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alfa-romeo tonale Full OverviewThe launch of any new vehicle is significant, but for the 2023 Alfa Romeo Tonale it's doubly so. The new Tonale isn't just Alfa's first small SUV (not to mention only its second SUV). It also marks the first step in Alfa Romeo's sprint toward a promised all-electric lineup by 2027. With three full-hybrid drivetrains on top of traditional gas and diesel options, the new 2023 Tonale is Alfa's way of stylishly setting the tone for its electrified path into the future.What's the Tonale?Alfa Romeo unveiled the Tonale at the Geneva Motor Show in 2019 (remember those, auto shows?) in concept form. Aside from the requisite side mirrors, door handles, and windshield wipers, the production 2023 Tonale is a virtual dead ringer for the now 2-year-old show vehicle.That's just as well because the concept was a looker. Designed to compete against the Audi Q3 and Q4, BMW X1 and X2, Mercedes-Benz GLA-Class, and Volvo XC40, the Tonale stands out with its understated "necessary beauty" sheetmetal, set off by new 3+3 LED lighting elements on its nose and tail, both of which Alfa says harken back to the SZ and Brera.What Powers the Tonale?Underpinned by a heavily modified version of Stellantis' SCCS crossover platform (versions of which are found in the Jeep Compass and Renegade and Fiat 500L and 500X), the Tonale aims to offer the signature Alfa driving experience in an efficient, practical package. Designed from the get-go to be both a global vehicle and the linchpin in Alfa's inevitable pivot to electrification, the Tonale will offer up five powertrain options globally, two of which are coming to North America.The Tonale's standard North American powertrain will be familiar—Stellantis' turbocharged 2.0-liter I-4, versions of which can be found in vehicles such as the Jeep Cherokee. Under the Tonale's hood, that engine produces 256 hp and 295 lb-ft of torque. It's paired with a nine-speed automatic and standard all-wheel drive.Alfa's first-ever plug-in hybrid powertrain—expected to be the volume seller—is optional. The Tonale PHEV will sport a 1.3-liter turbocharged I-4 paired with an eTorque-like electric assist motor and six-speed automatic driving the front wheels, while an electric motor backed by a 15.5-kWh battery pack sits at the rear axle, giving the Tonale a total system output of 272 hp and an unspecified amount of torque. (A source at Alfa indicates 350 lb-ft is likely, but that figure isn't official.)Alfa says the new Tonale PHEV will be both the sportiest Tonale in the lineup and the most efficient. It'll sprint from 0 to 60 mph in an Alfa-estimated 6.0 seconds, and it will be capable of traveling more than 30 miles on electricity alone when fully charged. Like most plug-in hybrids, the Tonale PHEV's battery pack is small enough that it doesn't need Level 3 fast charging; a Level 2 charger will charge the battery from empty to full in about two hours and 30 minutes.Europe, Asia, and Africa will have the choice of three additional powertrains. In Europe and Asia, the new Tonale Hybrid will be standard. Consisting of a brand-new 1.5-liter turbocharged I-4 paired with a seven-speed dual-clutch automatic with a built-in electric motor, the front-drive-only Tonale Hybrid will be available in both 130- and 160-hp forms.Alfa will also offer a 130-hp turbodiesel Tonale with front-wheel drive and a six-speed dual-clutch automatic in Europe and Africa. Alfa says it has no plans to bring the new Tonale Hybrid or diesel stateside, as neither is powerful or torquey enough for North American tastes.With sportiness a priority for any Alfa, the brand spent much of its time tweaking the Tonale's chassis, making it stiffer and lighter than versions of the SCCS platform found elsewhere in parent company Stellantis' portfolio. Alfa fit all four of the Tonale's corners with struts and frequency-selective damping to ensure a comfortable yet sporty ride. An optional electronically adjustable suspension turns up the wick even more. Alfa promises the Tonale's brake-by-wire tech will "seamlessly" balance regenerative and mechanical braking, as well as ABS functions, while its electronic power steering will be quick and precise. We're eager to test those claims.Inside the New TonaleWith Alfa positioned as Stellantis' new global premium brand, the automaker went to great lengths to make the Tonale's cabin upscale without stepping on the toes of its fellow Italian Stellantis brand, Maserati. The cabin isn't revolutionary, but the richly appointed, driver-focused cabin appears to be a step forward in functionality compared to the at times finicky controls in the Giulia and Stelvio.As with most new vehicles these days, the cabin's centerpieces are the two large screens up front. In front of the driver is a 12.3-inch digital dash. This reconfigurable screen features the usual assortment of adjustability but also an analog-dial-aping option inspired by the instrument panels of the iconic Alfa Giulia Super and GT Junior.The 10.3-inch central display features Stellantis' latest Uconnect 5 infotainment suite, but with Alfa-exclusive graphics and functionality. Alfa says this sharp-looking system offers over-the-air update capability, wireless CarPlay and Android Auto integration, and Amazon Alexa.SpeakiNg oF Tech …Speaking of tech, the Alfa Romeo Tonale is the first vehicle we're aware of to use NFTs to manage vehicle data. Alfa says each Tonale will be given its own NFT as it rolls down the assembly line in Italy, tracking the features and options of that particular vehicle. Then, once the vehicle reaches its owner, the Tonale's NFT can be continually updated by Alfa dealers with mileage, service history, and accident information. Alfa says the goal of its NFT program is to improve residual values, as the NFT can be passed down from owner to owner as part of Alfa's new certified pre-owned vehicle program. The automaker says owners can opt out of the NFT if they desire.Aside from NFTs, the new 2023 Tonale will feature the Level 2 Advanced Driver Assist Systems (ADAS) buyers in the segment expect. The Tonale's ADAS suite includes convenience features such as adaptive cruise control, with traffic jam assist, and lane centering, as well as safety features like automatic emergency braking, blind-spot monitoring, and rear cross-path protection.How Much Is the Tonale and How Do I Buy One?Alfa isn't talking prices for the new 2023 Tonale yet, but it is talking about how you can buy one. In a first for Alfa, the Tonale will be available for purchase both at the 138 Alfa dealers nationwide and online. Designed to simplify the purchasing process, Alfa says it will partner with its small dealer base to both expand each dealer's geographical footprint and make the purchasing process easier and more transparent for Tonale buyers. As part of this effort, Alfa is introducing "video checks" at the dealer, where vehicle and service techs will show owners any potential issues with their cars, with the goal of improving customer peace of mind.Although Alfa Romeo says it won't release 2023 Tonale pricing until closer to its early 2023 launch, it has told us that prices would be "competitive" with the segment. The Tonale will be offered in just three trims at launch: The base Tonale Sprint will be available with the gas engine only, the midlevel Tonale Ti will offer both gas and PHEV options, and the loaded Tonale Veloce will be PHEV only. Our best guess is that the Tonale Sprint will begin around $37,000 or so, Tonale Ti around $42,000, and Tonale Veloce around $45,000.Regardless of what the Tonale costs, there's no denying it's a significant transition for Alfa as it races to become the first manufacturer in the Stellantis family to go all-electric.Looks good! More details?

Welcome to MotorTrend's inaugural Performance Vehicle of the Year (PVOTY) competition. A quick history: We've awarded our Car of the Year title since 1949. In 1978, we added Truck of the Year and then SUV of the Year in 1999. Alongside Person of the Year, these have been our automotive Of The Year awards for decades. Until now.Why, and why now? It's instructive to look back at MotorTrend's old Import Car of the Year. First awarded in 1970, the idea of ICOTY was to finally acknowledge an indisputable truth: Cars from auto manufacturers outside of America were here to stay and should be celebrated, at least for a while.We awarded ICOTY alongside COTY until 1999, when my predecessors decided to fold the former back into the latter because shifts in automotive manufacturing and global economics challenged the notion of what constitutes foreign and domestic vehicle production. What is a car's country of origin if the engine is made in Brazil, the body panels are stamped in Canada, the transmission and wiring harness are produced in Mexico, and final assembly occurs in Michigan? Or if multiple factories around the world assemble the same vehicle? Our editorial forebears ultimately decided none of this matters and that the inherent goodness of the car, the breakthrough experience it delivers, and how history would view it were much more important.They read the room and made the right call, which is what we are doing here with our focus on performance. I submit to you the following:We live in a golden automotive age. Thirteen years ago, we reported the horsepower wars were over. We were wrong. To twitch an eyebrow these days, you need at least 500 hp, if not four figures for tongues to really start wagging. This inflation is not just limited to hyper-expensive exotic cars. For $37,000, you can buy a Ford Mustang GT with 460 ponies. Need more vroom? Try the 505-hp Alfa Romeo Stelvio. Or if you need to move a couch, in a hurry, up a sand dune? The 702-hp Ram 1500 TRX has you covered.These power and torque increases, along with all the fancy systems that allow their delivery, have resulted in a golden age of performance, as well. Those who monitor lap records at the vaunted Nürburgring Nordschleife know what I'm talking about. It used to be that a stock production car lapping the iconic German test track in less than 8 minutes joined an exclusive club. Now, a hot hatch like the Honda Civic Type R is quicker than that, and we see Porsches, Mercedes-AMGs, and Lamborghinis running in the 6:40 (or quicker) bracket. Our own testing bears this out; in the past two years, we've seen our 0-60 record fall twice—first to less than 3.0 seconds and then to almost less than 2.0. This is bonkers.Megawatt advances in automotive tech are responsible for a lot of this golden-era shine. While one of the highest-horsepower production cars is still a 16-cylinder, quad-turbo, gas-burning Bugatti Chiron Super Sport, you can order our electrifying 2022 Car of the Year Lucid Air with up to 1,111 hp, or a Tesla Model S with 1,020 hp. On the truck side, the Hummer EV pickup is also available with 1,000 hp, and our 2022 Truck of the Year, the Rivian R1T, comes standard with 835 hp. Oh, and the two vehicles that broke our 0-60 record? Electric all-stars from Porsche and Tesla.As we continue to cover the evolution of the automobile and the automotive industry, we believe our electrified future is inevitable, so we're going to walk a second, parallel path with all the existing, mostly gas-burning vehicles we know and love.Internal combustion technology has never seen higher outputs, greater efficiency, or more thrills per cubic inch than right now. But as more carmakers trumpet about going all in on EVs, we receive quietly distributed notices about their final run of internal combustion engines, starting with the burliest V-10s and V-8s. Exiting right alongside: manual transmissions.We know some of you mourn the coming loss of dropping the clutch, mashing the gas, and ripping your right hand through six or seven gears. You loudly curse this transition; we hear you and understand. Every year, for more than a decade, we sent dozens of staffers on the road for two weeks, testing and driving the world's top sports cars in search of the Best Driver's Car. But that BDC program has run its course; PVOTY is Version 2.0, built upon the belief it's possible to be excited for the future, embracing all the broken barriers to come, while celebrating the end of an era. That is what we set out to do with our Performance Vehicle of the Year. We're applying our decades of experience and rigorous, industry-leading Of The Year framework to the realm of performance machines, whatever body style they happen to come in.Time is short. The world is changing. So let's round up the stickiest-tired whoop machines—whether gas- or electron-powered—and smoke 'em while we got 'em (and can still drive 'em). Please enjoy our first MotorTrend Performance Vehicle of Year competition.

ProsSix-speed manual is pure joyLight, tactile handlingIncredible value proposition ConsBrakes need more staying powerHigh and vague clutch engagement pointRevs can hangFor the as-tested price of the Lamborghini Huracán STO, you could buy 15-and-a-half Si-badged Honda Civics, the lowest-priced, least powerful, and third-lightest contender vying for our PVOTY calipers. Did a humble, sub-$30K, front-wheel-drive economy sedan making only 200 horsepower have a chance against all the Black Series/Wings, M's, V's, GTs and GT3s?Abso-friggin-lutely. In fact, many of the supposed shortcomings of the 2022 Honda Civic Si made it stand out in our field of monstrously powered beasts. Subtracting brute force and head-snapping thrust—and much of the associated sound and fury—sharpened our judges' perception of other attributes. "There's something really tactile and raw about the Civic Si that gets me going," director of editorial operations Mike Floyd said. "Its four-cylinder at full chat just sounds so lean and mean."The Civic Si makes a strong value and fuel economy statement, and the Si's mini-Accord styling adds maturity missing from the previous-generation Civic. Engineering excellence is everywhere you look and touch; every judge called out the light, communicative steering and the "delightful" feel and "super-precise" throws of the Si's six-speed manual transmission, as they extracted all 192 lb-ft from the 1.5-liter turbo inline-four."More low-end torque and a longer horsepower peak are exactly what this engine needed," features editor Scott Evans said. "The torque makes it nicer to drive at every speed, and the power no longer falls off at the top end."To be clear, at nearly 15 pounds per horsepower (more than double the load of some other competitors), the Si is slow, but "Who cares?" was the prevailing sentiment. "It's just so stable and confident in a corner," Evans said. "You just want to drive it faster and faster because it's so rewarding. It's still a momentum car, and that's great because it really makes you work on your driving to get the most out of it."Amid the pages of notes on all our competitors, the adjectives "authentic," "approachable," and "attainable" were reserved for the Si. It was the performance vehicle everyone could quietly appreciate. "There is something appealing about seeing myself in an Si that makes me like it even more in this competition, which is loaded with vehicles I could never hope to actually own in my lifetime," deputy editor Alex Stoklosa said.So why wasn't it even a finalist? For one thing, the only other front-driver in the mix, the Hyundai Veloster N, delivered an even more intriguing and irresistible combination of turbo-boosted fun. And there were some blemishes on the Civic Si's otherwise smooth 'n' sporty driving experience. Squishy at first dab, the Si's brakes faded for some judges by the end of the handling course. Although that's a non-factor on the street, it did not bode well for the at-the-limit track sessions the finalists would encounter. Judges also called out the clutch's light pedal and its high and vague engagement point. The engine's tendency to hang onto revs also drew criticism.For some, the Si just wasn't a big enough step up from the already sublime 11th-generation Civic. Other judges were tantalized but left thirsty for the sharper edge and much-needed power boost promised by the coming Civic Type R. So we shall wait for next year. 2022 Honda Civic Si Specifications Base Price/As tested $28,315/$28,515 Power (SAE net) 200 hp @ 6,000 rpm Torque (SAE net) 192 lb-ft @ 1,800 rpm Accel, 0-60 mph 7.1 sec Quarter-mile 15.3 sec @ 92.8 mph Braking, 60-0 mph 110 ft Lateral Acceleration 0.93 g (avg) MT Figure Eight 26.3 sec @ 0.67 g (avg) EPA City/Hwy/Comb 27/37/31 mpg Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine, Transmission 1.5L Turbo direct-injected DOHC 16-valve I-4, 6-speed manual Curb Weight (F/R DIST) 2,981 lb (59/41%) Wheelbase 107.7 in Length x Width x Height 184.0 x 70.9 x 55.7 in On Sale Now Show All

ProsStrong, great-sounding engineOutstanding manual shifterYour hat stays on at 120 mph with top down ConsDoesn't handle as well as expectedSomewhat odd gearingWe know it can be betterLet's take a trip back to 2016, even if Porsche diehards would prefer we didn't. That's when the company introduced the fourth-generation Boxster, now with a 718 prefix and (cue the loyalists' gags) turbocharged flat-four engine offerings in place of the naturally aspirated flat-sixes that had powered every version of the popular and much-lauded roadster since it first arrived 20 years earlier.The new engines were among the best four-bangers in history, but nevertheless, cries never ceased for a reversion to the old. So while other 718 Boxsters carry on with the 2.0- and 2.5-liter turbocharged units, the prior 2.5-liter 718 GTS that lasted a scant two model years in the U.S. between 2018 and 2019 is gone. Instead, the new 982-series 718 Boxster GTS 4.0-liter gives many of us what we've wanted: a new flat-six. The engine itself is a punched-out, free-breathing derivation of the 3.0-liter twin-turbo 9A2 flat-six family found in every non-GT and non-Turbo 991.2 and today's 992 911s. It 394 hp and 309 lb-ft of torque, figures that.Other items of note: The GTS 4.0 adds thicker anti-roll bars, recalibrated PASM dampers, upgraded chassis mounts, slightly larger brakes, and upgraded wheels. Along with the larger engine and extra standard features like heated seats and dynamic lights, it boasts Porsche Torque Vectoring with a mechanical limited-slip differential. However, the car adds roughly 145 pounds compared to the old GTS 2.5, .Contrary to what we expected heading into PVOTY, though, the overall package didn't blow away our judges."I'm whelmed," features editor Scott Evans said. "I expected to love this car, and I'm kind of meh on it. I know Porsche can do better with this chassis. It's the damping that surprised me; it doesn't soak up midcorner bumps as well as I expected, and it feels a little skittery at high speeds. Porsches are usually more locked down, and as a result, I couldn't carry as much speed through fast, bumpy sweepers as I could in lesser cars. I was 8 mph faster in the Subaru. But what a fantastic shifter; it's just perfect in movement and feel. Sucks about the super-long second gear, though. I kept wanting to take extra laps to see if I was doing something wrong. I felt like I could learn to drive the car better if I just kept trying, even though I knew some of the issues really didn't have anything to do with my driving."Senior features editor Jonny Lieberman agreed. "Evans is right," he said. "The Boxster GTS is good, but it isn't great. The long second gear makes things a little confusing, and it just doesn't handle as well as we expected it to."The fact we can say this about such a capable machine that's long been a favorite speaks volumes about just what a stupendous level of performance modern sports cars have reached. As features editor Christian Seabaugh said, "Other than the noted 'complaints,' it's an excellent car. Well balanced, poised, and easy to drive fast and find your limit. The steering is sharp and direct, and the brakes are pretty good."In the end, while the 718 GTS 4.0 is a great Boxster, it isn't yet quite as outstanding as we know it can be.2021 Porsche 718 Boxster GTS 4.0 Specifications Base Price/As tested $90,250/$100,000 Power (SAE net) 394 hp @ 7,000 rpm Torque (SAE net) 309 lb-ft @ 5,000 rpm Accel, 0-60 mph 4.2 sec Quarter-mile 12.4 sec @ 115.9 mph Braking, 60-0 mph 99 ft Lateral Acceleration 1.07 g (avg) MT Figure Eight 23.6 sec @ 0.87 g (avg) EPA City/Hwy/Comb 17/24/19 mpg Vehicle Layout Mid-engine, RWD, 2-pass, 2-door convertible Engine, Transmission 4.0L direct-injected DOHC 24-valve flat-6, 6-speed manual Curb Weight (F/R DIST) 3,173 lb (45/55%) Wheelbase 97.4 in Length x Width x Height 172.4 x 70.9 x 49.7 in On Sale Now Show All

Welcome to MotorTrend's inaugural Performance Vehicle of the Year (PVOTY) competition. A quick history: We've awarded our Car of the Year title since 1949. In 1978, we added Truck of the Year and then SUV of the Year in 1999. Alongside Person of the Year, these have been our automotive Of The Year awards for decades. Until now.Why, and why now? It's instructive to look back at MotorTrend's old Import Car of the Year. First awarded in 1970, the idea of ICOTY was to finally acknowledge an indisputable truth: Cars from auto manufacturers outside of America were here to stay and should be celebrated, at least for a while.We awarded ICOTY alongside COTY until 1999, when my predecessors decided to fold the former back into the latter because shifts in automotive manufacturing and global economics challenged the notion of what constitutes foreign and domestic vehicle production. What is a car's country of origin if the engine is made in Brazil, the body panels are stamped in Canada, the transmission and wiring harness are produced in Mexico, and final assembly occurs in Michigan? Or if multiple factories around the world assemble the same vehicle? Our editorial forebears ultimately decided none of this matters and that the inherent goodness of the car, the breakthrough experience it delivers, and how history would view it were much more important.They read the room and made the right call, which is what we are doing here with our focus on performance. I submit to you the following:We live in a golden automotive age. Thirteen years ago, we reported the horsepower wars were over. We were wrong. To twitch an eyebrow these days, you need at least 500 hp, if not four figures for tongues to really start wagging. This inflation is not just limited to hyper-expensive exotic cars. For $37,000, you can buy a Ford Mustang GT with 460 ponies. Need more vroom? Try the 505-hp Alfa Romeo Stelvio. Or if you need to move a couch, in a hurry, up a sand dune? The 702-hp Ram 1500 TRX has you covered.These power and torque increases, along with all the fancy systems that allow their delivery, have resulted in a golden age of performance, as well. Those who monitor lap records at the vaunted Nürburgring Nordschleife know what I'm talking about. It used to be that a stock production car lapping the iconic German test track in less than 8 minutes joined an exclusive club. Now, a hot hatch like the Honda Civic Type R is quicker than that, and we see Porsches, Mercedes-AMGs, and Lamborghinis running in the 6:40 (or quicker) bracket. Our own testing bears this out; in the past two years, we've seen our 0-60 record fall twice—first to less than 3.0 seconds and then to almost less than 2.0. This is bonkers.Megawatt advances in automotive tech are responsible for a lot of this golden-era shine. While one of the highest-horsepower production cars is still a 16-cylinder, quad-turbo, gas-burning Bugatti Chiron Super Sport, you can order our electrifying 2022 Car of the Year Lucid Air with up to 1,111 hp, or a Tesla Model S with 1,020 hp. On the truck side, the Hummer EV pickup is also available with 1,000 hp, and our 2022 Truck of the Year, the Rivian R1T, comes standard with 835 hp. Oh, and the two vehicles that broke our 0-60 record? Electric all-stars from Porsche and Tesla.As we continue to cover the evolution of the automobile and the automotive industry, we believe our electrified future is inevitable, so we're going to walk a second, parallel path with all the existing, mostly gas-burning vehicles we know and love.Internal combustion technology has never seen higher outputs, greater efficiency, or more thrills per cubic inch than right now. But as more carmakers trumpet about going all in on EVs, we receive quietly distributed notices about their final run of internal combustion engines, starting with the burliest V-10s and V-8s. Exiting right alongside: manual transmissions.We know some of you mourn the coming loss of dropping the clutch, mashing the gas, and ripping your right hand through six or seven gears. You loudly curse this transition; we hear you and understand. Every year, for more than a decade, we sent dozens of staffers on the road for two weeks, testing and driving the world's top sports cars in search of the Best Driver's Car. But that BDC program has run its course; PVOTY is Version 2.0, built upon the belief it's possible to be excited for the future, embracing all the broken barriers to come, while celebrating the end of an era. That is what we set out to do with our Performance Vehicle of the Year. We're applying our decades of experience and rigorous, industry-leading Of The Year framework to the realm of performance machines, whatever body style they happen to come in.Time is short. The world is changing. So let's round up the stickiest-tired whoop machines—whether gas- or electron-powered—and smoke 'em while we got 'em (and can still drive 'em). Please enjoy our first MotorTrend Performance Vehicle of Year competition.

MotorTrend's Of the Year award season is nearly closed out for 2022—and we've saved the most exciting for last: Our inaugural Performance Vehicle of the Year. Following up our 2022 Car of the Year, SUV of the Year, and Truck of the Year awards, PVOTY is a new one, a celebration of performance above all else. As with the other OTY awards, eligibility demands only that a vehicle be new or significantly updated for 2022, though no price cap applies. Note we use the term "vehicle" and not "car"—this is because any performance-oriented vehicle can compete. Cars, SUVs, hatchbacks, sedans, coupes, trucks, you name it—anything designed to elevate a driver's experience on a good road or while tearing up a racetrack is eligible. Just like with our other Of the Year awards, PVOTY contenders are judged against six criteria: Safety, value, advancement in design, engineering excellence, efficiency, and performance of intended function. Starting with 22 vehicles, we narrowed down the field to a list of finalists and, finally, a single winner. To kick things off here, we present the 2022 Performance Vehicle of the Year contenders, those models that didn't make the finalist cut.

cadillac ct4 Full OverviewWhen the Cadillac ATS-V first hit the streets in 2016, we immediately threw it into comparison tests with the heavyweights: the Alfa Romeo Giulia Quadrifoglio, BMW M3, and Mercedes-AMG C63. The ATS-V came close, but it never won any of those comparisons. The new 2022 Cadillac CT4-V Blackwing—the CT4 is essentially a heavily updated ATS—attempts to right the wrongs of the older car.The CT4-V Blackwing should be immediately familiar to ATS-V drivers, despite the new name, face-lift, and extra 4 inches in length. Under the skin, the CT4-V Blackwing (not to be confused with the CT4-V, which is more of an interim performance model than full-blown V) features a carryover 3.6-liter twin-turbo V-6. Although the engine is upcycled, thanks to intake and tuning changes, it makes eight more horsepower now; output now totals 472 hp and 445 lb-ft of torque. Transmission options include a Tremec-sourced six-speed manual or a new 10-speed auto like the one on our test car. The latter replaces the old eight-speed unit, and it's quicker-shifting.Unlike some of its German rivals, rear-wheel drive is the only drivetrain option for this Cadillac. Other performance-minded changes include the adoption of Delphi's fourth-generation MagneRide shocks, the latest iteration of GM's Performance Traction Management (PTM) system, and two optional carbon fiber packs, which combine for a claimed 214 percent reduction in lift. Prices for the CT4-V Blackwing begin at $59,800, and our near-loaded car stickered for $80,235.The Performance NumbersDespite its eight horsepower and two-gear advantage over   (we also tested the ATS-V in coupe form), the new CT4-V Blackwing is pokier at the test track than the ATS-V it replaces. The Blackwing accelerates from 0 to 60 mph in 4.0 seconds and through the quarter mile in 12.4 seconds at 114.0 mph; its best 60-0 stop was 106 feet. An automatic-equipped 2016 ATS-V sedan, for comparison, ran from 0 to 60 in 3.7 and through the quarter in 12.1 at 116.2 mph. Despite the Blackwing's more modern hard and software, it's the same story around the figure eight; its best lap was 23.8 seconds at a 0.84 g average, while the ATS-V did it in 23.7 seconds at 0.88 g. We suspect the new car's 100-pound weight disadvantage is to blame for the disparity.Although the CT4-V Blackwing doesn't offer up objective performance advantages over the car it replaces, it is significantly quicker than the CT4-V. Powered by a 2.7-liter turbocharged I-4 good for 325 hp and 380 lb-ft of torque and mated to a 10-speed auto, the non-Blackwing accelerates to 60 mph in 5.5 seconds and through the quarter in 14.2 seconds at 95.2 mph, and it stops from 60 mph in 110 feet. The CT4-V's best figure-eight lap was 25.4 seconds at 0.73 g.The DrivingOn the road, the CT4-V Blackwing driver is phenomenal—light on its feet, buttoned down, and practically telepathic. Few cars on sale today can match the CT4-V Blackwing in terms of pure feel and connection with its driver on a good, twisty bit of pavement. The Cadillac's PTM system deserves special praise, as it allows for tail-out antics while maintaining its undetectable leash on the rear end (and keeping you on the road).We wish we were as in love with the CT4-V Blackwing's powertrain. It's not that there's anything outright wrong with the V-6/automatic combo; it's punchy and powerful, and the transmission does its damnedest to convince you it's Porsche's PDK in terms of quick and precognitioned shifts. It's just that it's … boring, and this lack of character is perhaps the biggest sin you can make in creating a performance car. If those complaints sound familiar, it's because they are. We said the same thing five years ago when we first drove the ATS-V, suggesting that Cadillac fit the Chevrolet Camaro's (its platform mate) naturally aspirated V-8 into its sport sedan. Cadillac still hasn't done so, and given its promise that the CT4-V Blackwing and CT5-V Blackwing are its last two gas-powered V cars, it likely never will.The Rest of the StoryInside, the CT4-V Blackwing's interior takes a noticeable step up from that of the ATS-V's. The older car had a bit of a "low-spec German rental car" vibe inside, but the new CT4 bursts with quality and craftsmanship, even if there's still room for improvement. We really liked the redesigned dash the most. It features Cadillac's latest CUE infotainment system and a fully digital dash. We also took a shine to the redesigned steering wheel, which now prominently features a PTM switch at the 5 o'clock position—an infinitely better solution than burying the feature in traction control menus as in past products. We were also fans of the thickly bolstered, leather-wrapped bucket seats and carbon-fiber trim, though we found the armrests to be hard and the car rather cramped in general.Although the 2021 Cadillac CT4-V Blackwing isn't quicker than the ATS-V or the V-8-powered small Cadillac sport sedan of our dreams, it nevertheless is one of the most enjoyable and fun luxury performance cars on the road. As for how it stands up to the latest and greatest competition? Well, we already staged round one.As far as I can find, we never wrote anything about the sedan despite testing it. The previous link went to the coupe, which we tested on the same day.It's in MT Numbers and also the first link in the opening grafBlanked on my end there. Meant I couldn't find a stand-alone first test.Looks good! More details?2022 Cadilac CT4 V Blackwing Specifications BASE PRICE $59,900 PRICE AS TESTED $80,235 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 3.6L Twin-turbo direct-injected DOHC 24-valve 60-degree V-6 POWER (SAE NET) 472 hp @ 5,750 rpm TORQUE (SAE NET) 445 lb-ft @ 3,500 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 3,888 lb (53/47%) WHEELBASE 109.3 in LENGTH x WIDTH x HEIGHT 187.6 x 71.4 x 56.0 in 0-60 MPH 4.0 sec QUARTER MILE 12.4 sec @ 114.0 mph BRAKING, 60-0 MPH 106 ft LATERAL ACCELERATION 1.05 g (avg) MT FIGURE EIGHT 23.8 sec @ 0.84 g (avg) EPA CITY/HWY/COMB FUEL ECON 16/24/19 mpg EPA RANGE (COMB) 331 miles ON SALE Now Show All

How Bad Is the New Mail Truck?A Stern Letter from the EPAA Measured Warning

lincoln corsair Full OverviewThe 2021 Lincoln Corsair Grand Touring sounds like a losing proposition. Why pay Nautilus midsize SUV money for a compact SUV? Well, the Corsair's design for starters. The 2021 Lincoln Corsair's attractive curves gracefully slice through the luxury SUV noise—look elsewhere for angular or sporty styling. Now consider the Grand Touring model's plug-in hybrid powertrain, and the Corsair begins to make sense. This intriguing Lincoln is one refresh away from true excellence, but the Corsair Grand Touring already offers enough to steer open-minded shoppers away from Audi, Volvo, and Lexus dealerships.A Shrinking SegmentWith plug-in hybrid versions of the Mercedes-Benz GLC and BMW X3 discontinued for the U.S. market, only four players remain. Lexus burst onto the scene with the new NX450h+, Volvo has the long-running XC60 T8, Audi offers the Q5 TFSI e, and Lincoln sells the Corsair Grand Touring. All four deliver on the promise of plug-in hybrids—great efficiency like a hybrid, but with miles of electric-only range. Recharge them by plugging in at night, then set out the next day on EV-only propulsion once again. When it's time for a road trip, the SUV turns into a conventional hybrid; the gas-fueled engine takes you wherever you want to go. That's what makes plug-in hybrids so appealing. Despite their greater powertrain complexity, they can serve as an introduction to electric cars.If you aren't ready to try fully electric models, the Lexus NX350h also exists in this space. A standard non-PHEV hybrid, the NX350h undercuts the Lincoln and its direct competitors in price but can't match the flexibility a plug-in provides.Grand Touring = Best Performing Lincoln Corsair?Comfort and smoothness are higher priorities for Lincoln than sportiness, but who says you can't enjoy those qualities swiftly? The 2021 Lincoln Corsair Grand Touring (and essentially the unchanged 2022 model, which starts at $51,525 and would cost $62,125 similarly equipped) enter the plug-in compact luxury SUV segment with 266 hp from an Atkinson-cycle 2.5-liter I-4 and its electric motors. Acceleration to 60 mph takes 6.3 seconds, quicker than the base 250-hp Corsair 2.0 (7.3 seconds) and two tenths of a second ahead of the 295-hp Corsair 2.3. The Corsair Grand Touring's 6.3-second performance comes in hybrid mode; travel in EV-only mode, and responses are more leisurely unless you press the throttle all the way down—the Lincoln will then get the message and turn on the gas engine again.The 2021 Lincoln Corsair Grand Touring faces quicker competition outside of the Lincoln dealership. The last Volvo XC60 T8 Recharge we tested hit 60 in just 5.0 seconds. An updated model offered alongside the standard T8 Recharge version is said to shave a half second from that time, which would match a 2021 Audi Q5 plug-in hybrid we tested. The Audi hybrid reached 60 in only 4.5 seconds. As for the new NX450h+, a 5.5-second time means Lexus is still certifiably quick unless your other car is a Corvette or Tesla.What the Lincoln Corsair Grand Touring numbers don't tell you is how the engine sounds. For a luxury SUV, it's simply too loud. If you never drove the competition, you might never know to expect better, but of course we have—and we do. The Audi, for one, is quieter for around-town driving when the engine is on.Otherwise, the Corsair Grand Touring delivers on the unofficial Lincoln promise of quiet and comfortable cruising. An adaptive suspension is standard on the plug-in, and the ride quality is good, even on our test SUV's gorgeous 20-inch wheels. You'll experience slightly more body motions from the Lincoln than you might from the Audi, and the steering lacks feel. The Lincoln's planetary continuously variable transmission is smoother in everyday driving, however, and the brakes feel fine until the very end of their travel, when they pull back more than you'd expect. Drivers can get used to this Grand Touring quirk without much trouble, and no SUV in this four-vehicle segment has perfect brake feel. There's room for improvement, but Lincoln did a good job here.In 60-0-mph panic braking, the 2021 Lincoln Corsair Grand Touring comes to a stop in 115 feet, which compares to 131 feet for the 2022 Lexus NX450h+, 116 feet for the 2021 Audi Q5 plug-in, and 114 feet for the Volvo XC60 T8 Recharge. One note from our test team about the Lincoln: The brakes began to smell during this part of its time at the track, which involves four consecutive stops from 60 mph. In figure-eight testing, which evaluates braking, acceleration, handling, and the transitions in between, the Corsair fared surprisingly well for a luxury-first SUV. The Lincoln completed the MotorTrend course in 26.9 seconds at 0.64 g (average), far better than the 2022 Lexus NX450h (28.4 seconds at 0.57 g) and not much different from a 2020 Lincoln Corsair 2.3 (27.3 seconds at 0.67 g)On the road, the Corsair lacks the light and entertaining feel that defines the Ford Escape, one SUV the Lincoln shares its platform with. With Lincoln's focus on luxury, however, that's not a huge loss. Drive the Corsair Grand Touring sensibly, and the Lincoln remains in its element.Lincoln Range and Efficiency vs. Lexus, Audi, and VolvoRange is hugely important in a plug-in hybrid; models with greater range allow you more time to luxuriously glide along under electric power. The Lincoln has a 14.4-kWh lithium-ion battery pack and manages the second-best EPA-rated PHEV efficiency rating, behind only the Lexus. Electric-only range comes in at 28 miles, again second best to the class-leading Lexus. Volvo trails the pack in efficiency and EV range but is preparing another T8 Recharge model with a claimed 32 miles of EV range.Vehicle EV Range PHEV Efficiency, EPA Combined Efficiency as a Hybrid, EPA Comb. 2022 Lincoln Corsair Grand Touring 28 miles 78 mpg-e 33 mpg 2022 Lexus NX450h+ 37 miles 84 mpg-e 36 mpg 2022 Audi Q5 TFSI e 23 miles 61 mpg-e 26 mpg 2022 Volvo XC60 T8 Recharge 19 miles 57 mpg-e 25 mpg Show AllAfter your electric miles are up, the Lincoln's four-cylinder engine takes over seamlessly, and the luxury SUV operates as a hybrid. As with the competition, drive modes allow you to save your EV juice for later if you want. Put it all together, and the Lincoln can travel farther in EV or normal hybrid modes than the Audi and Volvo models presently rated by the EPA, but not as far as the Lexus.We just wish the Lincoln Corsair didn't have a worst-in-class 11.1-gallon gas tank. The tiny tank means you'll stop sooner on long highway road trips. But for day-to-day driving, the average luxury SUV customer will likely want the Lincoln's extra EPA-rated range over the electrifying speed of the Audi and Volvo. Once the updated XC60 T8 Recharge arrives in the U.S., the extra EV range may make it more of a player. The Corsair Grand Touring, however, undercuts that Volvo and others by thousands with its low-$50,000 base price. Our optioned-up test SUV carried an MSRP in the low-$60,000 range, like the Lexus and Audi but still below the Volvo.With the Lincoln, expect charging to take around 3.5 hours on a Level-2 240-volt charger, or 11 hours with a standard 110-volt outlet. As this is written, the Lincoln qualifies for a $6,843 tax credit. That's less than the $7,500 you can get for the Lexus and the 2022-model-year Audi but more than the Volvo's $5,419. (The new longer-range XC60 qualifies for the full $7,500.)Lincoln Luxury Inside Is a Mixed BagInside, the 2021 Lincoln Corsair's interior mostly justifies its $61,035 price, depending on what you seek from a luxury SUV. We still appreciate the Detroit Symphony Orchestra-sourced entry chimes and the soft material on the inside of the door pulls—the latter is a detail Lincoln and Lexus regularly get right. The center stack of controls might look intimidating at first, but over the course of our time with the SUV, we found them easy to use without even looking down. The Audi has a higher standard of interior quality, but more of the Lincoln's interior controls can be operated quickly, from volume and tuning to temperature and fan speed. That's thanks to the angle of the center stack—it's not completely vertical like so many other cars—and because of its mix of tabs and physical knobs.The biggest drawback inside isn't materials or the large Ford-sourced key fob. Rather, it's the tech. The Corsair's 8.0-inch screen isn't angled toward the driver the way the screens in the Audi and Lexus are, nor is it big enough to meet today's standards. No, bigger isn't always better, but in this case the size is a downer, whether you're using the split-screen display within Apple CarPlay or using the 360-degree camera system.Lincoln's 12.3-inch digital instrument cluster has style but could also use some updating. The configurable system's pared-back aesthetic looks premium, and there are even a couple plug-in hybrid-specific displays. Even so, we hope future Corsairs will display more characters in the audio display; with so much available screen space, the song title shouldn't cut off as often as it does. Elsewhere in this segment, we're not fans of the XC60's narrow, vertical infotainment touchscreen, but the 10.1-inch touchscreen in the Q5 and 14.0-inch touchscreen in the NX work well.In the Lincoln, you can sooth any tech frustrations with the available massaging seats. Thanks to the Corsair's lower base price, adding options still allows you—in terms of bang for your buck—to add even more options. That means it's easy to check the box for the massaging front seats and the superb 14-speaker Revel sound system. Also, despite the Corsair's smaller overall length compared to the others, it offers a good-sized 26.9 cubic feet of cargo space.The VerdictTry the Lincoln Corsair if you're comfortable driving a luxury vehicle that's no Lexus or Audi in terms of brand cachet. Where the Lincoln charts its own course in this segment is its clear focus on luxury, not sportiness—that's going to be a good thing for the right buyer. Although the Corsair Grand Touring lacks standout appeal in this foursome of SUVs, the Lincoln compensates for it with generally good scores almost everywhere else.Say it with us: There's no such thing as a perfect car. But if you can handle a small touchscreen and above-average engine noise, the Lincoln Corsair Grand Touring is worth considering, even against rivals from Audi, Volvo, and Lexus. We just can't wait for the refresh.Looks good! More details? 2021 Lincoln Corsair (Grand Touring AWD) SPECIFICATIONS BASE PRICE $51,485 PRICE AS TESTED $61,035 VEHICLE LAYOUT Front-engine, front/rear motor, AWD, 5-pass, 4-door SUV ENGINE 2.5L port-injected Atkinson-cycle DOHC 16-valve I-4 plus permanent-magnet elec motors POWER (SAE NET) 163 hp @ 6,250 rpm (gas), 67+48 hp (elec); 266 hp (comb) TORQUE (SAE NET) 155 lb-ft @ 4,500 rpm (gas), 173+111 hp (elec) TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 4,573 lb (54/46%) WHEELBASE 106.7 in LENGTH x WIDTH x HEIGHT 180.6 x 74.3 x 63.8 in 0-60 MPH 6.3 sec QUARTER MILE 14.8 sec @ 95.1 mph BRAKING, 60-0 MPH 115 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 26.9 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 34/32/33 mpg (gas), 83/72/78* mpg EPA RANGE, COMB 430* mi ON SALE Now *EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes. Show All

Most people wouldn't associate the turbocharged, all-wheel-drive Subaru WRX with extraordinary fuel economy, though the four-door sedan caters to young buyers who care about fun driving dynamics as well as saving their money. That may soon change—albeit not because its fuel economy is extraordinarily good. The new 2022 Subaru WRX has just been rated by the EPA and its fuel economy numbers slide past mediocre and fall below those of the outgoing model, landing weirdly close those of a full-size, four-wheel-drive Ford F-150 pickup truck powered by the midrange 2.7-liter EcoBoost V-6 engine.Yep, you read that right. The WRX has been rated at 19/25/21 mpg on city/highway/combined with the CVT transmission, while Ford's much larger, heavier, and larger-engined truck delivers 19/24/21 mpg—just 1 mpg short of the Subaru on the highway. Even if you opt for the manual transmission (like you should), the Subie's EPA figures only improve to 19/26/22 mpg. There's no other way to put it—those numbers are pretty bad for a car of the WRX's size and power output.The 2022 WRX gets a new 2.4-liter turbo-four engine that makes 271 hp and 258 lb-ft of torque. That's just three extra ponies and no more torque than the old WRX's 2.0-liter boxer engine. That extra displacement means fuel economy drops by 1 mpg across the board (except for the automatic's combined rating) compared to the previous model, which itself was no model for efficiency.Looking at the Subaru's direct competition, the story stays pretty bleak. A Honda Civic Type R makes more power and carries EPA estimates of 22/28/25 mpg; the also more powerful Hyundai Elantra N sedan with the manual is rated for 22/31/25 mpg; and the (you guessed it, also more powerful) Volkswagen Golf R six-speed gets 20/28/23 mpg (it also has AWD like the Subaru, while the Honda and Hyundai are front-drive). While some of those are hatchbacks, they still play in the same sporty compact segment, and all three at least deliver something close to or above 30 mpg on the highway. If you can deal with a little less power and front-drive, the 200-hp 2022 Honda Civic Si delivers 27 mpg city, 37 mpg highway, and 31 mpg combined.Subaru said the EPA tested the WRX in Sport mode, its most performance-oriented set up as default, which obviously doesn't maximize fuel efficiency. While the WRX has never been a fuel efficient car, the fact the competition is much more efficient is uneasy.We are very pleased with the way the 2022 Subaru WRX drives, which again is largely the point of a car like this. It's fun, sticky, and practical. It has all the right ingredients to stand out in the sport compact world—except wallet-friendly fuel economy. Although the WRX's pricing hasn't been announced, we don't think it will deviate much from the outgoing model, which starts at $28,420, when it arrives at dealerships this spring.We do not believe that customers view the WRX as an economy car. The WRX is designed as a performance vehicle first and foremost and does sacrifice some economy as a result. The automatic WRX did improve over the previous generation, even though it is EPA tested in Sport mode, its most performance oriented set up as a default, which doesn't maximize economy.

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