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Inventory shortages of key components such as computer chips has the entire automotive industry on skates right now, and limited supply is putting pressure on automakers in the face of huge buyer demand. Some brand dealerships are taking advantage of low vehicle inventory and marking up prices, and automakers are shifting what resources they have to building more profitable—read: more expensive—trim levels and models, driving prices upward and leaving budget shoppers in the lurch. Edmunds has collected car buying data from January on the best and worst offending brands, with Cadillac, Land Rover and Kia—or, more accurately, their dealers—gouging the most.The Worst OffendersCadillac was far and away the worst last month, when it comes to how much customer's actually paid for their new Caddy over its listed MSRP. According to Edmunds, Cadillac buyers spent more than $4,000 over MSRP on average. That severe markup was nearly two grand higher than the next-worst offender, Land Rover, with an average Actual Transaction Price (ATP) coming to over $2,500 over MSRP on average last month. That's not exactly unexpected, but what's surprising is who came in third.Kias are in high demand, and its dealers are taking full advantage. It was the third automaker on the list of markup offenders, with an average ATP $2,289 higher than average MSRP in January. Genesis was 6th on Edmunds markup list, at $1,600 over MSRP on average, and Hyundai was the eighth-worst listed offender at $1,500 above MSRP on average.The Korean auto group's expansive lineups, inspired and bold new styling, and its onslaught of new or updated vehicles for this year give it a strong hold over market demand, which it will likely keep until supply chain issues stabilize. So, it may be awhile before you find a good deal on a Kia or Hyundai again.Who Had The Deals?Edmunds' list of data also showed the best brands for shoppers underpaying, where the Actual Transaction Price was lower than the car's listed MSRP. The winners from January include Alfa Romeo, which seems to be begging people to buy its aging, small lineup of cars, selling an average $3,421 under MSRP. That's certainly an anomaly, a bad sign for the brand's profitability, and pretty much three grand more severe than any other automaker last month.The smaller, but very welcome deals came from Volvo, averaging an ATP $869 under MSRP, Lincoln at $510 under MSRP, Ram at $465 under, and BMW and Mini averaging small $200 and $150 under average MSRP, respectively. That's not a lot of money on the hood for the customer, save for Alfa, but it's still quite a significant deal when you compare BMW's numbers to, say, Cadillac's intense markups.If you're buying luxury, maybe look at BMWs first this month. Ram was also the only brand with a full-size pickup on sale that came in under average MSRP, so look for truck deals there, and Mini has that new SE electric car that also comes with the full government EV tax credits, if you just need a city cruiser. Check out our best car buying tips on understanding MSRP and how to negotiate a good deal. Here's Edmunds full list of data:MSRP vs ATP by Vehicle Make for January 2022Cadillac: $4,048Land Rover: $2,565Kia: $2,289Porsche: $1,721Acura: $1,701Genesis: $1,603Honda: $1,508Hyundai: $1,498Audi: $1,325Jaguar:$1,109Toyota: $1,015Nissan: $904Infiniti: $820Dodge: $729Mercedes-Benz: $719Fiat: $718GMC: $677Chevrolet: $625Subaru: $592Chrysler: $460Volkswagen: $428Jeep: $353Mazda: $312Lexus: $235Mitsubishi: $207Ford: $163Buick: $17Mini: -$151BMW: -$199Ram: -$465Lincoln: -$510Volvo: -$869Alfa Romeo: -$3,421The industry average MSRP is now up to a whopping $44,989 according to Edmunds, and industry average ATP is above that, at $45,717. That leaves the industry average markup at $728 over MSRP, which isn't a lot of money compared to the average MSRP, but it's still more than you should be paying.Take a good look at the list if you're planning on shopping for a new car, and do your best to stick to the lower half. You may or may not like a Volvo better than an Audi, or a Ram better than a Ford, but you probably like saving hundreds of dollars more than anything. And be on the lookout for dealers who are charging thousands above MSRP—if you can wait to buy a new car, or can shop around dealers farther afield, we suggest giving that a shot to avoid overpaying for a new car in the near future.

toyota tundra Full OverviewProsModern technologyStandard V-6 twin-turbo engineSpacious, comfortable cabin ConsMiddling material qualityBouncy ride with Bilstein shocksIt took Toyota 14 years to come up with a new Tundra full-size pickup truck, but the wait was worth it. The model has always been known for its value in the segment, and the new model builds on that. The 2022 Toyota Tundra rides on a new platform, boasts dramatic new styling, and has modern technology relevant to today's buyers.Available with new gas-only and hybrid powertrains—both of which are based on a 3.4-liter twin-turbo V-6—the Tundra finally feels like a contemporary truck. It seemingly has the brash looks, features, capability, and assembly quality modern trucks need, but can it hang with the big (three) boys? Is it comparable to an American truck? We drove a Limited model with the Crewmax cab and regular, non-hybrid V-6 to find out.On the RoadThe Tundra is based on the all-new TNGA GA-F platform that also supports the Land Cruiser overseas and the 2022 Lexus LX here in the States, allowing it to deliver a better ride while enhancing its off-road capability. To address the former, though, Toyota ditched the rear leaf springs for coil or air springs, depending on the configuration.Our model came equipped with the TRD Off-Road package, which adds Bilstein shocks to better handle what Mother Earth tosses in your path. On the road, Tundra's ride quality represents a night-and-day difference from before, and it feels more stable and planted overall, including while handling tighter turns. It doesn't feel as polished as a Ram 1500 (which also uses coil springs), but it feels more settled than before. The Bilstein shocks add a bit of a bouncy feel over imperfections, but we're quite impressed by the new Tundra's comportment. The steering isn't as precise as the best domestic American trucks', but it's nicely weighted and not sloppy, which makes highway drives a snap.Also impressive is that 3.4-liter twin-turbo V-6, which delivers 389 horsepower and 479 lb-ft of torque, enough to scoot this big boy to 60 mph in 6.2 seconds in our testing. Crossing the quarter-mile mark took the Tundra 14.7 seconds, at which point it was going 95.3 mph, a decent showing considering its 5,820-pound curb weight.Compared to a 2021 Ford F-150 XLT with the 3.5-liter twin-turbo EcoBoost V-6 engine, the Tundra is slower: The F-150 got to 60 mph in 5.3 seconds, and it completed the quarter-mile run in 13.9 seconds at 99.9 mph. The biggest difference between these two is the weight—the Ford's aluminum chassis cuts its weight down to 5,345 pounds, giving it an advantage at the track.The Tundra's transmission is programmed well, downshifting crisply when called upon, and upshifts are executed smoothly. While the engine feels well suited for the Tundra in terms of power and punchiness, it tends to deliver its force in gobs. On a couple of occasions, the rear wheels broke loose when accelerating from a stop even though the pedal was nowhere close to the floor; we wish the delivery was a bit more linear. But the power-to-weight ratio feels adequate for a big truck like this, and depending on which drive mode is activated, there's a growl almost as pleasing as the old V-8's.It was clear Toyota needed to modernize the Tundra to keep up with the segment, and the 2022 model is a big advancement. The Tundra feels more modern than before and puts up a good fight against the big three. It may not ride as well as the Ram (we aim to test a Toyota without the Bilsteins soon), but it's certainly relevant again, and worthy of cross-shopping if you're not beholden to a brand.Inside the Tundra's InteriorWhile the Limited trim sits at the middle of the lineup, it still feels richly appointed in terms of features. Enter the cabin, and you'll first notice the massive, 14.0-inch touchscreen that takes up virtually all the space in the middle of the dash. The screen comes standard with the Limited, and the new infotainment system has sharp graphics and the fast responses you're used to from your smartphone. We spent most of our time driving with Apple CarPlay active, and we applaud Toyota for allowing it to take over the entire screen, which makes Google Maps or Apple Maps really simple to read.The HVAC controls are laid out below the display as sort of piano keys—a nice detail that looks premium. While the cabin isn't as attractive to our eyes as, say, the Ram's, Toyota's designers did add characterful touches like the big, boxy air vents, and the center stack offers useful cubbies so you can stash stuff while leaving the cupholders free. A huge bin between the front seats can store large items like purses, laptops, and such. In general, storage space is plentiful.An area where we'd have liked to see additional improvement is in the quality of materials. The plastics on the door panels already feel dated, as they are hard and cheap. Some plastics have sharp edges, too. On the other hand, the leatherette on the seats feels nice enough for something carrying a $60,188 price tag.The rear accommodations are quite spacious, with the seatback reclined at an angle that should make long trips easier for passengers. Those seated back there also get two USB ports (one type A, one type C) and air vents, but we're a bit surprised to see a significant drivetrain bump in the floor. While it may not interfere with middle riders' feet because it's wide, it does make placing long items on the floor inconvenient. Should I Buy a New Tundra?The 2022 Toyota Tundra offers a better, up-to-date experience, and it does a lot of things well—well enough to, yes, deserve a seat at the big boy table. There are areas that can still be improved, but the thorough overhaul resulted in a much better truck. Plus, its long list of standard equipment—like the 3.4-liter V-6 twin-turbo engine and Toyota Safety Sense 2.5, which adds a bunch of safety technologies at no extra cost—gives it an advantage over the competition.It's unlikely to outsell any of the full-size half-ton trucks from Detroit, but the 2022 Tundra deserves a look.Looks good! More details?2022 Toyota Tundra Limited TRD Off-Road 4x4 Specifications BASE PRICE $56,680 PRICE AS TESTED $60,188 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 3.4L Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6 POWER (SAE NET) 389 hp @ 5,200 rpm TORQUE (SAE NET) 479 lb-ft @ 2,400 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 5,820 lb (57/43%) WHEELBASE 145.7 in LENGTH x WIDTH x HEIGHT 233.6 x 80.2 x 78.0 in 0-60 MPH 6.2 sec QUARTER MILE 14.7 sec @ 95.3 mph BRAKING, 60-0 MPH 135 ft LATERAL ACCELERATION 0.72 g (avg) MT FIGURE EIGHT 28.5 sec @ 0.59 g (avg) EPA CITY/HWY/COMB FUEL ECON 17/22/19 mpg EPA RANGE, COMB 612 mi ON SALE Now Show All

The best laid plans of mice, men, and track day addicts, right? Because just when you thought global supply chain woes couldn't get any worse fate says, "Hold my beer." Or is that hold my Flaming Moe? Yes friends, a transport ship named the Felicity Ace loaded with approximately 2,500 brand new cars is on fire close to the Azores in the Atlantic Ocean, about 1,000 miles west of the Portuguese mainland. All 22 members of the crew abandoned ship and are safe. The boat itself is "Not under command," however. That means no one is at the helm. Moreover, no one is putting the fire out.The Felicity Ace left the German port of Emden on February 10 loaded with Volkswagen Group products, scheduled to arrive in Davisville, Rhode Island on February 23. We don't know the exact breakdown of the cargo, but alphabetically speaking it could include Audi, Lamborghini, Porsche, and Volkswagen products. True, Bentley is owned by Volkswagen AG, but those vehicles are built in Crewe, UK, and are presumably shipped to North America separately. We don't know the cause of the fire, but we do know that 1,100 of the (presumably) doomed cars are Porsches. We reached out to Porsche for a comment on what happens next, in case one of those might be yours."Our immediate thoughts are of relief that the 22 crew of the merchant ship "Felicity Ace" are safe and well.A number of our cars are among the cargo. We are in contact with the shipping company and the details of the cars on board are now known. Customers affected by the incident are being contacted by their dealer.While it remains too early to confirm what occurred and next steps, we are - along with our colleagues at Porsche AG - supporting our customers and our dealers as best we can to find solutions. Anyone concerned by this incident and the implications on the car they've ordered should maintain in contact with dealer with which their order was placed."We asked Porsche if any of the cars were salvageable and they replied that at this time, they just don't know. We do know that one of the cars specifically was destined—eventually—for Los Angeles. None other than our friend and founder of The Smoking Tire, Matt Farah, was scheduled to take delivery of a Frozen Berry Metallic Porsche 718 Spyder. His plan was to hand the car off to Damen Motorsport in New York and have them punch the 4.0-liter flat-six engine out to 4.5-liters, taking the horsepower from a respectable 414 to a nutso 565 hp! Damen shortens the gears, too, among other performative tweaks. That's no longer happening. From Farah:"When I saw the story, once I saw that all the crew had been evacuated, I wondered where my car might be, given that it was expected to be delivered on February 25th. I texted my dealer in New Jersey, who confirmed that my car is on the boat, (which super sucks, because I ordered it in August). They have no further information at this time, but said they would keep me posted with any updates from Porsche directly. I also spoke with Porsche PR people who had no further information at this time. I assume, like the 2019 GT2 RS thing, that Porsche will prioritize getting those special order cars rebuilt and shipped, but who knows. Yeah, it's super shitty."Not sure what's left to be said.

genesis g90 Full OverviewWe get excited when ordinary becomes extraordinary, and that's exactly what you'll find with the 2023 Genesis G90. The Korean automaker's flagship sedan receives a complete makeover, and the new generation takes the existing G90 to a whole new level. Make no mistake, today's G90 is already a wonderful car; it impressed us so much, it won a comparison against the BMW 7 Series, Lexus LS, and Lincoln Continental.The 2023 Genesis G90 is a step in the right direction, building on the outgoing car while adding more luxury features and technology that focus on passengers' emotional state as well as on ergonomics. We spent a couple of hours with the 2023 Genesis G90 at the Riviera Country Club in Los Angeles, home of golf's Genesis Invitational, and although we didn't drive the car (we will around the middle of the year), the attention to detail inside the cabin and aimed toward passengers blew us away.How Are You Doing?When someone asks you that question, chances are your response isn't entirely honest or complete. The 2023 Genesis G90 tries to change this with a feature focused on your mood. Depending on your emotions, Mood Curator adjusts the ambient lighting and sound system while the window shades open or close automatically, and a fragrance sprays through the air vents to relax you. The massaging seats are also enabled to enhance the experience. There are four different mood modes, and you may customize each of them.If that's not impressive enough, perhaps the reclining rear seats with footrests are. The seats recline a fair amount, though not business-class flat. With the front passenger seat and seat back in their forward-most positions, the Genesis G90's reclined rear seat can accommodate adults who are up to around 5-foot-9. This scribe stands just taller than 6 feet, and my feet touched the front seat back during full recline.Your mood might also be enhanced by the 23-speaker Bang & Olufsen sound system, which positions speakers in key areas of the 2023 Genesis G90's cabin. Although the car is equipped with a ton of sound-deadening material, the system minimizes exterior noise by adjusting the in-car noise depending on the speed at which the vehicle travels.Indeed, the attention to detail is so extensive, the blind-spot monitor "beep" sounds its alarm only through the driver's headrest speakers without distracting the rest of the occupants. We didn't get to test this feature, but we were massively impressed by how much Genesis designers and engineers focused their attention on everyone traveling in the vehicle.Screens Without the OverloadScreens have become a big feature in luxury cars. Porsche, Mercedes, and even Jeep have now placed displays running from one corner of the dash to the other. Genesis, however, opted to take a different route while keeping a clean cabin design. The digital instrument cluster is flanked by a wing-like design that separates it from the infotainment display, making the cabin feel premium but without the screen overload. Buttons for the infotainment are placed under the slim air vents, and the driver or front passenger can operate the screen via touch or a rotary knob located next to the rotary shifter on the center console.Rear passengers can also control the sound system, temperature, and other features via a screen located in the rear center console. The 8.0-inch touch display found in the center armrest can also be used to adjust seat position, massage settings, curtains, and ambient lighting.Another fun feature found in the G90 sees all four doors close with the push of a button located on the center console or on the door panel.New Materials, Great QualityWhile the 2023 Genesis G90 will be available with different interior options, the one we had access to at the Riviera Country Club featured crushed carbon-fiber trim with metal inlays, which looks contemporary and elegant. It's something we haven't seen before, and we applaud Genesis for trying something new and coming up with fresh ideas. The door panels' metal inlays carried the same diamond pattern as the grille.Of course, there will be various trims available if the crushed carbon-fiber isn't your thing. The manufacturer will offer wood and other materials when the 2023 Genesis G90 arrives in U.S. dealers by the middle of 2022.Looks good! More details?

Jeep is in the middle of one of its greatest product expansions, adding larger three-row models to the lineup, and there are more electrified vehicles to come. So, we sat down with Jeep brand chief Jim Morrison to see how the brand is doing.The rollout of the fifth-generation of the venerable Jeep Grand Cherokee started last year with the unusual step of launching with the new three-row 2021 Jeep Grand Cherokee L. It marks the first time a product with the venerable Jeep Cherokee name comes with seven-passenger seating. The larger L is in full sales swing and doing what it was intended to do: keep loyal buyers from leaving the brand when they need a third row, while attracting new customers who could not find a Jeep that met their needs before, Morrison says.Jeep is in its second month of sales of the fifth-gen of the traditional five-passenger, two-row 2022 Jeep Grand Cherokee and the SUV is turning quickly, within days on the lot.It is still early, but Morrison thinks the mix of two-row and three-row Grand Cherokees could end up being about half and half. The segment skews 70 percent three-row, but the smaller Grand Cherokee has a loyal following with more than 7 million on the road. It comes down to the customer's stage of life; how much do they need tow and how much room do they need. "I like the fact we have an option for them," Morrison says. The SUV is attracting buyers new to the Jeep brand, customers the automaker hopes to keep in subsequent purchases.2022 Jeep Grand Cherokee 4xe Close to LaunchJeep is preparing to launch another new variant, the 2022 Grand Cherokee 4xe plug-in hybrid, which will reach dealerships this spring. It follows the formula Jeep used for the Wrangler 4xe that has been well received. The Grand Cherokee 4xe, which gets 25 miles of all-electric range and 56 MPGe, has an even more sophisticated 4WD system than the Wrangler,  with faster torque transfer.With its capability, Morrison thinks the take rate of the 4xe could be 30 percent or more of total Grand Cherokee sales. Press reports have highlighting the high price tag—it costs about $10,000 more for the 4xe than an equivalent model with the entry-level V-6. But Morrison says the figures need some context. Not only does the 4xe provide greater performance and tech, but the high residuals and government rebates for electrified vehicles could result in monthly leases or payments being less for the 4xe than the gas-powered model. Orders are strong so far, but the brand chief will not say how many there are.Is there more to come? Morrison won't say if there is a Grand Cherokee Trackhawk in the works. He points out that the 4xe provides superior performance to a V-8. And then there is the timing: performance versions traditionally come online a few model years after launch to keep the lineup fresh.What Gets 4xe Treatment Next?With plans to electrify all Jeeps by 2025, we want to know which model gets 4xe treatment next and when we will see it. "The engineers are working on a lot of Jeeps," is all the tight-lipped Morrison will say.It is not necessarily easier to add a plug-in hybrid to a new model like the Wagoneer family as opposed to an older model like the Jeep Gladiator pickup truck, he says. Jeep is working on dedicated platforms which will make the rollout the smoothest.Once again the automaker will use the annual Easter Jeep Safari event to showcase electrified Jeep concepts and gather customer feedback.Response to New Wagoneer FamilyMeanwhile, the new 2022 Jeep Wagoneer three-row SUV  and the more upscale 2022 Jeep Grand Wagoneer play in white space for Jeep as full-size premium SUVs. The automaker is happy to have the storied nameplate back in the lineup. "We just like saying Grand Wagoneer again," Morrison says.When the Grand Wagoneer left the marketplace it had a reputation as the most luxurious and technically advanced and capable vehicle, Morrison says. "It's getting that reputation again with the best 4WD system and advanced safety and tech and capability. People buying them love them."The fullsize SUV segment runs about two-thirds mainstream models, one-third premium. So far, the Grand Wagoneer is selling above expectations, Morrison said. Some of it is early adopters but some of it is the strength of the nameplate.There is a bit of cross-shopping between the Grand Cherokee L and the Wagoneer but when customers see them in the showroom and see the difference in size and towing capacity, they are able to easily make the choice right for them.  

hyundai ioniq-5 Full OverviewThe 2022 Hyundai Ioniq 5 is the most consequential new Hyundai since the original Genesis sedan. The Genesis changed people's perception of Hyundai as a brand, for the first time putting the Korean automaker in the luxury conversation alongside names such as Mercedes-Benz, BMW, and Lexus. The new 2022 Hyundai Ioniq 5 is destined to change the perception of Hyundai again—only this time the conversations will be around Tesla.What Is It?The Ioniq 5 is the first Hyundai EV built on Hyundai Motor Group's Electric-Global Modular Platform (E-GMP). The Ioniq 5 is available worldwide with either a 58-kWh or 77.4-kWh battery pack and a single motor driving the rear wheels or (with the 77.4-kWh battery) motors front and rear providing all-wheel drive. In North America, the 77.4-kWh battery pack is the sole option.Even by the standards of today's topsy-turvy automotive taxonomy, the 2022 Hyundai Ioniq 5 is something of a segment buster. In photos, its crisp styling and taut proportions suggests a Veloster-sized hatchback with a sort of Hyundai-does-VW-Golf vibe. Look again and consider: It's rolling on 20-inch wheels and 255/45 Michelin Primacy Tour tires. In the metal, the Ioniq 5 is almost as big as a BMW X3, with a 118.1-inch wheelbase—that's an inch longer than a BMW X5's.Car Style, SUV SubstanceOur test vehicle is the range-topping 2022 Hyundai Ioniq 5 Limited HTRAC, which comes equipped with the big battery and all-wheel drive courtesy of two motors that produce a total of 320 hp and 446 lb-ft of torque. It also boasts a swag of premium goodies ranging from a power driver's seat with memory to a high-end Bose audio system to a head-up display and adaptive cruise control. You get all of this for $55,725.That's considerably less money than you'll spend for a dual-motor Tesla Model Y Long Range, which is listed at $60,900. What's more, the Hyundai looks and feels like a much more premium product. Where the Model Y's cabin is stark and austere, the Hyundai Ioniq 5's interior is thoughtfully detailed and well-finished, and it has buttons and knobs and targeted touch panels that mean you don't have to waste time looking away from the road to peck furiously at a giant screen to access mundane functions as you do in the Tesla. And while from the outside the Model Y looks as if it's been thrown together in a tent, with inconsistencies in the panel fits you can see from, er, Mars, the Hyundai's fit and finish is first rate.Testing, TestingThe new Ioniq 5 initially feels like a softer car to drive than many of its EV contemporaries, with its suspension seemingly tuned more for comfort than corners. But that's not to say it's slow. At the test track, the 0-60-mph sprint took just 4.4 seconds en route to a standing quarter-mile time of 13.2 seconds at 102.7mph. And unlike some EVs—the Ford Mustang Mach-E GT Performance Edition is a notable example—the Hyundai's rate of acceleration didn't fall off dramatically as speeds increased. Instead, it was able to sustain its forward push right through the quarter mile.Yes, the Tesla Model Y Long Range is quicker overall, whooshing down the quarter mile in 12.4 seconds at 114.8 mph, but the difference between the two is mostly at high speed, which has little relevance in real-world driving. The Hyundai's superior torque—its twin motors produce an additional 70 lb-ft compared to the Tesla—effortlessly punches the Ioniq 5 away from a standstill, and it's only 0.3 second slower to 60 mph than the 7 percent lighter and 20 percent more powerful Model Y.Despite its soft suspension, the Hyundai Ioniq 5 is surprisingly adept in the twisty bits. We recorded a figure-eight lap time of 25.7 seconds, just 0.2 second slower than the BMW X3 M40i we happened to test on the same day. This caused us to exclaim, "Holy smokes!" Frankly, we didn't expect this car to be as fun and capable as it is; it's quick and has way more grip than we anticipatedThe biggest surprise was how playful the Ioniq 5 can be on corner exits with all the nannies switched off: It actually drifts. Just for fun, we tried for a full sideways lap of the skidpad, and the Hyundai made it two-thirds of the way around before letting go.The asymmetric front-to-rear power and torque split of the dual-motor Ioniq 5—the front motor makes 99 hp and 188 lb-ft, while the rear pumps out 225 hp and 258 lb-ft—combined with near neutral front/rear weight distribution doesn't just make the Hyundai a giggle when you want to play at the track. It also makes it feel more poised on normal roads at normal speeds, despite steering that, though precise and direct, doesn't provide a lot of feedback.Brake feel is the car's biggest dynamic niggle. The blending between regenerative and mechanical braking is smooth, and the system hauled the 4,684-pound Hyundai to a stop from 60 mph in 123 feet, 5 feet more than the Tesla Model Y required. But we disliked the lack of feedback through the pedal: There's very little travel or pedal pressure under heavy braking before the ABS kicks in.More DetailsYou can actuate one of three drive modes—Eco, Normal, and Sport—via a large button beneath the steering wheel's left spoke. In simple terms, the modes change the weighting of the accelerator pedal, effectively encouraging the driver to make smoother and gentler inputs. Six regenerative braking levels are offered, ranging from zero (which allows the Ioniq 5 to coast freely) to a mode that enables one-pedal driving, with the car slowing to a gentle halt the moment you lift off. There is also an auto mode. Drivers can switch between these modes via steering wheel paddles.After a bit of experimentation, we preferred to set the drive mode to Sport, which allowed us to make the most of the powertrain's instant-on response, and the lift-off regenerative braking to Level 1, which enabled the 2022 Hyundai Ioniq 5 to flow down the road much like a regular combustion-engine car with an automatic transmission when lifting off the accelerator.Range FinderHyundai says the 77.4-kWh battery gives the dual-motor Ioniq 5 a range of 256 miles. Our stints on the road, which included highway cruising at 70 to 80 mph and some brisk bursts along quiet back roads, as well as endless fiddling with drive modes and regen settings, saw the Ioniq 5 consume 2.7-kWh per mile, according to the onboard computer, which translated to a range of just about 200 miles. Driven normally, you should expect a usable range of 220 to 230 miles, more if you are content to noodle along in Eco mode.No, the Ioniq 5 Limited won't travel as far between charges as the Tesla Model Y Long Range, which has a claimed range of just more than 300 miles. But you'll spend about 30 percent less time at the charging station with the Hyundai. Find a 350-kW DC fast charger, and the Ioniq 5's battery can be juiced from 10 percent charge to 80 percent in just 18 minutes and topped up fully in less than an hour. No other mainstream EV, apart from the identical-under-the-skin Kia EV6, can recharge so quickly.Do You Want One?In terms of overall practicality, the 2022 Hyundai Ioniq 5 is a mixed bag. The long wheelbase and flat floor mean the rear seat easily accommodates 6-foot-tall adults, and there's plenty of storage space around the cabin. But unlike most two-box SUVs, it is truly a hatchback, not a wagon. The raked C-pillars and angled backlight chew into the shallow load space at the rear, and there's only a small storage tray in the frunk.If driving range and load lugging are your absolute priorities, the Tesla Model Y Long Range, which will travel 28 percent farther between charges and has about 60 percent more luggage capacity with the rear seats up, would seem the obvious choice. But those two advantages come at a price.The Ioniq 5 Limited not only costs about $5,000 less than the Model Y, but it's also quieter and more comfortable to drive, is a visibly higher-quality vehicle inside and out, and can recharge much quicker. That it's also brisk and fun to drive if you want it to be are bonuses.Indeed, the 2022 Hyundai Ioniq 5 Limited HTRAC is a compelling all-arounder for the buyer who wants a premium EV, without paying top dollar.Looks good! More details?2022 Hyundai Ioniq 5 HTRAC (Limited Long Range) SPECIFICATIONS BASE PRICE $55,725 PRICE AS TESTED $55,920 VEHICLE LAYOUT Front and rear-motor, AWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 320 hp TORQUE (SAE NET) 446 lb-ft TRANSMISSION 1-speed automatic CURB WEIGHT (F/R DIST) 4,684 lb (51/49%) WHEELBASE 118.1 in LENGTH x WIDTH x HEIGHT 185.2 x 74.4 x 63.0 in 0-60 MPH 4.4 sec QUARTER MILE 13.2 sec @ 102.7 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.88 g (avg) MT FIGURE EIGHT 25.7 sec @ 0.71 g (avg) EPA CITY/HWY/COMB FUEL ECON 110/87/98 mpg-e EPA RANGE, COMB 256 mi ON SALE Early 2022 Show All

With the retirement of the third-generation 6 sedan, just two car models remain in Mazda's 2022 lineup, the MX-5 Miata roadster and 3 compact (and really, it's more like three cars since the 3 comes in both sedan and hatchback varieties). Model year updates for each include new exterior colors, interior materials, drivetrain technology, and even a new trim for the 3.The 6 is gone, but that might be only for now. There's a promise of something wearing the 6 badge on the horizon. Keep reading for more about that future sedan as well as what's new and different with every 2022 Mazda car.

audi s8 Full OverviewAudi's S8 has always flown under the radar. Even the iconic D3 model, launched in 2006, hid its light under a bushel, with a discreet "V10" badge, silver side mirror caps, and quad exhausts the only clues to the 450-hp of mellifluous madness delivered by the Lamborghini Gallardo-derived 5.2-liter V-10 lurking under the hood. The refreshed 2022 S8 maintains the stealth sport sedan tradition.Sadly, the charismatic V-10 is long gone. The D4-generation S8 launched in 2012 with the Audi-developed EA824 4.0-liter twin-turbo V-8 that made 520 horsepower and 421 lb-ft of torque under the hood. For the current-generation S8 that arrived in 2016, that engine was in turn replaced by the Porsche-developed EA825 4.0-liter twin-turbo V-8, which also sees duty in the Porsche Panamera, Bentley Continental GT, and Lamborghini Urus.That engine carries over unchanged in the 2022 refresh of the S8, its 563 hp and 590 lb-ft of torque delivered with a baritone burble that scarcely rises above a murmur even in Dynamic mode. It may sound like a more plebeian powertrain on paper, but there's nothing wrong with what it delivers: The 2023 S8 will surge from 0 to 60 mph in 3.8 seconds, a full 1.1 seconds quicker than its 550-pound-lighter Lambo-powered predecessor could manage.In simple terms, the 2022 S8 is an A8 with the lot. Standard equipment includes rear-wheel steering, a sport rear differential, and predictive active suspension. The suspension uses actuators at each wheel to counter cornering loads rather than electrically twisting a stabiliser bar across the axle, and it delivers a surprisingly supple ride with very low noise levels even though the big sedan scarcely rolls through corners or pitches under acceleration and braking.The 2022 face-lift, which also extends across the regular A8 range, is little more than a subtle nip and tuck. The most visible change is at the front, where the single-frame grille has been made even bolder and more aggressive. It's still roughly hexagonal in shape, but it's wider, and the corners on either side have been positioned closer toward the bonnet. The new grille, which makes the slightly slab-sided S8 look lower and wider, is flanked by more upright air intakes and redesigned headlights.At the rear, bazooka-caliber chrome exhaust pipes peek out from under a rear bumper that has been redesigned to incorporate a new diffuser graphic. Customizable digital OLED taillights feature a continuous light strip that runs the full width of the car.America's S8, like those in Canada, China, and South Korea, is built on the long-wheelbase A8L platform. That means a 5.1-inch stretch in the wheelbase compared with the rest of the world's S8, but the standard rear-wheel steering system endows the car with surprising agility in tight corners. High-speed stability is superb.With their engine slung out ahead of the front wheels, big Audis have always tended to push when you gas the accelerator a shove. But despite carrying 56 percent of its weight over the front axle, the S8 turns in nicely, and the sport diff ensures the rear wheels get maximum torque to the tarmac. This is a big sedan that is calm and fast, confident and comfortable, the sort of car you could happily hustle 600 miles through the Rockies in a day and step out at the end of it feeling relaxed.Four new colors have been added to the S8 exterior palette, three of them available in the U.S.: District Green, Firmament Blue, and Ultra Blue, the last of which is the signature shade for the 2022 refresh (which may end up arriving in American dealers as a 2023 model). The standard wheels are 20-inch double-five-spoke pieces, with 10-spoke 21-inchers in either silver or black available as an option. Europeans can order their S8 with a full white leather interior. American customers are offered black or black with either cognac brown or merlot red inserts.No, nobody's going to look twice at the new S8 when it arrives here in spring, priced from $118,995 (a decrease of $12,950 from the 2021 model). Especially if you order one in anything other than the punchy Ultra Blue. But that's an intrinsic element of this car's appeal.The 2022 Audi A8 story is a mix of good and bad news. The good news is the subtle refresh gives Audi's somewhat conservative flagship sedan a more arresting presence on the road, and all cars come with the sportier S-Line design tweaks being offered on the A8 for the first time, plus the customizable OLED rear lights.The bad news is the model lineup has been rationalized. The PHEV powertrain will no longer be offered, and if you want a V-8, you'll have to reach for the top shelf and order the S8. Mind you, that's not a bad option.What that means is Audi's flagship luxury sedan now comes in only one flavor for America: long wheelbase and with the 340-hp, 369-lb-ft 3.0-liter V-6 under the hood, which is known as the A8L 55 TFSI Quattro in Audi-speak. Prices start at $87,595.The $3,400 Executive package adds 20-inch wheels—19s are standard—and adaptive cruise with traffic jam assist and turn assist, among other things, while the $3,250 Comfort Plus package includes goodies such as noise-reducing dual-pane glass and massaging front seats. The $5,400 Luxury bundle brings rear-wheel steering plus interior upgrades such as power rear seats with lumbar and memory functions.New for the A8 worldwide and available on U.S.-spec cars are a pair of optional Black Optic packages, one priced at $1,750 that offers high-gloss black exterior trim items and silver and black multispoke 21-inch wheels, the other priced at $2,750 and adding black-painted 10-spoke 21-inch wheels, black Audi badges,\ and black-painted brake calipers.Looks good! More details?2022 Audi S8 Specifications PRICE $118,995 LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 4.0L/563-hp/590-lb-ft twin-turbo direct-injected DOHC 32-valve V-8 TRANSMISSION 8-speed automatic CURB WEIGHT 5,300 lb (MT est) WHEELBASE 123.1 in L x W x H 208.7 x 76.6 x 58.5 in 0-60 MPH 3.8 sec (mfr est) EPA FUEL ECON, CITY/HWY/COMB 14/23/17 mpg EPA RANGE, COMB 369 miles ON SALE Spring 2022 Show All

After confirming the return of the legendary Integra nameplate to the buzz of many car enthusiasts, Acura unveiled the Integra prototype last November in near-production form. The next-generation Integra model is more mature-looking and appropriately bigger than the ho-hum ILX compact sedan it effectively replaces, though like the ILX and Integras of yore, it shares its underpinnings with a Honda, in this case the Civic hatchback.Now a five-door liftback sedan, the 2023 Acura Integra arrives this spring and should have a starting price of $30,000 more or less. Acura has finally announced an online sign-up form for customers who want to be among the first notified when reservations open on March 10. According to Acura's announcement, the new Integra will initially launch in limited production, with reservations handled at participating dealerships.While specifications of the sporty compact are not yet released, it will come powered by a turbocharged 1.5-liter I-4 engine coupled with a six-speed manual transmission. The engine should develop just over 200 hp (and is thought to be essentially the Civic Si's powertrain), though the recently trademarked Type S model might raise the performance bar much higher. And if you missed it, we finally got a look inside the highly anticipated car at Daytona International Speedway, revealing other Civic similarities.More concrete details should be available closer to the on-sale date. We will keep you updated as soon as that information comes our way.

To the surprise of the few and the horror of those trying to purchase one for sticker price, the 2022 Porsche 911 GT3 is MotorTrend's 2022 Performance Vehicle of the Year. The competition was fierce for this year's inaugural award, but in the end most of the judges voted for the GT3. The two who didn't score it first had Porsche's latest and greatest in second place—quite a close second place, at that. And yes, the word "greatest" is apropos here. That is, until the next GT3 iteration drops—which should be any time now. Why so dominant, why so loved, why so great? Several reasons, but first let's go backward.We considered ourselves fortunate to attend the launch of the old 991.2 911 GT3 in Spain back in 2017. Fortunate not only because that GT3 generation (the new GT3 is the 992.1) was magnificent but also because attendees got to chase rally legend Walter Röhrl around a racetrack for five laps. Life was good. On a personal note, I mention this because I distinctly remember writing this next part before I drove the 991.2 version: "[The 991.1] GT3 marked the first time in my career I had nothing negative to say about a vehicle." Followed by, "I don't have the foggiest idea how the wizards of [Weissach] can make the GT3 any better than it already is. Although I suspect Porsche will tell me once I get to Spain."In other words, it was impossible to conceive how Porsche could even kind of improve upon the already spectacular 991.1 GT3. But it sure did. Fast-forward to hours before the 2022 PVOTY competition began, and our judging panel collectively thought the same thing. Guess what? The unfathomable has been achieved. Again.A sampling of initial comments from meine Kollegen once they spun a turn behind the Porsche's wheel: "This is pure driving pleasure," features editor Scott Evans said. "Honestly, it's the only car that made me lose my breath." Features editor Christian Seabaugh added, "My gosh, this is such a good car." Deputy editor Alexander Stoklosa recounted, "I took this on two laps of the winding road circuit at the Hyundai Proving Ground, and by the time I exited, I was sweaty and feeling absolutely jacked, wanting more." Good thing for him we then went to the racetrack, no? Director of editorial operations Mike Floyd said, "Holy hell, this thing is amazing. Wow."Head of editorial Ed Loh went a bit cerebral trying to explain what's so great about the GT3: "It makes you feel sharper and more in tune with everything—from the soles of your feet to the pads of your fingertips, all the way to the base of your skull and the lizard part of your brain that ensures you don't die in your sleep." Executive editor Mac Morrison was more succinct, simply offering, "Sheeeeeezus H. Porsche. Maaaaannnnnnn."Yeah, friends, this car is absurdly great. It serves up unbelievable levels of performance paired with unbelievable levels of grip, head-ringing aural thrills thanks to a 502-hp humdinger of a 4.0-liter naturally aspirated flat-six that revs all the way to 9,000 rpm, and perhaps most important, the best manual transmission in automotive history. Hashtag fight us. Did we mention the gobs and bushels and duffel bags full of both horsepower and revs? Perhaps the 992 GT3 is not as laser-guided or quick as the other two big wingers present (the Lamborghini Huracán STO and the Mercedes-AMG GT Black Series), a whole host of McLarens, or even Porsche's own upcoming GT3 RS. However, this car boasts a solidity, an everyday ease of use, and the resulting desire to just drive it more and more that separates the GT3 from the rest of the frontrunners for this year's PVOTY trophy. The 2022 911 GT3 is a deeply satisfying sports car that just so happens to have supercar reflexes.But what about the criteria? Oh yes, we are fully aware that transitioning away from our old Best Driver's Car competition to one of our signature Of The Year formats means any winner is subjected to our six key criteria. In case this is your first time, they are: Advancement in Design, Engineering Excellence, Performance of Intended Function, Safety, Value, and Efficiency. Even when keeping every one of these in mind when picking our winner, the Porsche excels. Hell, forget excels; the GT3 dominates.Advancement in DesignThis one is as simple as … just look at it. At first glance and across but two dimensions, you may not "get" the nostrils on the GT3's hood. We assure you the two speed holes (they're actually part of the car's aerodynamics, similar to openings on the Lamborghini Aventador SVJ) grow on you after repeated viewings. Back to the launch of the old 991.2 GT3, I'll never forget something Porsche GT-division boss Andy Preuninger said during the press conference: "The GT3 has to be the most attractive 911." Targa fans might disagree, but the newest GT3 looks fabulous, even in muted orange sherbet (actual color name: Lava Orange). And that wing! A piece of functional sculpture. Anyone opting for the wingless GT3 Touring version is nuts. Ahem.We also loved the interior's design, specifically the well-executed sparseness. Countless gallons of ink have been spilled, both actual and virtual, rightly chastising Tesla for that brand's signature near lack of an interior, but the GT3 isn't that. No, this car's guts represent minimalism done right. "I love how simple it is inside—just get in and go," Stoklosa said. "There's a button for ESC, one for the shocks, and that's pretty much it. No fiddling, all fun." Yes, you get right down to business inside the GT3, the business of woohoo!Loh was particularly impressed. "The control layout is awesome," he said. "It's not as spaceship-weirdo-wild-looking as the Huracán STO. It's also not as plasticky as the AMG GT. I'm Goldilocks, and this supercar is juuuust riiiiight. Love the seats, love this vehicle. Awesome."Not only is the layout awesome, but the controls themselves also inspire awe. We've only partially told you about the fabulous gear lever. One reason it's so spot on is that the transmission's synchros are made from brass, not plastic; when you shift gears, you're actually pushing metal through metal. So cool. But just holding the stick feels wicked. The clutch is perfectly weighted, too. Porsche truly nailed the small stuff. "It's a little thing, but I love the steering wheel," Seabaugh said. "It's a dinky little 7/8ths-sized thing that just feels perfect in your hands." Amen.Engineering ExcellenceThe criteria's lines are easy to blur. For instance, the stick shift bleeds over from Advancement of Design into Engineering Excellence. So be it. As associate road test editor Erick Ayapana asked, "Why can't all shifters be like this?" It's no shock to say the latest from Porsche's freaking racing division—after all, that's what the GT crew does—is excellently engineered. But, brothers, sisters, this is one of those hard-to-overstate situations.As an example, let's look at the car's grip. We were impressed. "The amount of mechanical grip, aided at times by the aero, is stupefying," Morrison said. "Like, it's just criminal, and I use that word as a positive. You should not be able to drive the front end into corners as hard as you can, and you should not be able to go back to power so hard and early and easily as the new GT3 allows you to."Want to talk brakes? Evans does. "The brake feel is the real accomplishment here, and that's saying something," he said. "You can feel exactly how hard the pads are biting at every moment, intuit exactly how much braking you're using and how much you have left in reserve." Road test editor Chris Walton added, "The brakes are nuclear."Grip and brakes, that's just tires, right? Well, partially, sure, but we promise you that while slapping the GT3's sticky Michelin Pilot Sport Cup 2 R N0s on your car will improve its performance, the GT3 is better engineered. It pulled 1.19 g (average) on our skidpad, tying it with the 2019 911 GT2 RS for the highest average number we've ever recorded. Its figure-eight time was just 0.2 second off the 720-hp AMG GT Black Series, a car that makes 218 extra horsepower. And the GT3 beat the incredible 630-hp Lambo STO here by 0.2. If that's not engineering excellence, what is?Performance of Intended FunctionThe 911 GT3 crushes this category. This is the part where we break down both what a GT3 is and what makes a Performance Vehicle of the Year. Starting with the 911, it's the sportier, racier, harder-core, no-compromise version. And the 911 is a hell of a sports car to start with. From that not so humble origin point, the wizards and witches of Flacht work their magic, transforming a superlative sports car into an everyday supercar. Yes, supercar, because the GT3 certainly is.The ride isn't soft, but you can live with this car. "Old dudes like me might have some trouble with ingress and egress," Floyd said, "but once you get yourself snug in the seat, you can easily drive the GT3 all day in slow traffic or on a long highway stretch. The clutch pedal action doesn't punish your left leg, and loping around town is a breeze."You simply can't say the same about either the STO or the Black Series. Everyday? Maybe every track day, and even that's a stretch. For instance, assuming your head isn't too big, you might be able to fit your helmet—just one—into the Lambo's frunk. Emphasis on "might." The Black Series, while deeply impressive, is really just a bridge too far for a street car. The GT3? Let's just say we understand why people are paying $50,000 more than sticker for a street car that can also rip up a racetrack."It's just a joy to drive hard on a circuit, which is what the GT3 is absolutely made to do," Floyd said. "It's so obvious how long Porsche has been developing this car and the 911 in general. There's a next-level feel you just don't get with the Huracán or GT Black." In other words, it's a special 911 doing precisely what its maker intended. Talk about performance of intended function, indeed. That alone makes it a great candidate for Performance Vehicle of the Year.ValueIncome inequality must be causing mass psychosis for us to say a car with a base price of $164,150 and an as-tested kitty of $195,850 is a great value, but humor us for a moment. When you consider the two cars in this test that most closely compete with the Porsche—the $355,595 AMG and the $442,033 Lamborghini—the GT3 looks like a steal. Toss on that $50,000 ADM (adjusted dealer markup), and the Porsche is still a steal.EfficiencyWe cannot, however, with a straight face tell you a car that carries an EPA rating of 16 mpg combined is efficient. But this is Performance Vehicle of the Year; none of the competitors was designed with astounding efficiency in mind. Additionally, the GT3's fuel economy is in line with the other contenders in its performance plane. Hot tip: Opt for the extended-range gas tank, and you'll feel as if you're getting great mileage.SafetyCars like the Porsche 911 never get crash ratings, never mind the GT3. That's just how it is. So we can't tell you about its passive safety worthiness. However, a car that superlatively grips and stops the way the GT3 does is inherently safe in the hands of a skilled driver. Oh, and we seem to remember it has adaptive cruise control, too.Dominant Winner WinsThere's so much more to say. We haven't mentioned the Davante Adams-like way the GT3 changes direction. Or the switch to a double control arm suspension up front. Or how for the first time in Porsche 911 history, you don't need to trail-brake your way into every corner, because (surprise!) the front suddenly has copious grip. The front end is like a race car, or as Seabaugh put it, "It digs hard into corners like a skate into ice." There's also the part about how with only 2 additional hp, the 992.1 GT3 is nearly 18 seconds quicker around the Nürburgring Nordschleife than the 991.2 GT3 it replaces. If only we could show you all the notes from all the judges, including our dedicated test team, just so you could see how consistently overwhelming the superlatives are. It's without end.Anything we don't like? Evans and Loh thought the ride quality was lacking, to the point Evans recommends never putting the dampers into Sport. Not everyone agreed with him. But that's about it for the negatives. Looking over my own notes, one line caught my eye: "If the GT3 isn't second place, it's first." As much as I and the rest of the judges loved the Porsche, the Lamborghini STO was also exceptional. But by a vote of five judges to two, the GT3 claimed the crown.EpilogueAfter the vote, and because I was the judge writing this winner story, I took the new Porsche 911 GT3 home for about a week. A friend of mine owns a 991.2 GT3 Touring; we decided to drive them back to back. I figured this new GT3 would be slightly better, but I quickly learned it's about 70 percent better. The 2022 model made the old one feel like a couch. I'm not kidding. And remember, this was a couch that at one point in time we said was the best-driving car in the world.If that's not enough, I'll leave you with something 20-year veteran auto scribe and motorsports/track-driving aficionado Morrison wrote in his notes. "This might sound nuts," he said, "but I thought hard about it for several days after our PVOTY activities concluded: I'm not sure I've ever driven a better car. In my entire career."Nicely played, Porsche, and congrats on winning the first MotorTrend Performance Vehicle of the Year award. Now comes the hard part: Do it again next year. As I wrote before about the 991.2 GT3, "How do you take something with no apparent flaws, no visible weaknesses, and improve upon it anyway?" None of us knows the answer, but we're sure Preuninger and the gang have some ideas. We can't wait to test them out.POWERTRAIN/CHASSIS 2022 Porsche 911 GT3 SPECIFICATIONS DRIVETRAIN LAYOUT Rear-engine, RWD ENGINE TYPE Direct-injected DOHC 24-valve  flat-6, alum block/heads DISPLACEMENT 3,996 cc/243.9 cu in COMPRESSION RATIO 13.3:1 POWER (SAE NET) 502 hp @ 8,400 rpm TORQUE (SAE NET) 346 lb-ft @ 6,100 rpm REDLINE 9,000 rpm WEIGHT TO POWER 6.4 lb/hp TRANSMISSION 6-speed manual AXLE/FINAL-DRIVE RATIO 3.09:1/2.72:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 11.2-14.2:1 TURNS LOCK-TO-LOCK 2.4 BRAKES, F; R 16.1-in vented, drilled, carbon-ceramic disc; 15.4-in vented, drilled, carbon-ceramic disc WHEELS, F;R 9.5 x 20-in; 12.0 x 21-in forged aluminum TIRES, F;R 255/35R20 97Y; 315/30R21 105Y Michelin Pilot Sport Cup 2 R N0 DIMENSIONS WHEELBASE 96.7 TRACK, F/R 63.0/61.1 in LENGTH x WIDTH x HEIGHT 180.0 x 72.9 x 50.4 in TURNING CIRCLE 34.1 ft CURB WEIGHT (DIST F/R) 3,188 lb (40/60%) SEATING CAPACITY 2 HEADROOM, F/R 37.9/ — in LEGROOM, F/R 42.2/ — in SHOULDER ROOM, F/R 52.6/ — in CARGO VOLUME 4.6 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.5 sec 0-40 2.0 0-50 2.8 0-60 3.4 0-70 4.2 0-80 5.2 0-90 6.2 0-100 7.3 PASSING, 45-65 MPH 1.5 QUARTER MILE 11.4 sec @ 126.0 mph BRAKING, 60-0 MPH 93 ft LATERAL ACCELERATION 1.19 g (avg) MT FIGURE EIGHT 22.1 sec @ 0.95 g (avg) TOP-GEAR REVS @ 60 MPH 2,500 rpm CONSUMER INFO BASE PRICE $164,150 PRICE AS TESTED $195,850 AIRBAGS 8: Dual front, front side, front curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/50,000 miles FUEL CAPACITY 23.7 gal EPA CITY/HWY/COMB ECON 14/18/16 mpg RECOMMENDED FUEL Unleaded premium ON SALE Now Show All

Best Driver's Car has become MotorTrend's Performance Vehicle of the Year. There are two key positives we netted by changing our annual high-performance hullaballoo to a MotorTrend Of The Year program. First, the number of cars competing increases substantially. With Best Driver's Car we were hamstrung by logistics—BDC was a traveling road show, after all—and could only ever evaluate a maximum of 12 vehicles. Year One of Performance Vehicle of the Year saw a field of 22 contenders and finalists, and if not for the pandemic, the semiconductor chip shortage, and general supply chain woes, the number would have been greater. Second, the amount of time our judges get with each car increases by orders of magnitude, especially on the track. We did lose the amazing contributions of our friend and professional race car driver Randy Pobst, as well as his WeatherTech Raceway Laguna Seca lap times, but these changes allow us to deliver to you a better story with a better verdict.We began the inaugural MotorTrend PVOTY at Hyundai's desert proving ground in California City, California. Our test team arrived a week early to get numbers (curb weights, 0-60 and quarter-mile times, 60-0 braking distances, and figure-eight and skidpad figures) from every contender. Our test team members remain our unsung heroes, but to give you an idea of what they do, they fling each car around our figure-eight course at least five times. If the team isn't happy about the performance, three cooldown laps occur before another five hard laps. Plus, with some vehicles rolling on R-compound tires, you need to heat up the rubber before your laps, so there's even more driving. Best-case scenario with 22 cars is more than 200 laps, and please see Murphy's Law for the odds of best cases ever working out. Our photo team arrived with the test team and shot roughly 1,000 images—per vehicle!Next, the official judges arrived at Hyundai and proceeded to conduct walkarounds of every vehicle to make sure everyone was up to speed about what they faced. Few on staff had driven many of the contenders, and certainly no one had driven them all. Only one judge had previously driven the Lamborghini Huracán STO. We had the Volkswagen Golf R and Toyobaru twins at our Car of the Year event, but not everyone present at PVOTY attended this year's COTY.What's in a walkaround? Well, for example, I was tasked with explaining the BMW XB7 Alpina to the rest of the judges. I broke down why it's in the contest (it's a 612-hp SUV) and what vehicles it competes with in reality. I pointed out its engine's unique tune, the hidden shift buttons, and the Alpina-spec 23-inch Pirelli P Zero tires—"Cool Features," as we term it on our internal template, that you wouldn't necessarily figure out while flinging cars around a proving ground.We then drive quite a bit, and for the next two days we had free rein of Hyundai's awesome facility. We used the high-speed, 6-mile oval to evaluate ride quality—how does a car feel cruising at 120 mph for three minutes? The judges also had access to the figure-eight and skidpad, as well as the special surfaces area (split mu, potholes, Botts' dots, broken pavement, and the like). The bulk of our evaluations took place on Hyundai's winding road course, which, let's face it, is what you want out of a performance vehicle test. The winding layout isn't quite a true racetrack, but it's not not a racetrack, either. Wink, wink.After every judge drove every vehicle, we all sat down to cull the herd from 22 contenders to a certain number of finalists, though we had no set number in mind. The finalists would go on to the canyon and track portions of our test. This, of course, proved very straightforward and easy. Kidding! What's the line from A Christmas Story? "In the heat of battle my father wove a tapestry of obscenity that, as far as we know, is still hanging in space over Lake Michigan." Yeah, well, if you ever find yourself in the Mojave Desert, don't look up.There were many fearsome battles. The one that stands out most prominently concerned the BMW M5 CS. Because of supply chain issues, BMW was unable to deliver us a car with the proper tires equipped (the ones the CS was developed around). Even though some of us couldn't comprehend the M5 CS getting cut, well, cut it was. That's democracy for you, and we wound up with nine finalists. Also, #M5CSwasrobbed.The next leg of PVOTY activities began with a bang, as deputy editor Alexander Stoklosa managed to battle a bear (a bear!) with the Mercedes-AMG GT Black Series on the way to our meeting point atop Angeles Crest Highway, just north of Los Angeles. Fortunately, it was a small bear, a glancing blow, and only an aerodynamic canard was knocked from the car. With the help of the California Highway Patrol, we ran each car on a 12-mile loop from our basecamp above the twin tunnels down to the Mount Waterman Ski Lifts and back.We quickly began to realize the difference between the smooth, wide-open proving ground laps and the reality of keeping a vehicle in a single lane over quite beaten-up tarmac. Some vehicles, like the Hyundai Veloster N, gained favor in our collective estimation. Others, like the AMG, lost points, figuratively speaking. We had an inkling we'd discover things like this, based on the years of running our other OTY programs in this same manner. It was nice to be proven correct.Our next and final stop was the Streets of Willow, the smaller, curvier track at Willow Springs International Raceway. Monster vehicles like the three in our Big Wing Gang (Mercedes-AMG GT Black Series, Porsche 911 GT3, Lamborghini Huracán STO) would be a bit restricted on this shorter course. The other side of that coin was that vehicles like Toyota's GR86 and the Veloster N would be lost at sea on Willow's big track. Moreover, we elected to run Streets backward, for two reasons. First was safety, specifically because the infamous high-speed downhill kink is taken out of the equation. With each judge running five laps per car and nine finalists, that's 45 hot laps per judge, 315 laps total. That's a lot of opportunities for something to go wrong. Second, if you've ever driven Streets backward, you know it's more fun.As we discovered the day before on ACH, opinions about the vehicles changed based on the environment. A couple of the darlings of ACH quickly lost some appeal as they suffered horrible brake fade on the racetrack. We're looking at you, Hyundai and Toyota. On the other hand, the Cadillac CT4-V Blackwing and CT5-V Blackwing drew massive praise and huzzahs over their world-class, repeatable stopping prowess. Then there was the case of the AMG, which was collectively deemed "too much" for the street but did better on the track. However, there were two vehicles that sang and danced wonderfully in all three locations. After a surprisingly mellow debate, and by a 5-to-2 margin of victory, we had the inaugural 2022 MotorTrend Performance Vehicle of the Year winner.

It never fails: Each year after we award our Car of the Year, Truck of the Year, and SUV of the Year, we're inundated with your letters demanding to know why we didn't include your favorite vehicle. While many readers' theories border on conspiracy, the simplest explanation is that if a vehicle isn't at an Of The Year, you can blame one of three reasons: it wasn't eligible, it wasn't available, or on rare occasions the manufacturer wasn't interested in competing. We expect many of the same letters about our inaugural MotorTrend Performance Vehicle of the Year competition. So in the spirit of transparency, we're opening the curtains to let you know all the vehicles we invited and why they were missing this time around.Before we dive in, let's review our Performance Vehicle of the Year eligibility requirements. Like Car, Truck, and SUV of the Year, contenders must be all new or significantly updated and on sale in all 50 states by January 1 of the award year (2022, in this case) to receive an invitation. Manufacturers must commit to loaning us their vehicles without supervision for two weeks. But then our criteria for inclusion in Performance Vehicle of the Year begin to diverge from our older Of the Year awards.For starters, we had to define "performance vehicle." In our case, it means a road-going vehicle with a focus on speed, handling, and capability over all else. That means no off-roaders this year (though we'll keep the door open on that in the future). Next was the issue of which of a manufacturer's performance vehicles to invite when a model lineup includes many. To keep things simple, when multiple new performance variants exist (as in the case of the Volkswagen Golf GTI and R), we opted to invite the sportiest variant available. And last, our price cap—$150,000 for Car, Truck, and SUV of the Year—was eliminated.Head here for the contenders and here for the finalists to see the list of vehicles that participated in our inaugural Performance Vehicle of the Year competition; you can find out which vehicle took the crown here. What now follows is the list of 26 additional vehicles we invited, and the reasons they didn't participate.2022 Acura NSX Type SThe new NSX Type S certainly appears worthy of inclusion, but unfortunately the hybrid supercar wasn't ready yet (media drives still haven't occurred but are scheduled for February 2022). The NSX will remain on the invite list for the 2023 MotorTrend Performance Vehicle of the Year program.2022 Aston Martin DBX, 2022 Aston Martin ValkyrieWe extended an invite to Aston's new super SUV and its hypercar, but the company declined to participate for undisclosed reasons. Valkyrie production began as our PVOTY program kicked off in November 2021.2022 Audi RS E-Tron GT, 2022 Audi RS3The COVID-19 pandemic hasn't been easy on automakers, forcing many to trim their press fleets and be strategic with where they send vehicles. Unfortunately for us, that led to Audi declining to send us both the RS E-Tron GT (its press vehicles were on the East Coast) and the new RS3, as the media launch for the new sport compact conflicted with PVOTY.2022 BMW i4 M50The BMW i4 M50 wasn't ready in time for our program. We'll extend BMW's first electric sport sedan an invitation for 2023.2021 Dodge Durango HellcatThe hot-selling (and limited edition) 710-hp Durango Hellcat was already out of production by the time our program began.2022 Ferrari 296 GTB, 2022 Ferrari 812 GTS, 2022 Ferrari SF90Ferrari said it didn't have any cars, such as the SF90 we tested previously, stateside to send to Performance Vehicle of the Year. See you next year.2022 Hyundai Elantra N, 2022 Hyundai Kona NHyundai opted not to send either the Elantra N or the Kona N to our program. It held a media drive for both vehicles in California a few days after Performance Vehicle of the Year concluded.2022 Lamborghini Countach LPI 800-4Lamborghini told us it didn't yet have any of its hyper-limited edition 2022 Countachs available for media reviews.2022 Lucid Air Dream Edition PDespite its Car of the Year win, Lucid declined to participate in our Performance Vehicle of the Year program for undisclosed reasons.2022 Maserati Ghibli Trofeo, 2022 Maserati MC20, 2022 Maserati Quattroporte TrofeoMaserati said it didn't have any 2022-model-year vehicles in its fleet. We eagerly anticipate seeing the mid-engine MC20 at our next PVOTY, especially after getting a first drive of it recently.2021 McLaren 765LT Spider, 2022 McLaren ArturaMcLaren said the 765LT was unavailable and that the new Artura was not yet ready. The Artura is a shoo-in for the invite list next year.2023 Mercedes-AMG GT73e 4-DoorIt certainly seemed that the long-rumored hybridized AMG GT73e 4-Door would make its debut before our Performance Vehicle of the Year competition, but it still hasn't been revealed at the time of publication.2022 Pininfarina BattistaWe asked for the multimillion-dollar, Rimac-built electric hypercar, but the Italian design-house-turned-manufacturer said its car would be in Europe with clients.2022 Porsche Panamera Turbo S E-HybridThe refreshed Panamera Turbo S E-Hybrid was unavailable for our testing. Because the Turbo S E-Hybrid supersedes the Panamera GTS on the performance hierarchy, we didn't invite the GTS.2022 Rimac NeveraRimac expressed a great deal of interest in participating but claimed all of its pre-production and engineering cars were tied up in the final production-certification process. The Croatian electric supercar will remain on our short invite list for next year.2022 Subaru WRXThe new WRX simply wasn't ready in time for our PVOTY competition. Media first drives didn't occur until about a month after our program concluded, but we look forward to testing it at next year's program.2022 Tesla Model S Plaid, 2022 Tesla Model X PlaidAlthough Tesla famously no longer has an official public-relations department, a representative for the company responded to our invitation with, "Pass. Thanks." A shame, really, especially considering how the Model S Plaid performed in our previous test.