the event of an engine failure, there might be enough oil and fuel vapor accumulated to cause a fire near ignition sources. Unlike the Expedition and Navigator, there isn't a risk while the vehicle is parked and there also is a repair available. The fix uses an "under engine shield" and active grille shutter that dealers will install to prevent this flare up. While this will affect 100,000 vehicles, Ford isn't aware of any accidents, injuries or deaths related to this fire issue.

The Tesla Model S was a two-year-old car when Chinese auto execs Heng Xia and Tao He got together with tech billionaire Xiaopeng He in 2014 to found the electric vehicle manufacturer XPeng. Five years later, at the 2019 Shanghai Show, Guangzhou-based XPeng unveiled its homegrown Model S rival, the P7 EV sedan.The latest XPeng P7 is one of three EVs the automaker now has on sale in China, all built on the company's own platforms and featuring its own end-to-end software architecture. The P7 is already being marketed in Norway, and XPeng plans to launch the sedan in Sweden, Denmark, and the Netherlands in the second quarter of 2023.A fourth XPeng model, a midsize SUV called the G9 that will feature a fast-charging 800-volt electrical architecture and a Lidar-supported autonomous drive system, is due to go on sale in China this fall. The G9 is widely believed to be under consideration for launch in the U.S.Xpeng X7 Power, Range, and a Porsche Co-Developed Platform Move fast and break things—Facebook founder Mark Zuckerberg's motto is one Silicon Valley's tech bros love to invoke to explain why Tesla deserves to be worth more than any run-of-the-mill automaker like Volkswagen or Toyota or Hyundai. But Tesla needed 17 years to get four models into production and into showrooms. Eight-year-old XPeng is moving so fast it makes Tesla look like General Motors.The XPeng P7 is built on a bespoke EV platform, known internally as "Edward," that was co-developed with Porsche. It's a conventional skateboard design, with multi-link suspension front and rear and an 80 kWh battery pack between the axles. Behind the standard 19-inch alloy wheels, which are shod with 245/45 Michelin Pilot Sport 4 tires, are Brembo brakes.The entry-level P7 RWD Long Range is powered by a single rear-mounted e-motor that develops 263 horsepower and 288 lb-ft of torque. Our tester, the P7 4WD High Performance, packs a total system output of 424 hp and 483 lb-ft, thanks to the addition of a 161-hp e-motor that drives the front wheels.The P7 is 5.6 inches shorter overall than the Model S but rolls on a wheelbase that's 1.6 inches longer. The XPeng is also slightly narrower and taller than the Tesla, and, unlike the Tesla, it's relatively light for an EV of its class—XPeng claims the single motor RWD Long Range weighs 4,380 pounds, while the dual motor 4WD High Performance is claimed to tip the scales at 4,623 pounds. That's almost 200 pounds less than a dual motor Model S.XPeng claims a range of up to 329 miles on the WLTP test cycle for the RWD Long Range, and a 0-60 mph acceleration time of less than 6.9 seconds. Claimed WLTP range for the 4WD High Performance is up to 292 miles, with a claimed 0-60 mph acceleration time of less than 4.5 seconds. (Note: EPA range is usually 20-30 percent lower on average than the WLTP quoted figure.) The P7's 80 kWh battery pack will accept up to 90 kilowatts on a DC fast charge, which allows it to go from five- to 80-percent charge in about 51 minutes, according to Xpeng.The P7's Overall Refinement ImpressesNeither version of the P7 threatens the Tesla Model S in terms of outright range or performance. But to airily dismiss this Chinese EV because of that is to miss the point. Entirely.It may not be a world-beater, but the XPeng P7 is one of the most impressive new cars we've driven this year. It has, of course, the punchy, silent acceleration you expect from a contemporary electric car, but what makes it stand out is how refined everything else about it feels, both at low speeds around town, and when cruising on the highway.Noise levels—wind, tire, and mechanical—are impressively low. The ride is good, though in truth the well-maintained roads of our test drive hardly exercised the suspension, other than over the occasional speed hump in the suburbs near XPeng's Dutch headquarters, which elicited some mild secondary body motions. Choppy surfaces induced occasional pattering from the tires, but impact harshness was well-suppressed.The steering is reasonably accurate and well-weighted, and the transitions between regenerative and mechanical braking are smooth. The P7 has just two regen modes —high and low. High regen delivers near-one-pedal driving capability, while low regen gives the car a slowing effect similar to lifting off the gas in a conventional internal combustion engine vehicle with an automatic transmission.P7 Price, Equipment, and Fit and FinishIn Norway, the XPeng P7 4WD High Performance costs less than two-thirds the price of a dual-motor Tesla Model S Long Range. In U.S. dollars, using the conversion rate current at the time of writing, that would make it a $53,000 car.You get a lot of EV for that money. Standard equipment includes a panoramic roof, heated front and rear seats, and the choice of black, beige, or red Nappa leather trim. The digital dash is a 10.25-inch screen, and the central touchscreen is a 15-inch unit. Standard driver assistance systems include adaptive cruise control, lane keep assist, forward collision warning, and autonomous emergency braking.It's easy to see the influence of the Model S in the XPeng P7's design. One area where the Chinese automaker has followed Tesla's lead a little too closely is the HVAC system, where all the functions—right down to setting the direction of the air vents— are controlled via the central touchscreen. As in Teslas, this requires taking your eyes off the road to go through a menu to do something that's easily done without looking or thinking in a HVAC system with physical buttons.The fit and finish throughout is superior to the Model S, though. Exterior panel gaps are more consistent and trim pieces better aligned, and the interior looks and feels plusher. But what makes the XPeng P7 perhaps more of a threat to the Tesla is not the hardware, but its software.It's All About the Software-Defined Vehicle"This is a software-defined car," says Piotr Chmielewski, XPeng's head of EV Charging in Europe, who points out that company co-founder Xiaopeng He—XPeng is a contraction of his name—made his fortune in software before deciding to get into the auto industry. Sound familiar, Elon?A Polish software engineer, Chmielewski says XPeng is the only automaker other than Tesla to use an end-to-end software architecture. The architecture is used on all XPeng models, and Chmielewski believes this software stack will give the company's products a competitive advantage over the long term.As on its other models, XPeng's XSmart operating system (initially Android-based but now highly evolved and unique) controls the P7's driver assistance systems, dubbed XPilot. The XSmart OS also controls the car's connectivity functions, infotainment systems, and its nascent AI capabilities, including a "Hey XPeng" voice activation function and smart navigation setup. It also allows for a wide range of over-the-air updates and remote vehicle diagnostics.It's Tesla-level stuff, though some of the P7's standard XPilot functions, most notably the lane keep assist, don't feel quite as well-resolved in terms of their operation. It's all in the software tuning, said Chmielewski, who noted our test car was running Chinese-spec software. He added that a team is already at work on tweaks to suit European operating conditions. XPeng Represents a New Age of AutomakingThe XPeng P7 is a graphic example of the new reality of the auto business in the EV age. In the past, the cost and complexities of developing and optimising internal combustion engines and suitable transmissions meant newcomers faced huge challenges in terms of delivering vehicles that performed as well as those from companies with long experience building automobiles—look how many years it took Toyota and Honda and Hyundai and Kia to become established in the U.S. as legitimate alternatives to GM, Ford, and Chrysler.However, EV powertrains are inherently smooth and quiet, and deliver plenty of easy driving torque. There are no pesky calibration issues in terms of driveability or to meet emissions and fuel economy targets. Making a car that's instantly competitive with mainstream rivals from established automakers has never been easier.The XPeng P7 proves the point. The way it looks and feels and drives means it would be right at home on any driveway in America right now, with no excuses needed. Were the P7 to be launched here, with software updated to suit the U.S. operating environment and American consumer tastes, and priced as competitively as it is in Norway, it would shock the automotive establishment. Tesla included.

audi s8 Full OverviewOur MotorTrend test team cycles through hundreds of vehicles a year, and an old pro like road test editor Chris Walton has been in and out of thousands of them during his career. So when he starts waxing poetic about a car like the 2022 Audi S8, you better believe we sit up and take notice."Wow. What a sleeper," Walton said of the S8 super sedan we recently had in for testing. "It's way too easy to find yourself driving 90 mph without noticing it. I could live with this car for the remainder of my life." That's a bold statement, Chris, do go on. "The whole thing kind of shrinks around you and makes it feel like an S6. Goodness, what an achievement this thing is."He's right, of course, about all the sleeping and shrinking 2022 S8 does. This particular car looks downright menacing, as well, thanks in large part to its Daytona Gray pearl paint scheme offset by a Black Optic Plus package ($2,100) that adds 21-inch, 10-spoke gloss black rims shod with summer tires, and other blacked-out elements including Audi's famed four-ring badge adorning (what else?) a bold black grille.There's also some menace in its exhaust note, a bombastic baritone that bellows out from its 4.0-liter twin-turbo V-8, which produces 563 horsepower and 590 lb-ft of torque. The engine is paired with an eight-speed automatic transmission that proved smooth and quick under hard acceleration. It all works in concert to move the S8's significant 5,204-pound mass with authority.Audi S8 0-60 mph Time: Very ImpressiveGiven its prodigious poundage, the 2022 S8's 0-60-mph time of 3.7 seconds is darn impressive. Its Quattro all-wheel-drive system and attendant sport differential certainly don't hurt matters when you're firing it out of the starting block, and the S8 also has a launch control feature that further aids the cause.The test team reported some issues getting the S8 to launch right—but when it does, it launches hard. "Because the window of optimal boost and rpm is brief, and if you miss it you must wait a bit before trying launch control again. But when everything works, you get neck-snapping acceleration. Very harsh shifts from 1-2-3," road test analyst Alan Lau noted.Audi S8 Quarter-Mile Time: Low 12s Will Do After hammering past the 60-mph mark, the 2022 S8 barreled its way to a quarter-mile time of 12.2 seconds at 113.0 mphagain, a heck of a number for a car of its size and class. It's hard to find an apples-to-apples comparison to the 2022 S8 given its curb weight and configuration other than maybe the BMW Alpina B7 xDrive or the last-generation Mercedes S63 AMG, as most of the 2.5-ton machines we've tested in the past few years are either SUVs or EVs.Interestingly, one of the closest EVs we found to compare the S8 against is another Audi, the dual-motor E-Tron GT Prestige sedan, which weighs in at 5,095 pounds. That car hit 60 mph in 3.6 seconds and on to a quarter mile of 11.9 seconds at 118.8 mph. Of course, the E-Tron doesn't get the S8's twin-turbo terror of a V-8, but you won't have to pay a gas-guzzler tax or live with the S8's officious inefficiency, either (it's EPA rated at 14/23/17 mpg city/highway/combined). Different power strokes for different folks.Audi S8: Getting Its Oversteer OnAs for the rest of the 2022 Audi S8's overall abilities, once again, with the "for its weight" caveat out of the way, its stopping distance of 105 feet from 60 mph is as impressive as its acceleration. Lau reported the following: "The brake pedal feel seems to be tuned with a good balance between comfort and performance. It's not overly touchy and easy to modulate. When it comes to very aggressive braking, they get the job done very well." Walton added that the brakes were "tremendous and easy to modulate to just stay barely out of the ABS" during his testing.But it was out at our figure-eight (24.4 seconds at 0.79 g avg) and skidpad (0.95 g avg) tests where Walton truly fell in love with the S8 and its capabilities. "The way it turns in makes it feel so much smaller and lighter," he wrote in his notes. "The steering is a bit vague in feel but very precise. The car takes a very neutral attitude, just barely dancing on oversteer. The way it drives off the corner with the all-wheel drive (the S8 also comes standard with a four-wheel-steering system) is phenomenal."Comfort, Plus a Whole Lot MoreSo yes, the S8 does things cars of its size, heft, and weight distribution (55/45 percent front/rear) have no business doing from a performance standpoint. But when it comes to its other mission as a cosseting luxury limo, all play and no relaxation can make for a bone-jarring bad time. That's where the S8's Comfort+ setting and its optional predictive active suspension ($6,000) come in to help smooth the road ahead. As with other systems of its type, the predictive suspension uses a camera to read the oncoming surface, sense jarring impacts or other undulations, and react accordingly to soften the S8's ride.In addition to the fancy active footwork, the 2022 S8 has all manner of standard and optional luxury trappings (this particular S8's black interior, trimmed with carbon accents, looked stealthy chic), as well as safety systems and other craftsmanship befitting a car that starts at $118,995 and rang up at $135,595 as tested.It's a car you won't see many of to begin with and one that you can be assured won't be around for much longer in its present configuration. It's a special sport sedan for a chosen few. So if you happen to be in the Los Angeles area and see one blow past you, it could very well be a certain MT staffer at the wheel (if he robbed a bank or raided his 401(k) to get one, that is). Be sure to say hi—if you can catch him.Looks good! More details?2022 Audi S8 Specifications BASE PRICE $118,995 PRICE AS TESTED $135,595 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 4.0L Twin-turbo direct-injected DOHC 32-valve 90-degree V-8 POWER (SAE NET) 563 hp @ 6,000 rpm TORQUE (SAE NET) 590 lb-ft @ 2,050 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 5,204 lb (55/45%) WHEELBASE 123.2 in LENGTH x WIDTH x HEIGHT 209.5 x 76.6 x 58.5 in 0-60 MPH 3.7 sec QUARTER MILE 12.2 sec @ 113.0 mph BRAKING, 60-0 MPH 105 ft LATERAL ACCELERATION 0.95 g (avg) MT FIGURE EIGHT 24.4 sec @ 0.79 g (avg) EPA CITY/HWY/COMB FUEL ECON 14/23/17 mpg EPA RANGE, COMB 369 miles ON SALE Now Show All

ram 1500-trx Full OverviewTime slowed to a standstill by the point our long-term 2021 Ram 1500 TRX was about 50 yards into what I can only describe as a small lake. The initial forward momentum I'd enjoyed at the beginning of the mud bog dwindled into a crawl. The front end of the TRX slowly drifting towards the deep, mucky waters in the middle of the flooded field. Surrounded by the desolate flatlands west of Moab, Utah, and only on my third day of our 43-day epic electric trip across the Trans-America Trail, now was not the time nor place to get stuck. Or worse."No, no, please no, not that way!" I screamed into the empty cabin. In this frozen moment, my mind started to whirl with worst case scenarios. "If you're sinking in water, you're supposed to roll down the windows so you can swim out right?" "I'd better close my mouth if I need to swim out—who knows what kind of brain-eating amoeba lives in this cesspool?" "How are they going to get the truck out? A bulldozer? A crane?" "Should I bring my camera? My luggage? Whose fault is this? How did I eff this up?"As time froze, my mind went to how I got myself into this predicament.I've been a photographer with MotorTrend since 2008, and in my mind the Ram 1500 TRX represents the high water mark for gasoline powered truck. Powerful, capable, great to drive on-and off-road, and just an all-around badass of a vehicle. All of that being said, during the early stages of planning our Trans-America Trail Rivian R1T adventure, I was the most outspoken critic when it came to the idea of using our long-term TRX as our photography and video support vehicle.The Trans-America Trail was originally explored by Sam Correro on a motorcycle, and having done my fair share of off-roading, I can tell you that most trails are just not that wide. The TRX might be one of the best trucks ever made, but with a width of 88 inches, it's also one of the widest. I honestly thought that it just wouldn't fit on most trails— that'd we'd litter the trail with TRX mirrors, fender flares, and paint flecks as we made our way off-road from North Carolina to Oregon.At the time that we were planning the trip, the TRX was also new to the market. Sure, it might be based on a standard Ram 1500, but if we ended up breaking something on the trail, would a random dealership in rural America have the parts to get us back on the road? Would the technicians be trained to work on it? For me, questions like this sowed the seeds of doubt about bringing the TRX along.On top of that, there's the simple fact that photographers like myself prefer to use SUVs as our support vehicles. When photographers and videographers do action shots, it requires us to ride and shoot out of the back of a vehicle, and we like the open hatch of an SUV because it provides more shelter from the elements than the bed of a truck. Trucks also tend to have stiffer rear-suspensions than SUVs, which makes shooting out of the bed very uncomfortable.As the weeks rolled by and the plan congealed, it became more apparent that a truck was needed to support the two Rivian R1Ts. Other than hauling the photographer, videographer, and our accompanying gear, we would also need to bring luggage, and camping and off-road recovery gear. There is just nothing quite as useful as a pickup truck, and so the decision was made to bring our long-term TRX.It turns out, that was the right decision. My initial concerns about the TRX not fitting on some trails was proven correct with a couple of tight squeezes, but it ended up being a non-issue. It may have been the widest vehicle to ever tackle the perilous Black Bear Pass in Colorado, but it made it just the same. While early legs applied a layer of paint protection in the form of a hardened "candy shell" of mud that kept small branches at bay, before the third leg of the trip started, we applied a roll-on paint protector product to help minimize scratches. As you'll read in a future update, our Ram TRX didn't come through unscathed, but considering the terrain we encountered, and the abuse it weathered, the TRX took it like a champ.It also turns out that the same compliant suspension that makes the TRX such a monster off-road, provides a cushy ride for the photographer and videographer riding in the bed. Did it rain? Of course it rained. It also snowed, hailed, and the truck basically endured two months in a dust storm, courtesy of our position at the rear of the convoy, but we would've suffered those indignities no matter what vehicle we were in.Speaking of, that's how I found myself piloting the TRX towards our two R1Ts on the other side of the flood plain.Back in the truck, the seconds seemed to last minutes, my mind filled with images of disaster. In that moment of hopelessness, as the truck was sucked towards the mucky deep, the front wheels of the Ram grabbed a submerged but solid patch of ground. As the front-end bit, the TRX started to right itself. Reanimated by a spark of hope and adrenaline, I rolled into the throttle and the engine exploded to life with a bellicose roar. As the tires found traction, a rooster tail of mud shot skyward, and I started to make some headway. I wasn't out of the woods—err, water—yet, but as I slowly clawed forward, time restored itself to a normal speed.I floored the gas pedal, and I gripped tight on the steering wheel as the TRX's 702 horsepower uncorked. I won't say that I resorted to chanting, "I think I can, I think I can" like Thomas the Tank Engine, but every fiber of my soul was willing the TRX to dry land and the trail on the other side. As the water gave way to slick mud and grass, I started to breathe easier. I was wrong to doubt the TRX. In fact, I have never been happier to be so wrong. The TRX was the right vehicle to bring, and I will always be thankful that I didn't have to go for a swim.Looks good! More details?More on Our Yearlong 2021 Ram 1500 TRXAn Unusual Start For Our Ram 1500 TRXWhat's Faster: SRT Charger or the TRX That Towed It to the Track?If a Car Journalist Cuts Down a Tree in the Forest … ?Ram 1500 TRX vs Rivian R1T: The Impromptu Drag Race

volvo c40-recharge Full OverviewProsFabulous design and detailingProvocatively quick accelerationMakes brake pedal almost obsolete ConsSupercar-esque rear visibilitySoftware needs polishingMediocre range and chargingLaunching to 60 mph in 4.2 seconds, the 2022 Volvo C40 Recharge electric SUV vaulted itself into a tie for the title of quickest Volvo ever. And this fastback crossover EV's acceleration never ceases to amuse. It reacts instantly to pressure on the go pedal, angling its grilleless front end slightly skyward as the motors hum happily along.But the C40 Recharge isn't the only electric SUV with sports-car-rivaling speed. The Tesla Model Y outperforms it in each of our testing criteria—and in criteria that matter greatly to everyday living. So why would the C40 Recharge be worth consideration in an expanding field of electric luxury SUVs? Simple: Because it's cool.Volvo's Second Electric SUV (Sort Of)What is the C40, anyway? Begin with the Volvo XC40, which went on sale in the United States for 2019 and quickly climbed to the top of our subcompact luxury SUV rankings. For 2021, Volvo revealed the XC40 Recharge, a battery-powered version of the XC40 and the first of many all-electric vehicles due from the Swedish brand. Then, following fashionable trends, Volvo reworked its conventional SUV to wear a sleek fastback roofline. The result is the C40 Recharge.Fundamentally, the C40 Recharge and XC40 Recharge are the same machine. Both are based on Volvo's CMA architecture and feature a battery pack with 75 kWh of usable capacity beneath the floor. In each, a dual-motor AWD powertrain spins out an impressive 402 hp and 487 lb-ft of torque. Although both recharge at a maximum of 150 kW, the C40 ekes out a slight range advantage, scoring 226 miles instead of 223 in EPA certification. The XC40 Recharge has a lower starting price, at $52,795, but equipping it in high-end Ultimate trim (the only trim offered on the C40 for 2022) brings it to within $600 of the C40. Both are currently eligible for $7,500 in federal tax incentives.Think of it this way: The C40 Recharge is to the XC40 Recharge what the BMW X4 is to the X3 or the Audi E-Tron Sportback is to the E-Tron. However, the XC40 can be had with either gasoline or electric power. The C40 Recharge is exclusively an EV—if you want its good looks, you have to go electric.Statement- (and Sale-) Making StyleIndeed, design is a primary selling point for the C40, and starting with the XC40 could only mean great things for its vogueish adaptation. The sleek greenhouse contrasts against chunky lower body panels, all hunkered down on aero-emphasizing 20-inch wheels. Its unique headlights and taillights perform an LED animation whenever it's locked or unlocked. Aerodynamic elements at the top and bottom of that raked rear glass add a touch of sportiness.Aesthetic allure persists inside the C40, which alters the XC40's attractive and functional cabin with a few key enhancements. That's not leather on the steering wheel or suede on the seats; the C40's materials are entirely animal-free, but they look and feel convincingly upscale. Our test car's cosmopolitan blue carpeting perfectly matched its exterior paint. An especially stylish detail is the trim panels, which are formed to resemble the topography of Sweden's Abisko National Park. At night, backlighting shines through them at varied brightnesses, creating an ambiance quite unlike any other car's.As an artistic exercise, the C40 succeeds, standing out with its sculptural stance and delightful flourishes. Even better, it's really fun to drive.A Very Unassuming DragsterAs stated above, the C40 is rapid. In acceleration testing it's essentially even with XC40 Recharge, hitting 60 mph in 4.2 seconds, 100 mph in 10.6 seconds, and the quarter mile in 12.8 seconds at 109.0 mph. It whooshes from 45 to 65 mph in just 1.9 seconds. These results are shockingly similar to certain V-8-powered muscle cars.Out and about, the C40's driver has a sensation of imperious power that belies the SUV's style-centric image. Its accelerator pedal is ultraprecise, letting you zip ahead instantly with just a few millimeters of foot movement. Some EVs dampen accelerator response for smoothness, but the C40 seemingly doesn't, giving it an extremely linear, almost raw feel. Don't take this to mean that it's difficult to drive the C40 normally, though. Any challenge to that lies with your self-discipline, not the pedal's programming.Accelerator is perhaps a misnomer for the right-side pedal, as it so effectively controls deceleration, too. When one-pedal drive mode is engaged, you can subtract speed with exactitude by relaxing your ankle. Doing so activates the motors' regenerative braking effect, converting kinetic energy into deceleration while sending charge back to the battery. With how intuitive it becomes, and that it can bring the C40 to a complete stop, pushing the brake pedal becomes a rarity. If you do, you'll find it firm and strong. Even so, we recorded a 125-foot stop from 60 mph, longer than the 118-foot distance posted by the XC40 Recharge.Given that both Volvos roll on identical EV-spec Pirelli tires, high track temperatures that test day were a likely culprit in those and other performance discrepancies.The C40 averaged 0.78 g on the skidpad, while the XC40 Recharge held on to 0.84 g. Both went around the figure eight in 26.3 seconds, at 0.72 and 0.70 g average, respectively. On the road, the C40's handling is dialed more toward simplicity than involvement; its steering is light and a bit dull. Despite suspension tuning on the firmer side, it's generally comfortable and retains a solid, planted feel, aided by its low, heavy battery pack.Here's the thing, though: The Tesla Model Y—in many ways, still the EV SUV benchmark—outperforms the C40 across the board. However it's configured, it's quicker to 60, stops shorter, and holds the road better. Comparing their battery capabilities further dims the value of the Volvo.Looks Only Go So FarEven if you have the ability to charge at home, the C40's 226-mile range rating isn't competitive when you consider the Model Y Long Range can cover more than 100 additional miles. Its 150-kW charge rate is slow, too, now that rivals like the Genesis GV60 can absorb electrons at 235 kW. These factors shouldn't deter you entirely, but carefully consider how you'll use this EV. Last year, Volvo was able to boost the XC40 Recharge's range from 208 miles to 223 using only a software update, so it's possible that eventually even more miles could be coded in.Hopefully, other over-the-air updates will address the software bugs we experienced on our C40 test car. At different times, a tire pressure warning wouldn't reset, the backup camera wouldn't come on, and only the rear doors would unlock. There's also the matter of its Google-designed infotainment, which has useful functionality and voice-recognition capabilities but doesn't react as quickly as other automakers' systems or your smartphone.The C40's hardware—that is to say its very shape—creates compromises, too. Maximum cargo capacity is 49.0 cubic feet, down from the XC40 Recharge's 57.5-cubic-foot measurement. Visibility through the raked rear window is more problematic, in that it's terrible. We're surprised that a company as safety-focused as Volvo would sign off on letting its customers drive with such a limited view of what's behind; the C40 is a perfect candidate for a digital rearview mirror. At least the C40's standard blind-spot monitoring works well, as do its other driver assist systems.Too Cool to CareFinite differences in specs or our test data aren't what'll sell a person on the C40. The reason to choose this EV over any other—ones that go farther, carry more, or perform better—is because of the experience it delivers. Unlike some of its competitors, C40 is not a prosaic zero-emissions mobility appliance. With its great looks, funky interior, and frisky road manners, there's no getting bored of the C40. This small electric SUV is too cool for that.Looks good! More details?2022 Volvo C40 Recharge Twin Specifications BASE PRICE $59,845 PRICE AS TESTED $60,540 VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 201 hp (fr), 202 hp (rr); 402 hp (comb) TORQUE (SAE NET) 243 lb-ft (fr), 243 lb-ft (rr); 486 lb-ft (comb) TRANSMISSIONS 1-speed automatic CURB WEIGHT (F/R DIST) 4,742 lb (52/48%) WHEELBASE 106.4 in LENGTH x WIDTH x HEIGHT 174.8 x 73.7 x 62.8 in 0-60 MPH 4.2 sec QUARTER MILE 12.8 sec @ 109.0 mph BRAKING, 60-0 MPH 125 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 26.3 sec @ 0.72 g (avg) EPA CITY/HWY/COMB FUEL ECON 94/80/87 mpg-e EPA RANGE, COMB 226 miles ON SALE Now Show All

volvo c40-recharge Full OverviewProsFabulous design and detailingProvocatively quick accelerationMakes brake pedal almost obsolete ConsSupercar-esque rear visibilitySoftware needs polishingMediocre range and chargingLaunching to 60 mph in 4.2 seconds, the 2022 Volvo C40 Recharge electric SUV vaulted itself into a tie for the title of quickest Volvo ever. And this fastback crossover EV's acceleration never ceases to amuse. It reacts instantly to pressure on the go pedal, angling its grilleless front end slightly skyward as the motors hum happily along.But the C40 Recharge isn't the only electric SUV with sports-car-rivaling speed. The Tesla Model Y outperforms it in each of our testing criteria—and in criteria that matter greatly to everyday living. So why would the C40 Recharge be worth consideration in an expanding field of electric luxury SUVs? Simple: Because it's cool.Volvo's Second Electric SUV (Sort Of)What is the C40, anyway? Begin with the Volvo XC40, which went on sale in the United States for 2019 and quickly climbed to the top of our subcompact luxury SUV rankings. For 2021, Volvo revealed the XC40 Recharge, a battery-powered version of the XC40 and the first of many all-electric vehicles due from the Swedish brand. Then, following fashionable trends, Volvo reworked its conventional SUV to wear a sleek fastback roofline. The result is the C40 Recharge.Fundamentally, the C40 Recharge and XC40 Recharge are the same machine. Both are based on Volvo's CMA architecture and feature a battery pack with 75 kWh of usable capacity beneath the floor. In each, a dual-motor AWD powertrain spins out an impressive 402 hp and 487 lb-ft of torque. Although both recharge at a maximum of 150 kW, the C40 ekes out a slight range advantage, scoring 226 miles instead of 223 in EPA certification. The XC40 Recharge has a lower starting price, at $52,795, but equipping it in high-end Ultimate trim (the only trim offered on the C40 for 2022) brings it to within $600 of the C40. Both are currently eligible for $7,500 in federal tax incentives.Think of it this way: The C40 Recharge is to the XC40 Recharge what the BMW X4 is to the X3 or the Audi E-Tron Sportback is to the E-Tron. However, the XC40 can be had with either gasoline or electric power. The C40 Recharge is exclusively an EV—if you want its good looks, you have to go electric.Statement- (and Sale-) Making StyleIndeed, design is a primary selling point for the C40, and starting with the XC40 could only mean great things for its vogueish adaptation. The sleek greenhouse contrasts against chunky lower body panels, all hunkered down on aero-emphasizing 20-inch wheels. Its unique headlights and taillights perform an LED animation whenever it's locked or unlocked. Aerodynamic elements at the top and bottom of that raked rear glass add a touch of sportiness.Aesthetic allure persists inside the C40, which alters the XC40's attractive and functional cabin with a few key enhancements. That's not leather on the steering wheel or suede on the seats; the C40's materials are entirely animal-free, but they look and feel convincingly upscale. Our test car's cosmopolitan blue carpeting perfectly matched its exterior paint. An especially stylish detail is the trim panels, which are formed to resemble the topography of Sweden's Abisko National Park. At night, backlighting shines through them at varied brightnesses, creating an ambiance quite unlike any other car's.As an artistic exercise, the C40 succeeds, standing out with its sculptural stance and delightful flourishes. Even better, it's really fun to drive.A Very Unassuming DragsterAs stated above, the C40 is rapid. In acceleration testing it's essentially even with XC40 Recharge, hitting 60 mph in 4.2 seconds, 100 mph in 10.6 seconds, and the quarter mile in 12.8 seconds at 109.0 mph. It whooshes from 45 to 65 mph in just 1.9 seconds. These results are shockingly similar to certain V-8-powered muscle cars.Out and about, the C40's driver has a sensation of imperious power that belies the SUV's style-centric image. Its accelerator pedal is ultraprecise, letting you zip ahead instantly with just a few millimeters of foot movement. Some EVs dampen accelerator response for smoothness, but the C40 seemingly doesn't, giving it an extremely linear, almost raw feel. Don't take this to mean that it's difficult to drive the C40 normally, though. Any challenge to that lies with your self-discipline, not the pedal's programming.Accelerator is perhaps a misnomer for the right-side pedal, as it so effectively controls deceleration, too. When one-pedal drive mode is engaged, you can subtract speed with exactitude by relaxing your ankle. Doing so activates the motors' regenerative braking effect, converting kinetic energy into deceleration while sending charge back to the battery. With how intuitive it becomes, and that it can bring the C40 to a complete stop, pushing the brake pedal becomes a rarity. If you do, you'll find it firm and strong. Even so, we recorded a 125-foot stop from 60 mph, longer than the 118-foot distance posted by the XC40 Recharge.Given that both Volvos roll on identical EV-spec Pirelli tires, high track temperatures that test day were a likely culprit in those and other performance discrepancies.The C40 averaged 0.78 g on the skidpad, while the XC40 Recharge held on to 0.84 g. Both went around the figure eight in 26.3 seconds, at 0.72 and 0.70 g average, respectively. On the road, the C40's handling is dialed more toward simplicity than involvement; its steering is light and a bit dull. Despite suspension tuning on the firmer side, it's generally comfortable and retains a solid, planted feel, aided by its low, heavy battery pack.Here's the thing, though: The Tesla Model Y—in many ways, still the EV SUV benchmark—outperforms the C40 across the board. However it's configured, it's quicker to 60, stops shorter, and holds the road better. Comparing their battery capabilities further dims the value of the Volvo.Looks Only Go So FarEven if you have the ability to charge at home, the C40's 226-mile range rating isn't competitive when you consider the Model Y Long Range can cover more than 100 additional miles. Its 150-kW charge rate is slow, too, now that rivals like the Genesis GV60 can absorb electrons at 235 kW. These factors shouldn't deter you entirely, but carefully consider how you'll use this EV. Last year, Volvo was able to boost the XC40 Recharge's range from 208 miles to 223 using only a software update, so it's possible that eventually even more miles could be coded in.Hopefully, other over-the-air updates will address the software bugs we experienced on our C40 test car. At different times, a tire pressure warning wouldn't reset, the backup camera wouldn't come on, and only the rear doors would unlock. There's also the matter of its Google-designed infotainment, which has useful functionality and voice-recognition capabilities but doesn't react as quickly as other automakers' systems or your smartphone.The C40's hardware—that is to say its very shape—creates compromises, too. Maximum cargo capacity is 49.0 cubic feet, down from the XC40 Recharge's 57.5-cubic-foot measurement. Visibility through the raked rear window is more problematic, in that it's terrible. We're surprised that a company as safety-focused as Volvo would sign off on letting its customers drive with such a limited view of what's behind; the C40 is a perfect candidate for a digital rearview mirror. At least the C40's standard blind-spot monitoring works well, as do its other driver assist systems.Too Cool to CareFinite differences in specs or our test data aren't what'll sell a person on the C40. The reason to choose this EV over any other—ones that go farther, carry more, or perform better—is because of the experience it delivers. Unlike some of its competitors, C40 is not a prosaic zero-emissions mobility appliance. With its great looks, funky interior, and frisky road manners, there's no getting bored of the C40. This small electric SUV is too cool for that.Looks good! More details?2022 Volvo C40 Recharge Twin Specifications BASE PRICE $59,845 PRICE AS TESTED $60,540 VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 201 hp (fr), 202 hp (rr); 402 hp (comb) TORQUE (SAE NET) 243 lb-ft (fr), 243 lb-ft (rr); 486 lb-ft (comb) TRANSMISSIONS 1-speed automatic CURB WEIGHT (F/R DIST) 4,742 lb (52/48%) WHEELBASE 106.4 in LENGTH x WIDTH x HEIGHT 174.8 x 73.7 x 62.8 in 0-60 MPH 4.2 sec QUARTER MILE 12.8 sec @ 109.0 mph BRAKING, 60-0 MPH 125 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 26.3 sec @ 0.72 g (avg) EPA CITY/HWY/COMB FUEL ECON 94/80/87 mpg-e EPA RANGE, COMB 226 miles ON SALE Now Show All

genesis gv70 Full OverviewThe learning curve can be tough, but technology has made life easier for us all—especially when it comes to cars. Remember the last time you printed MapQuest directions to get around, or carried paper maps in your glovebox? Or twisted a key to start a car? Life was complicated back then, but it's getting easier now. With connected cars becoming increasingly common and access to the world at our fingertips, we're able to get around faster. Genesis has embraced the newest technology trends and our new 2022 Genesis GV70 long-term test car is no exception. Besides getting the usual Apple CarPlay, Android Auto, and satellite navigation functionality to help you get to your destination faster, the automaker went a step further, adding technology to help you get going quicker.Scan HereIt wasn't long ago that pushbutton start switches and keyless entry were novel technologies, but our GV70 is moving a step beyond that, with both keycards and fingerprint readers to gain access and even start the SUV. Our Genesis GV70 came with a key card the size of a credit card that can be used to unlock and lock the vehicle when you don't have the physical key fob on you. All you need to do is tap the card on the driver's door handle to unlock it, and once inside, scan your fingerprint to start the car. The process is very simple, and can be useful when you're going to places where you're likely to lose things or would like to travel lightly (like a concert or the beach) because the keycard fits perfectly in your wallet.There are some downsides of the keycard/fingerprint system, though. For starters, the keycard only works on the driver's door. You can't open the tailgate or any other door with it. And as for the fingerprint reader, it must be tied in with an individual driver profile. While this likely won't be a problem in most households, one staffer's toddler accidentally locked them into Valet Mode, requiring a fingerprint of a different staffer (or a few swipes of a cell phone with the Genesis app) to unlock the onboard systems.Regardless, while we still find ourselves primarily using the key fob, the keycard and fingerprint scanner certainly have their uses.Staying Disconnected Looks good! More details?2022 Genesis GV70 3.5T AWD Specifications BASE PRICE $54,195 PRICE AS TESTED $64,670 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 3.5L Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6 POWER (SAE NET) 375 hp @ 5,800 rpm TORQUE (SAE NET) 391 lb-ft @ 1,300 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,538 lb (53/47%) WHEELBASE 113.2 in LENGTH x WIDTH x HEIGHT 185.6 x 75.2 x 64.2 in 0-60 MPH 5.4 sec QUARTER MILE 14.0 sec @ 99.8 mph BRAKING, 60-0 MPH 124 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 26.4 sec @ 0.67 g (avg) EPA CITY/HWY/COMB FUEL ECON 19/25/21 mpg EPA RANGE, COMB 365 miles ON SALE Now Show All

It goes without saying, though it's often mentioned, that it takes enormous courage to full throttle your way up Pikes Peak with its 156 turns surrounded by unforgiving borders. Even with a laundry list of safety equipment, capable tires, and almost cartoonish aero, pushing a high-powered vehicle to its limits while maintaining control is a big ask, but it's the sort of challenge that PZ Tuning's William Au-Yeung seems to relish in.We've been here before, unfortunately. In 2019, after having earned multiple wins and track records in the U.S., Australia, Japan, and perhaps his most prized win - the overall course record at Global Time Attack, besting RWD and AWD competition, William's 9th gen. Civic coupe was unstoppable. That is, until it threw a rod while traveling over 170mph at Road America. His tires would make contact with the rush of oil from the newfound window in the block and the car then made contact with the wall multiple times. Fortunately, William walked away, the car however, was done.On their way home from that fiery wreck, William's wife was already scouring the web for a new chassis to build and just a few years later, version 2.0 was completed, and a comeback established. The new build was performing well at Pikes Peak last year and getting comfortable behind the wheel, William and his team were on pace to capture the FWD record, but weather conditions demanded an early stop to the entire competition and that goal was cut short. Returning to Pikes Peak for the 100th running, William was fully prepared to pick up right where things left off the year prior. Conditions weren't ideal with low visibility and a wet surface to contend with, but competition continued and the PZ Tuning Civic was on a tear during the event, focused on grabbing that FWD record that seemed almost inevitable based on its pace.Blazing an impressive effort throughout sections 1-3, this was it - William was on his way to earn that record even with freakishly thick fog offering very little visibility. He was pushing the turbo K-series and gobbling up turns but in section 4, he went off course, sending the car into the air and flipping end-over-end. It's not the worst-case scenario, given the massive drops that surround the road, but it's right up there. Once again, William was uninjured and able to unbuckle himself and climb out of the car to survey the damage. Take a look at the video footage below, provided by our friends at Acuity Instruments.Pushing the car to its limits in heavy fog and on a slippery surface in search of a record might not make sense to some, but it's what makes William such a fierce competitor. "I was giving it my all racing up the mountain and it decided to humble me," William says. "Honestly, I don't think I could do it any other way. If I went 'half fast' in racing, then I shouldn't be on that starting line." He also noted that yes, his wife has already located a few potential 9th gen. Civic coupes, a chassis that he says is truly the fastest in his opinion, and yes, he will return with version 3.Based on his experience with the first chassis as compared to the second, I asked if there would be any major changes in store. "No, this car was almost perfect, it was dialed in. The biggest shame out of all of this is we could've just kept racing it forever just as it was. Not to say there won't be improvements in the new build, but definitely not a whole other level in it. I mean, the speeds we had this car at are simply unbelievable. To qualify between a V8 Hayabusa Wolf and an LMP3 would be unthinkable in a normal world."In terms of a timeline for PZ Tuning's return, William says, "There's no timeline honestly. We're one of the smallest race teams out there and our normal business is just a small auto shop comprised of my wife, one employee, and myself…that also comprises the bulk of our race team! I do almost all of my own fab work from the cage to the carbon fiber, and all of my mechanical work like the engine, gearbox, electrical, harness, etc."Photos Courtesy of Acuity Instruments and Larry ChenOne thing is for certain, the small team at PZ Tuning knows how to put a competitive car together and they don't skimp on safety details. Two serious crashes both resulted in its pilot walking away virtually unharmed. Will says, "There are parts of this chassis that were designed specifically for Pikes Peak and there was more weight to be saved if it was only for Time Attack. I'm a true believer that you can never build it safe enough, whether Pikes Peak or circuit. You always want to have the right scenario for all safety to work as intended."

rivian r1s Full Overview Rivian R1T vs. R1S: What Are the Differences?Physically: Towing Capacity: Storage Capacity: Off-Road: Efficiency/Charging: How Does the R1S Rank as an SUV?What's the R1S Like Off-Road?How Does the R1S Drive On-Road?New Sand ModeHow About Adventuring?How Much Is a Rivian R1S?Is the Shorter R1S Sweeter than the R1T?Looks good! More details?2022 Rivian R1S Specifications BASE PRICE LAYOUT MOTORS TRANSMISSIONS CURB WEIGHT WHEELBASE L x W x H 0-60 MPH EPA FUEL ECON, CITY/HWY/COMB  EPA RANGE (COMB) ON SALE Show All