There's a reason the terms "midsize sedan" and "family sedan" are interchangeable. Once upon a time, before crossovers and SUVs took over the psyche of American car buyers, these right-sized four-doors were all the car most families needed. They still are, but with their functional roles having been stolen by compact and midsize SUVs, midsize sedans are pivoting toward style and driving fun as a means to attract attention. If practical-minded buyers flock to SUVs, the thinking goes, to hell with practicality—bring on a sedan with a turbocharged engine, an athletic chassis, and eye-catching flair.This isn't to say the affordable midsize four-door sedans on this list aren't practical. After generations of size increases, most of the family sedans in this segment are huge inside, with commodious trunks, too. Most are FWD, but AWD is often available to offer further enticement for would-be SUV shoppers. Many are also surprisingly fuel efficient, and several have hybrid powertrains available. We've reviewed them all and ranked them through our MotorTrend Ultimate Car Rankings, so read on for MotorTrend's picks for the best mainstream midsize sedans you can buy for 2022.
Mecum is auctioning a rare 1942 Harley-Davidson XA military motorcycle from World War II that boasts many early engineering firsts in the company's long history. Developed after the U.S. and its allies came up against superior BMW motorcycles during the war, it aimed to beat the Nazis at their own game. Now one newly restored example can be yours.The XA was an attempt to overcome the Nazis' all-terrain superiority, particularly in North Africa, and to address issue that American bikes had involving chains in rough terrain. Harley landed on a shaft drive setup, solving that problem. And the most expedient way to engineer a shaft-drive bike was to reverse-engineer an existing one, like the excellent overhead-cam BMW R75M used by the enemy. Perhaps unable to get its hands on an R75M, the XA copied the civilian flathead R71, which wasn't quite as well-optimized for the task.Despite being a copycat, be reassured that the XA is still a true Harley-Davidson. Around 1,000 XAs were built in Milwaukee for the U.S. Army during the war, according to the Mecum, and it resulted in many production firsts for the company. It is claimed to be Harley-Davidson's first shaft-drive, four-speed, foot-shift and hand-clutch motorcycle, and also the first equipped with two carburetors. The motor's opposed cylinders were positioned "across the frame" for improved cooling in the wind compared to Harley's longitudinal V-twin designs of the time. It was also the first Harley to feature a rear-suspension plunger, and had a top speed of over 60 MPH back in 1942. The XA Type II (this example is a Type I) got Harley's first telescopic forks, which didn't reappear on Harley-Davidson designs again until years after the war.The XA, innovative as it was relative to Harley's native bikes, wasn't a success. Consider that Harley produced over 80,000 units of its V-twin motorcycles during the war, while the XA was only ordered for testing. Ultimately, the Army declined to order any more, and its role fell to the Jeep, far superior for general purpose tactical mobility. You may find it a little more adaptable to suit your interests, which are hopefully more peaceful.This isn't the first time this exact motorcycle has been auctioned in recent years. It appears to have previously been auctioned by Mecum in 2015, according to the matching plate numbers in both sets of images, where it failed to meet reserve at a high bid of $30,000. It was expected to go for as much as $50,000, but this time it's offered with no reserve.The restoration finished this XA with leather saddle-bags, a beautiful speedometer detail, and according to the listing, the auction lot includes a special mounted case for a period-appropriate "non-firing" Thompson sub-machine gun that is apparently included in the deal. The auction is in Vegas, in case that wasn't obvious.Whatever else this XA is, it's a newly restored WWII Harley-Davidson that's also particularly rare and interesting, and at least we know the bike should run very cool and catch plenty of attention. The lot is up for auction with no reserve until Jan. 29, according to the Mecum website.
Is the GMA T.33 better than the McLaren F1? Gordon Murray smiles. "Oh, yes," he says. "The engine's better, the gearbox is better. It's lighter and has a slightly better power to weight ratio. The finish and the quality are much better."The McLaren F1, created by Murray in the early 1990s at the height of his fame as a rock star grand prix race car designer, is widely regarded as the seminal hypercar, a car that set absolute benchmarks for on-road performance. One sold last year for more than $20 million. The GMA T.33, Murray's new ultralight, driver-focused mid-engine coupe will be priced from about $1.85 million, plus tax, when production starts in 2024.In the context of today's McLaren F1 market, it sounds like a bargain.The T.33 is the follow up to last year's T.50, the car Murray designed specifically as a 21st century successor to the McLaren F1 and a halo for his GMA brand. Like the T.50, it's powered by a high-revving naturally aspirated V-12 and will be available with a six-speed manual transmission. But beyond elements of the powertrain—and the air conditioning system and interior switchgear—the T.33 shares nothing with the T.50. It's a completely different car, designed for a completely different purpose.The T.33's engine has less power, less torque, and a lower rev limit than the version used in the T.50 and T.50 Niki Lauda. Dubbed the Cosworth GMA.2 and distinguished by its yellow cam covers (the T.50's were orange and the T.50 Niki Lauda's red) it makes 607 horsepower at 10,500 rpm and 333 lb-ft of torque at 9,000 rpm, 47 hp and 11 lb-ft fewer than in T.50 spec. This is due to different cams, revised valve timing and engine mapping, and new intake and exhaust systems.The decision to lop 1,000 rpm from the engine's top end wasn't just a case of ensuring differentiation between T.50 and T.33. "To be really honest," Murray says, "the main reason is that 12,100 rpm in a 4.0-liter engine with valve springs is getting right up there on the ragged edge. Going to 11,100 rpm makes much more sense." Just for reference, in T.50 spec the engine makes peak power at 11,500 rpm.The other benefit is improved drivability. Murray says in T.50 spec the engine delivers 70 percent of its peak torque from just 2,500 rpm, but the T.33 version pumps out 75 percent of its peak torque at the same crank speed and 90 percent from 4,500 rpm. "I've never driven a V-12 with such low-down torque," he says of his test sessions in the T.50, "but the T.33 is on another level altogether."As in the T.50, the T.33 V-12 drives the rear wheels through a six-speed manual transmission designed and developed by British motorsport specialist Xtrac. The T.33's transmission, which weighs just 177 pounds, shares its ultralight casing with the T.50 unit, but all the internals are new.Unlike the T.50, the T.33 can be ordered with a paddle-shift transmission. Also developed by Xtrac, this transmission features the company's ingenious Instantaneous Gearchange System (IGS), which features an integrated ratchet and pawl mechanism between each gear hub and the main shaft so that two consecutive gear ratios can be selected and engaged simultaneously, but with only one set of gears driving. As there are no clutches to actuate, switching from one ratio to the next is, well, instantaneous, and there's no interruption to the torque flow.Murray says the paddle-shift T.33 will be significantly quicker than the manual car, both in a straight line and on the track, but notes that of the 60 cars already pre-sold—like the T.50, just 100 are being built—only three have so far been ordered with the IGS transmission.The T.33's chassis eschews the usual practice of bolting front and rear subframes to a central carbon-fiber tub. Instead, the car's central structure comprises Formula 1-style aluminum-core carbon-fiber panels bonded around aluminium tubes that run from front to rear. The carbon-fiber elements provide the essential torsional and bending stiffness, as well as a strong structure for crash safety, and the design eliminates the need for bolted joints."A bolted joint is messy and heavy, and it's flexible," Murray says. "No matter how well you do it, there's always a bit of joint movement at the transition from tube to carbon."Up front, supporting the suspension, steering rack, and stabilizer bar, is a single aluminum casting, which Murray won't describe in detail other than to hint it's similar in concept to the organic Bionicast structure used at the rear of the Mercedes-Benz EQXX concept. At the rear, aluminum tubes simply cradle the engine, which is attached with just four bolts. The rear suspension is bolted directly to the transmission, and although the engine is rubber-mounted to reduce noise, vibration, and harshness, a clever trapezoidal link setup is used to lock the engine and transmission into place when subjected to loads through the rear wheels.Murray reckons the innovative design of the T.33 chassis, which is loosely based on the iStream process he developed to build lightweight cars at low cost and high volume, makes it about 44 pounds lighter than a contemporary supercar chassis of a similar size. "It's taken two years to develop the technology, and we're thinking we might build the T.33 chassis ourselves to keep it in-house," he says. Like all Gordon Murray cars, the T.33 is light. Target weight is just 2,403 pounds, a mere 230 more than the T.50 despite the car being engineered to be built in both left- and right-hand drive and meeting all U.S. and European crash regulations. That means the T.33 doesn't need massive brakes, wheels, or tires. The standard brakes are carbon ceramic, with relatively modest 14.6-inch-diameter rotors in front and 13.4-inch units at the rear. The tires are relatively modest, too—235/35 Michelin Pilot Sport 4s on 19-inch forged wheels up front and 295/30 items on 20-inch wheels out back. Power steering is by way of a new hydraulically assisted system specially developed for the car.And like all Gordon Murray cars, the T.33 will have a relatively comfortable ride. "I never do stiffly sprung cars," Murray says. "I just don't like them. If you are going to drive it on a track, you're going to feel a bit of roll and pitch." However, for those customers who want to spend most of their time in their T.33s at track days, GMA will offer a sportier suspension setup. "The cars are so handbuilt, we can do virtually anything for the customers."It's difficult to judge from the photos, but the T.33 is about the same length overall as a Porsche 718 Cayman even though its roofline is 5.5 inches lower and its 107.7-inch wheelbase is an astounding 10.3 inches longer. The pictures don't show the subtlety of its design, either, the overall flavor of which has been inspired by Murray's passion for 1960s mid-engine sports cars such as the Ferrari 206 SP Dino and the Alfa Romeo 33 Stradale.The central driving position of the T.50 dictated a very cab-forward proportion. As the T.33 has a conventional driving position, which allows the pedals to be located farther rearward in the chassis, its cabin is, like those 1960s cars, more centrally located between the wheels. The wasp-waisted car also has a broad front air intake, pronounced haunches over all four wheels, and just the merest hint of a Kamm tail at the rear.The relatively clean and simple surfacing belies some truly clever design details. There are no visible door handles; access to the cabin is via touch-sensitive buttons in the Gordon Murray Automotive logos at the base of the B-pillar. The fuel and oil fillers are hidden behind the panels on the pillars. The small vent at the base of the vertically stacked headlights not only ducts air to the front brakes but also allows the car to pass low-speed crash requirements while echoing iconic 1960s headlight graphics."There's nothing just for styling's sake on the car at all," Murray says. "Every single element has something to do. " The wide front air intake, for example, houses all the cooling hardware, which means there's no need for unsightly and un-aerodynamic ducts in the body side. Extra cooling air is ducted into the engine compartment from under the car.The ram air intake above the cabin is another case in point. While in other mid-engine cars such intakes are part of the bodywork, in the T.33 it's mounted directly to the engine and stands proud of the bodywork so it can move. That eliminates the need for a flexible coupling, which means the internals of the entire intake can be kept perfectly smooth.The other benefit, Murray explains, is more subtle: "If the intake is flush to the roof, you get a boundary layer buildup [of slow-moving air], which renders the bottom slice of the intake quite useless. By having the intake separate and floating above the car, we bleed off the boundary layer into the engine bay, which is low pressure, and then we can have a smaller, more aerodynamic duct."Although the T.33 doesn't have the downforce of the fan-forced T.50, learnings from that car have been incorporated into the floor design. Two big diffusers at the front of the car help deliver downforce to the front axle. And while testing the T.50, Murray's team found the unique stepped diffuser at the rear of the car, which had been designed to work in conjunction with the fan drawing air through it, delivered 30 percent more downforce than expected with the fan switched off.A revised version of the stepped diffuser layout is now a feature of the T.33's floor. "It was a happy accident," Murray says of the discovery. "But it means most of the downforce is developed at the front of the diffuser, near the car's center of gravity."Combined with the two-thirds total downforce developed by the front diffuser, that means the T.33 doesn't need a splitter protruding from underneath the front air intake. The only active aero device on the car is a rear wing that tilts to maintain aero balance at high speed and flicks to near vertical under braking.All this careful attention to aerodynamic detail has resulted in one very practical benefit: luggage capacity. In addition to being able to accommodate two cases in its full-width frunk, the T.33 can also carry two each in either side of the car, in compartments between the door opening and the rear wheel. To access the compartments, the entire rear quarter panels are hinged at the rear.The GMA T.50, with its central driving position and fan-forced active aerodynamics, is a trophy car, the state-of-the-hypercar-art as expressed by the man who invented the concept 30 years ago. The GMA T.33 has been designed to similarly celebrate light weight and ultimate driving thrills, but also to have the ride quality and ground clearance and luggage capacity that allows it to be driven every day."I could see myself using one all the time," says Murray, whose current daily driver is the delightful, delicate Alpine A110. "If you had to have only one supercar, the T.33 is it."There's another reason to desire a T.33, too. More V-12-powered GMA cars are coming—another two are planned over the next decade—but all will have some form of electrification to enable them to meet emissions regulations. "This will be our last nonhybrid car," Murray says. "If anybody wants the last, beautiful V-12 without any hybridization, this is the one."
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Don't hold your breath waiting for Tesla's rumored $25,000 electric car. "We are currently not working on the $25,000 car," Tesla CEO Elon Musk said during a call to report the automaker's stellar fourth-quarter and full-year earnings. The reason: He has too much on his plate.Hmmm. Well, he does have two new car plants, in Texas and Berlin, pumping out pre-production models and awaiting final certification to begin delivering salable vehicles to customers. And he said he will use this year to scout locations for even more plants and could announce decisions by the end of the year.But Tesla won't be introducing any new vehicles in 2022, Musk said. With parts shortages, adding new models would take away semiconductor chips and other key components from existing models that also need them. So, it's not just the $25,000 car we won't see this year, it's everything on your wish list, including the Cybertruck, Semi, or a new Roadster. The company hasn't rolled out an all-new nameplate since introducing the Model Y crossover in 2019.Tesla will "likely" introduce new models in 2023, Musk told investors on the call.The CEO did clarify that a battery shortage is not the reason for the much-delayed Cybertruck. The problem, it seems, is there is a lot of tech in the triangular truck and the company seems to think if it cannot be offered affordably, people won't buy it. Perhaps Musk fears shoppers might opt for a Ford F-150 Lighting or Chevrolet Silverado EV in the $42,000 price range instead? And it will take time to achieve economies of scale to help bring prices down. Musk said he wants to eventually make 250,000 Cybertrucks a year but it will "take a moment" to get to that level. Setting aside the tech involved in bringing a new electric pickup into this world—that kind of volume is tough for any new pickup truck; the truck market is notoriously harsh to newcomers. Just ask the Nissan Titan, Honda Ridgeline, and Toyota Tundra, none of which trade in the vast numbers of the Big Three's full-size trucks.Tesla is also busy working on Optimus Subprime, a robot that will move parts around the factory floor, a seeming distraction from, well, the obvious lack of new product.And there is this biggee: A self-driving car Elon says will be available this year. In fact, he will be shocked if it is not. And those who questioned any of his other product plans on the call were admonished for not understanding just how significant the self-driving capability is. Consider our wrists slapped. Also consider that this isn't the first time Tesla has claimed it would bring out a self-driving car soon—a breakthrough that, while promised in 2019, hasn't happened yet.
Sequoia trees are thought to be the oldest living things on Earth, so it's appropriate that Toyota's full-size SUV is named for them: The soon-to-be-outgoing Sequoia dates from 2008, and over the three thousand years—okay, 13—it's been on sale, we've watched it slip from first to last in comparison to its competitors. Finally, it looks like a new Sequoia sapling is born: Toyota has revealed the 2023 Sequoia, with a few surprises that make it feel like an SUV for the ages.If you think the current Sequoia is a bit too plain—and certainly if you think it's too old—the new one should address your concerns. Up front, the new Sequoia shares its curves and creases with the all-new 2022 Tundra pickup truck. Out back, they've been re-interpreted a bit, with a fenderline crease that starts just ahead of the rear door handles and continues straight back to the taillights. It's less doughy and anonymous than the old model, more aggressive—traits backed up by what's under the hood.So, What's Under the Hood?For those keeping score in the Toyotaverse, the new Sequoia one-ups the (also Land Cruiser-based) Lexus LX600 in the power department. While both large SUVs share a 3.4-liter twin-turbo V-6, the Sequoia's is hybridized, assisted by an electric motor. With 437 hp and 583 lb-ft of torque, it thus bests the Lexus by 28 hp and 104 lb-ft. The hybridized six is an era away from the old Sequoia's 5.7-liter V-8, which made a paltry—by comparison—381 hp and 401 lb-ft. While we have yet to see official efficiency numbers, we can't imagine the Sequoia's hybrid powertrain won't improve on the LX's 19-mpg fuel economy; it's guaranteed to be better than the old Sequoia's mid-teens mpg.And doesn't that meaty hybrid sound like it has boat-towing power? Oh, you betcha. Toyota says the new Sequoia will tow up to 9,000 lbs, a 22% improvement over the outgoing Sequoia despite giving up two cylinders to its V-8. A Tow Tech Package, which (among other things) steers the trailer in reverse, helps alleviate some causes of towing apprehension.Don't Say Land Cruiser... Speaking of the Land Cruiser—which we swear we were just a minute ago—we found a possible explanation to the demise of Toyota's former flagship SUV (other than its relative lack of sales): The Sequoia will be available in a new range-topping Capstone trim, as recently announced for the Tundra pickup, pushing it into the old Land Cruiser's price turf. With 22-inch chrome wheels, two-tone black-and-white semi-aniline leather, and open-pore walnut wood distinguish this model from lesser Sequoias, which include Platinum, Limited and SR5 models.Another quick aside: The Sequoia shares its basic bones with the new Tundra, of course, but also with the newest Land Cruiser sold globally. While it is not a replacement for the iconic Land Cruiser 4x4, which is renowned for its off-road prowess, it is at least related to that SUV.To help fill in the void left in its lineup by the Land Cruiser and to build on the previous-generation Sequoia's off-road offerings, Toyota will once again offer a TRD Pro model, which includes Fox internal bypass shocks, a forward skid plate, multi-terrain drive modes, and Toyota's Crawl Control mode, which maintains a slow, steady speed uphill or down. You'll find plenty of TRD badging inside and out, and this version is only available with four-wheel drive.If the TRD Pro is too, uh, pro for you, SR5 and Limited 4x4 models can be had with a lighter-duty TRD Off-Road package with a locking rear differential, specially-tuned springs and Bilstein shocks, unique 18-inch wheels, as well as the terrain modes and Crawl Control from the TRD Pro package. SR5 models are also offered with an on-road-tuned TRD Sport package with 20-inch wheels, TRD-tuned springs and shocks, and aluminum pedals. Two-wheel drive is standard and part-time four-wheel drive is optional on all on SR5, Limited, Platinum, and—surprisingly—Capstone trim levels. The Sequoia once again utilizes a fully independent suspension, though since 2008 more competitors have added this feature in place of a more traditional (and pickup-truck-like) live rear axle, including the Chevy Tahoe and GMC Yukon.Safely In Modern TerritoryAs with other Toyota models, a full safety and driver-aid package is standard, including collision detection with automatic braking, adaptive cruise control, lane departure alert and correction, automatic high beams, a blind-spot monitor, rear cross-traffic alert, and parking assistance with automatic braking.Inside, the Sequoia is just as new and fresh-appearing. Also, like before, the dashboard and steering wheel are essentially carryover from the Tundra pickup. There is an available large (14-inch!) central touchscreen, chunky air vents, and an available digital gauge cluster. What's important here is that nothing looks like it was designed in 2007—a key step forward.Toyota will build the Sequoia at the same San Antonio, Texas, plant that assembles the Tundra. We'll have pricing and fuel economy data as we get closer to launch, which will come when the weather gets warm; Sequoias are scheduled to arrive at Toyota dealerships this summer. We're looking forward to seeing how this modernized old tree branches into the full-size SUV space, which is now chock full of relatively new contenders, including the recently redesigned Chevy Tahoe, GMC Yukon, Nissan Armada, and all-new Jeep Wagoneer.
porsche cayenne Full OverviewBack in 2003, sports car drivers had to get used to the idea of yielding to faster-moving Porsche Cayennes coming up from behind them. The age of the performance SUV was upon us. Over the ensuing decade and a half, Porsche and others have refined the formula, creating a new class of super SUVs that'll now surprise not just sports cars on a good back road but also the rare supercar. The new 2022 Porsche Cayenne Turbo GT takes that formula to the next level.What Makes the Cayenne Turbo GT Tick?At first glance, the Cayenne Turbo GT doesn't appear all that different than the Cayenne Turbo Coupe. Meaner-looking, sure, thanks to wider air intakes in the nose, black accents, a carbon-fiber roof, and not one but two spoilers (the lower one is active, to boot)—but overall not all that different. Look even closer, and perhaps you'll notice that the Cayenne Turbo GT sits about three-quarters of an inch lower than the Cayenne Turbo. It's a sleeper of sorts.Under the skin, things get even more interesting. For starters, the Cayenne Turbo's familiar 4.0-liter twin-turbo V-8 gets reworked, now breathing out of a titanium exhaust system. Power rises from 541 hp and 567 lb-ft in the standard Cayenne Turbo to a healthy 631 hp and 626 lb-ft of torque in the Cayenne Turbo GT—that's just 10 horsepower and 1 lb-ft shy of the Lamborghini Urus, which shares its platform and engine with the Porsche. Helping put that power down is a quicker-shifting eight-speed automatic and a water-cooled torque-vectoring all-wheel drive system that's beefier than the air-cooled unit on lesser Cayennes. Stiffer air springs, pizza-sized carbon-ceramic brakes, and a more aggressive four-wheel steering system round out the Turbo GT package.How Fast Is the Cayenne Turbo GT?The combo is good enough to make the Cayenne Turbo GT the second-quickest SUV MotorTrend has ever tested-with the competition so close we need to resort to a second decimal place to split the difference. The Porsche rips from 0 to 60 mph in 3.02 seconds and on through the quarter mile in 11.32 seconds at 120.93 mph. That just trails the last Urus we tested. It's 2.97-second 0-60 run, combined with its 11.31-second at 120.06 mph quarter-mile performance was enough to make it the quickest SUV we've ever tested.Still, the Porsche makes up some ground in braking and handling. The Cayenne Turbo GT stops from 60 mph in 105 feet (2 feet shorter than the Lamborghini), and it runs the figure eight in 23.2 seconds at 0.88 g average. That not only bests the Urus' 23.5 second at 0.87 g performance but also shames quite a few sport sedans (like the BMW M3 Competition xDrive and Cadillac CT4 and CT5-V Blackwing) and sports cars (including Porsche's own 911 Targa 4S and 718 Boxster and Cayman GTS 4.0).Out in the real world, the Porsche Cayenne Turbo GT is more than just quick—it's incredibly fun, too. Despite the 5,000 pounds the engine is lugging around, the fastback SUV feels light on its feet and properly fast. The V-8 makes gobs of power, and the eight-speed auto acts like Porsche's famed PDK dual-clutch, backing up the V-8 bark with perfectly timed shifts each and every time. The fast, precise steering rack is "Porsche perfect with amazing feedback," road test editor Chris Walton says, and it combines with the retuned all-wheel-drive system and big brakes to allow you to dive hard into corners and rocket hard out of them as the torque vectoring and four-wheel steering system combine to laugh in the face of physics.Is there room for improvement? Sure. The stiffer suspension is, well, stiffer, on real-world pavement and can be borderline harsh. Some on staff also found the Cayenne to be so competent that it verged on boring. The Cayenne Turbo GT, in other words, feels a lot like an Urus for introverts—it's nowhere near as loud and showy as the related Lambo is.It's nowhere near as expensive, either.How Much Is a Cayenne Turbo GT?We wouldn't go so far as to call the 2022 Cayenne Turbo GT (which starts at $182,150 and as tested for $208,850) affordable, but it's a shockingly good value for a super SUV. Consider its only true competitor on the performance spectrum, the Urus—it starts at nearly $220,000. The Bentley Bentayga Speed, meanwhile, starts at about $240,000 and lost to a "regular" Cayenne Turbo in our last comparison test. The Aston Martin DBX is about $180,000 to start but is slower than a Cayenne Turbo. The DBX S might be able to hang with the Turbo GT, but it's likely to start north of $200,000. Meanwhile, neither BMW's M division nor Mercedes-AMG offers a vehicle (not the M6 Competition or the GLE 63 Black Edition) that can dance with this Porsche.The VerdictAlthough the jury's out on whether the Porsche Cayenne Turbo GT is better to drive than the Lamborghini Urus, fact is it may not matter. The Cayenne Turbo GT is one of the purest, most engaging, and most fun-to-drive SUVs to hit the road. Odds are as the super SUV segment evolves and grows, this will be remembered as one of the vehicles that first defined the segment.Looks good! More details?2022 Porsche Cayenne Coupe Turbo GT Specifications BASE PRICE $182,150 PRICE AS TESTED $208,850 VEHICLE LAYOUT Front-engine, AWD, 4-pass, 4-door SUV ENGINE 4.0L Twin-turbo direct-injected DOHC 32-valve 90-degree V-8 POWER (SAE NET) 631 hp @ 6,000 rpm TORQUE (SAE NET) 626 lb-ft @ 2,300 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,967 lb (58/42%) WHEELBASE 113.9 in LENGTH x WIDTH x HEIGHT 194.6 x 78.0 x 64.4 in 0-60 MPH 3.0 sec QUARTER MILE 11.3 sec @ 121.0 mph BRAKING, 60-0 MPH 105 ft LATERAL ACCELERATION 1.07 g (avg) MT FIGURE EIGHT 23.2 sec @ 0.88 g (avg) EPA CITY/HWY/COMB FUEL ECON 14/19/16 mpg EPA RANGE (COMB) 450 miles ON SALE Winter, 2022 Show All
EDITOR'S NOTE: "The Holy Driver"—chapter six from the book AI 2041: Ten Visions for Our Future by Kai-Fu and Chen Qiufan—tells the story of Chamal, a talented and cocky young gamer from Sri Lanka who is recruited by his uncle to take part in a mysterious Chinese project. At first, the game he's been tasked with playing is like other driving simulations he's mastered, but soon it begins to dawn on Chamal that something is very different—very real—about the game's increasingly more difficult scenarios. Set roughly two decades in the future, "The Holy Driver" examines the various ethical and moral issues around artificial intelligence and autonomy that are sure to arise as the world and technology moves forward. The following is an excerpt from the chapter.JUST AS HE HAD at the VR Café, Chamal made it to the top of the training center's ranking list in no time.He was no longer the beginner who panicked at the sight of traffic and pedestrians. And it wasn't just driving for driving's sake. Chamal began receiving missions, with instructions from the technicians in the training center. The missions were always similar in terms of structure, but with variations in story line. Sometimes they were outlandish, like an alien invasion. Sometimes they were chillingly realistic, like a terrorist attack that caused roads to crumble and cars to crash into one another.Complex landscapes, erratic drivers . . . nothing could ruffle Chamal. He quickly tallied the most points among the group of gamers that Yang Juan had recruited from all over Sri Lanka. The young drivers became fast friends during their daily training. Still, his cohorts watched Chamal with jealous eyes as he swaggered out of the room each day—everyone knew that more points meant more money.Other drivers tried to pry tips and tactics out of him. Chamal tossed his hair. "I was born to drive," he said, a little too cockily.***CHAMAL HAD DISCOVERED THAT the game did not give him infinite routes. The landscapes that came up the most frequently were primarily replicas of real-life cities, spanning the Middle East to East Asia: Abu Dhabi Satellite City, Hyderabad, Bangkok, the Singaporean man-made island, the Greater Bay Area of Guangdong-Hong Kong-Macao, Shanghai Lingang, Xiong'an New Area, Chiba of Japan—places that, until now, Chamal had only read about online.One day Chamal received instructions to complete a mission on the Singaporean man-made island. A disturbance on the ocean floor in North Java had triggered a tsunami and the infrasound completely paralyzed the island's automated smart transportation system. A ten-meter tsunami would hit the island in exactly six minutes. Over a hundred dysfunctional autonomous cars and their passengers were careening down the roadway, likely to crash or, like sitting ducks, be washed away.Chamal and the other racers were instructed to seize the wheels of these vehicles, turn on manual control before more accidents could happen, and help connect the cars to the emergency network infrastructure. The network would then take over, directing the cars to the nearest evacuation zone, saving the passengers' lives.It was the most difficult and thrilling game Chamal had ever played.His virtual avatar hopped from one driver's seat to another, taking control of the wheel in mere seconds, evading fallen debris as he sped to safer ground. Jump. The procedure was simple and natural, as if it was a part of his nerve reflex. Jump again. As the blood-red countdown was rapidly approaching zero, a shimmering white line emerged in the gray-blue horizon on the periphery of Chamal's view, and it advanced toward the shore, thickening and rising every second.Chamal had no time to appreciate the sublime violence of nature, nor feel any fear. He was like a ghost that possessed those massive, sturdy bodies of steel and iron, connecting them to the network, and sending them on a path to safety. The delightful sound of coins clinking against one another rang on incessantly as his score rocketed at the top edge of the screen. The corners of his mouth twitched. He could feel the flow returning to his body.The fatal Java tsunami was closer now. Faster. Chamal wanted to earn as many points as possible before the game ended. Every millisecond that slipped through his fingers meant less tuition money for his younger siblings and less living budget for his entire family. The world—and his family—depended on the speed of his mental and physical reactions.As Chamal was about to leap into an SUV, the roaring wall of water and foam finally caught up to him. The graphics of the game were not the best; he could even see the jaggies and pixelation as the tide swallowed him whole. Before the screen went dark, he caught a last glimpse of a few cars in the near distance that were washed away instantaneously by the merciless wave. He let out a heavy, regretful sigh. Every car he didn't save meant fewer points.Game over. Chamal, now back to reality, found himself drenched in sweat. He was so exhausted that he couldn't even climb out from the cockpit. Two staff members had to carry him.Alice told him to take some time off. In the days that followed, even tasks as simple as eating with a spoon gave Chamal trouble. His hands wouldn't stop shaking. The great, ferocious tide haunted him in his dreams. That mission seemed to have deprived him of all of his energy, creating a void in his mind and body.Chamal normally had little interest in the news, but as he lay in his bedroom recovering, he overheard a report coming from the television in the kitchen, where his parents were sitting with Uncle Junius. The newscaster was talking about a tsunami that had occurred in Kanto, Japan.Slowly, Chamal got up from the bed and staggered to the kitchen. On the TV screen, he watched surveillance footage recorded during the final moments before the tsunami hit the coastal highway. Cars, as light and powerless as toy figures made from paper and clay, were overturned and devoured by the waves, disappearing into the dark water.Chamal's heart raced. The scene before his eyes was uncannily familiar. The status of the roads, the position of the cars, the scattered debris . . . it was an exact replica of the final scene in the game, which had been imprinted into his mind that day.No! That's impossible! I only played a game!"Uncle, that was only a game, wasn't it?"Junius was silent a moment. "Chamal, I want you to meet someone."***BACK AT THE TRAINING facility in the ReelX Center, Uncle Junius led Chamal through a door and down a corridor that Chamal had never seen before. At the end of the hallway, they entered an office decorated lavishly with local folk art and ornaments, resembling an absurdly large collection of holiday souvenirs."Dear Chamal, we meet at last."A woman dressed in all white stood from the sofa, bent down, and reached for Chamal's hand. Shyly, Chamal offered his own. The woman's grip was sturdy and her palm warm.She motioned for them to sit."My name is Yang Juan. You can call me Yang, or Jade. I understand they call you 'the ghost,' Chamal."Chamal blushed as Yang Juan continued speaking."I am in charge of ReelX's Sri Lanka branch. I've seen all of your game data. Without doubt, you're born to be a driver."By now Chamal's cheeks were burning."Well, your uncle told me you might have some questions. I'll do my best to answer them."Chamal bit his lip. What should I say? How can I sound respectful, polite, and dignified, like the way Mother taught me? He wanted to choose his words carefully, but he was too worn out to think straight. "The tsunami . . . it was real." Words slipped out before he could contain them. "All of this is fake," Chamal stammered."This isn't exactly a question, is it?" Yang Juan winked. "You're expecting a certain kind of answer from me. You want me to tell you that the game is either real or fake—choose one or the other, right?"Chamal's head began to spin. "Is there a third possibility?""Let me ask you first: Do you think the tsunami was real?""Of course.""Was the tsunami in the game real?""That was fake.""How about the cars?""The landscape seemed real and the course of action they took seemed real, but the cars themselves were fake.""Then, do you think you really helped save those cars and people?""I—I—" Chamal stuttered. "I don't know."Yang Juan shrugged, but her expression was sympathetic."But I know you're lying!" Chamal blurted out. "If the tsunami happened in Japan, why did you have to tell us it was Singapore? If our actions affected reality, why did you have to tell us it was a game?"Yang Juan sat silently, letting the question hang in the air. Finally, she spoke. "Before I answer, I need to ask you something first. Only answer with yes or no." Squatting, Yang Juan lowered her body to the ground, so that she could look directly into Chamal's eyes."Do you want to go to China?""What?" Chamal was taken by surprise."Remember, this is a yes or no question." Yang Juan grinned upon seeing the look of astonishment and awkwardness on the boy's face. "You are our best driver. A trip to China is the bonus reward for your work. I think you'll find the answer to your question there.""You mean driving in China?" Chamal frowned. "If that's the case, then I've been to many places in China already."It was Yang Juan's turn to be stunned. It took her a few seconds to realize that Chamal was talking about virtual reality. "I'm not trying to trick you." Yang Juan laughed. "I meant going to China for real. You will physically take a plane and go to China, breathe the air, eat the food, and test out the landscape with your own feet. Do you want to go?"Chamal lowered his eyes and contemplated. Finally, he looked up at Yang Juan, nodded his head, and gave the woman a dignified smile.***A STRONG VIBRATION WOKE Chamal from his sleep. Thinking he was still in the game, he instinctively reached for his helmet, but there was nothing on his head. He opened his eyes and squinted at the bright morning sun coming in through the porthole-shaped window. Outside were endless rows of sleek jumbo jets.The plane had arrived at the Shenzhen Bao'an International Airport. As Chamal and his uncle walked down the jet-bridge and into the terminal, he marveled at all he was seeing. Everything here was colossal and brand-new; rays of sunlight shone through the hexagonal carve-outs on the white ceiling like a heavy meteor shower, illuminating the travelers hurrying from one destination to another.Zeng Xinlan, a talkative, cheerful young employee from ReelX's Shenzhen headquarters, picked them up at the airport. Upon meeting Chamal and Junius, she put her hands together and said "Ayubowan," greeting her Sri Lankan visitors in their native language. Junius returned the blessing and Chamal copied his uncle.They walked to the autonomous vehicle pickup zone together. Almost as soon as they arrived, a white SUV glided into the lane and came to a stop before them. Its doors swung open. Chamal climbed into the spacious back seat with Junius. The cool breeze of the car's air-conditioning relieved the stickiness from the humid outside air almost instantaneously.The car took off. Unlike the cars Chamal was used to, the engine of the SUV was nearly silent, and the acceleration was so smooth that he barely felt anything."Most of the roads and vehicles in Shenzhen support L5-level autonomous driving now. With the driver's seat no longer exclusive to the driver, not only can we fit more people into a car, but everyone can sit more comfortably as well. Minicars reserved for one or two passengers are also available." Zeng Xinlan smiled. "The smart control system decides which available car to send and calculates the optimal path to take based on the passengers' location and walking speed, to maximize airport efficiency and reduce passengers' waiting time. The road we're on right now is specifically designed to accommodate autonomous vehicles. The smart sensors installed along the road communicate in real time with the control system on every car and the traffic management infrastructure in the cloud, to ensure safety and orderliness."Chamal thought she sounded a bit robotic, as she recited this explanation.Junius pressed his face against the window. "Shenzhen looks so different from the last time I visited!" he exclaimed."You've been to Shenzhen before?" asked Chamal, surprised."Many years ago. I remember seeing a construction team working on the first of these 'smart' roads—they're everywhere now!""Typical Shenzhen development speed," Zeng Xinlan said with a grin. "Wait till you see more!"Chamal stared out the window at the foreign city, dazed. Skyscrapers extended upward as if they were infinite, their tips disappearing into the clouds. The outer walls of the buildings were made from smooth, shiny material that reflected sunlight, making them seem as if they were wrapped in cloaks of light that changed patterns and design when the sun's angle shifted. Shenzhen was pristine and orderly. He couldn't figure out how this was possible. It was as if millions of invisible puppet strings were hanging from heaven, controlling every road, every car, and every person in this enormous city, weaving them into an all-encompassing web.But who's pulling those strings?"Look!" Zeng Xinlan shouted.Chamal and Junius looked in the direction her finger was pointing. In the lanes of opposing traffic, the vehicles suddenly parted. One by one the cars glided to the sides of the highway, creating an empty lane in the middle. A faint siren grew louder as an ambulance suddenly sped through the gap in traffic. As soon as it had passed, the cars slid back into their original positions, as if nothing had happened. The entire process took mere seconds, and, apart from the siren, was nearly silent, without so much as a single honk."How is this possible?" Chamal was nearly speechless."Think about it this way. We humans don't crash into one another when we run, because our eyes observe, our brains calculate distance, and our legs adjust speed and posture. The same goes for these cars," said Zeng Xinlan with a shrug. "The sensors, camera lens, and LiDARs are its eyes; the control system is its brain. All of the above are connected to the engine and gears, the car's legs.""Chamal, imagine if this technology were available in Sri Lanka," muttered Junius. He remembered what had happened to his mother. She could've been saved from her heart attack if only the ambulance had been able to get her to the hospital in time. It was not the heart attack that killed her, but the traffic. A new message alert popped up on the dashboard, and the message was broadcast in flawless standard Mandarin through the speakers."Oh, it's the marathon," Zeng Xinlan explained.Before Chamal could press for details, their car changed direction, rerouting toward the nearest off-ramp. In fact, all the cars on the highway seemed to have received the same alert at once: Like a squadron of fighter jets changing formation, the traffic dispersed into new formations as the vehicles headed to the exits.Chamal was stunned when his gaze landed on Zeng Xinlan, who had assumed the driver's seat. The autonomous vehicles back home in Sri Lanka, despite how widely they were deployed these days, were unable to shift around with such precision without the aid of human drivers. However, Zeng Xinlan, with her hands off the wheel, was obviously not operating the car."What's happening now?" asked Chamal."Aha! It's your lucky day. You're just in time to see the upgraded city traffic system in action. The city's annual marathon will soon begin, and we're all being rerouted."Chamal stared dazedly at the traffic, trying to digest all that he was seeing and hearing. He felt immersed in a dream world.***BEFORE THEY VISITED REELX'S headquarters, Zeng Xinlan took them to a Cantonese restaurant in Qianhai.Chamal stuffed his face with the foreign yet delicious cuisine, while Junius stared fixedly out the window."What's so interesting out there?" asked Zeng Xinlan as she picked up a shrimp dumpling and put it down on Junius's plate."Even . . . even the horizon has changed," murmured Junius, bewildered."Well, land reclamation is one of Shenzhen's long-term projects. I heard the same is happening in Sri Lanka?"Every time Chamal passed by the coastal road in Colombo, he would catch a glimpse of the trailing suction hopper dredgers near the coast of Port City. Those behemoths lifted their long snouts and spat out arcs of mud and sand, which glistened like gold in the sun. All the dredgers came from China; they were helping Sri Lanka with the colossal feat of creating new land and reshaping the sea horizon."Sri Lanka, a bright pearl of the maritime silk road," Zeng Xinlan commented, mocking the tone of Chinese news broadcasters.Chamal put down his chopsticks. "Are there any cars left for humans, then?" he asked, timidly voicing the question that had been on his mind for hours."Not all cars can be switched to manual mode," said Zeng Xinlan. "We have human drivers, too, but they are limited to human-only roads and they are required to use a complementary AI device while driving. It's so much more difficult to pass the driver's license exam these days. No place for hooligans.""If that's the case, why are we needed?" Chamal turned to Junius, gazing directly into his eyes.Junius and Zeng Xinlan exchanged glances. "Of course you're important," replied Zeng Xinlan. She looked at Chamal, her face solemn. "Even the most advanced AI makes mistakes. What if an explosion destroys a road, making it impossible to follow the digital map, or there's a natural disaster that suddenly creates chaos? This is when people like you come in—a hero to save the day.""But I don't want to be a hero," Chamal blurted out. "I only want to play games, earn some points, and help out my family."Junius evaded Chamal's gaze.All of a sudden, Zeng Xinlan let out a giggle and broke the awkward silence. "Look at you two! Like uncle, like nephew. Chamal, when your uncle first joined our project, he told us the exact same thing! Am I right, Junius?"Junius, now blushing, poked at his soup with his spoon."Wait, you also . . . ?" Chamal's eyes widened."He never told you?" Zeng Xinlan shot Junius a surprised look.Chamal shook his head."I didn't want to give you the wrong impression," whispered Junius, finally finding the right words. "I know what other people say behind my back. They think I've been helping ReelX do bad things, so the Buddha decided to punish me by crippling my leg."Chamal was not a stranger to the gossip, but he had never imagined the truth."Your uncle used to be our best driver. Before he retired from the injury, he saved many lives.""So you used to be a ghost driver, just like me," Chamal repeated. "But how can ghosts get injured?""This was a decade ago, Chamal. It was an earlier version of the program, a more primitive version," Uncle Junius said. "There have always been risks, but they are smaller now.""That's why it's necessary we call the procedure a game," interjected Zeng Xinlan, her tone serious again. "The human species is far more delicate than machines. A human driver's reaction time and performance level can be affected by even the most insignificant emotional response.""So that's why Uncle lied to me, telling me that I was only there to play a game," muttered Chamal. I used to believe that Uncle would never lie to me. "Chamal," Junius said, letting out a sigh. "Let me tell you a story."***A DECADE AGO, JUNIUS was conducting a mission in the SichuanTibet region after a major earthquake. His objective was to transport emergency medical supplies to the trapped victims. The aftershocks were relentless; GPS was failing due to roads blocked by landslides. Ghost drivers were the only option. At first, Junius managed to evade danger, but after an especially powerful aftershock, debris began pouring down the mountain like a deadly rain. Struggling to dodge rocks and mud while maintaining control on the winding road, Junius failed to notice a giant boulder plunging down from his left. It landed on his car hood, smashing the car's left side into the ground.A piercing pain shot down Junius's left leg; it was the force feedback at work. He knew that his physical body was unharmed. It was synesthesia. A healthy amount of body synesthesia—simulation of real senses through virtual reality—was beneficial to virtual rescue drivers, because it stimulated cognitive capacity and produced adrenaline, enhancing their performance level. However, what constituted "a healthy amount" varied from driver to driver, mission to mission. Upon seeing the disaster-stricken Sichuan-Tibet region, Junius had deliberately pushed the synesthesia values up. So many lives depended on him; he could not bear the thought of letting them down.With his leg screaming in pain, Junius tried different ways to get the car moving again, but it wouldn't budge; the wheels would only spin uselessly. With every passing second, hope grew dimmer. He was overwhelmed with guilt and despair. I failed them. His injured leg felt numb now, as if it were no longer a part of his body.In the end, the military was able to pull drones from other sectors and send out an emergency deployment. The medical supplies reached the people in need, after all. However, ever since that day, Junius's leg had been stuck in a limbo between the real and the virtual, as if time had forgotten it, freezing it forever in that moment of pain and regret.***"IF WE THINK OF it as a game, we'll feel less pain," said Chamal, after Junius had finished talking. He could understand where Junius was coming from now, yet there was still one thing he just couldn't wrap his head around. "But why? Why do we have to endure all this?""To make a living, I guess, and save some lives along the way. It's important to invest in our karma," said Junius with a self-deprecating smile. "One day we may need saving, too."After lunch, they visited ReelX's headquarters. While they were in the lab, Chamal couldn't tear his eyes away from the newest force-feedback suit and brainwave-connected helmet displayed in the window. Zeng Xinlan, noticing the boy's widened eyes, promised him a set of tailor-made equipment—as long as he was willing to stay and complete ReelX's missions.Chamal, caressing the graphene fabric that was as light as silk yet as impenetrable as steel, silently mulled over all that he had learned that day.Indeed, Chamal felt that he'd witnessed the future in one afternoon—although he wasn't sure whether it was the same future that Junius had mentioned. The future, in his eyes, was foreign, grandiose, and immensely confusing. The autonomous cars and smart roads that he had seen on the trip were only the tip of the iceberg. Chamal used to think that technology was like Father's car, in which straightforward, countable components like bearings, gears, and cords had been assembled piece by piece, and everything was clear-cut and apparent to the eye. Now he realized that technology was more like Mother's favorite sari: The drape was delicate gossamer, embroidered with a variety of patterns, yet when Mother folded it and wrapped it around her body, the sari looked different, like layers of hazy clouds bundled together and solidified into a definite, concrete shape.BY CHEN QIUFAN, TRANSLATED BY EMILY JIN, EXCERPTED FROM AI 2041: TEN VISIONS FOR OUR FUTUREThe cover of "AI 2041: Ten Visions For Our Future" with authors Kai-Fu Lee (L) and Chen Qiufan (R).
kia sorento Full OverviewConsider this the torture test for our long-term Kia Sorento. Over the course of 17 days and 4,059 miles across seven states and seven national parks, I nearly doubled the miles of our golden go-getter, all while facing the elements nightly in a rooftop tent. Even though it wasn't as extreme as our 7,000-mile off-road trip with Rivian across the Trans-America Trail, you get to know a car pretty well when averaging nearly 240 miles a day.1. I'd Rather Sleep on the GroundI'll admit, a rooftop tent has its advantages. The built-in mattress is larger and more comfortable than any traditional sleeping pad, there's little chance of waking up to a bear outside your door, and it looks ultra rad. It kept me safe and dry in a heavy storm, too. I still wouldn't buy one.They're tricky to install in the first place (ours weighs about 100 pounds), and even once it's up there and I had erected the thing 10 times, it still took at least 20 minutes of climbing around on the roof to set up. The added wind noise is a drag (get it?), especially with long hours on the highway. Not to mention, you have to find a perfectly flat parking spot, and you can't drive anywhere until it's folded up.Our Thule Tepui Explorer Kukenam 3 didn't hold up all that well, either; after a couple weeks of hard use, plastic pieces cracked and fell off, some metal tent supports became permanently bent, and one window fastener fell off altogether. For the near $2,000 asking price, we'd much rather have an easy-setup conventional tent and an air mattress, plus probably a wad of cash left over.2. The Infotainment's Hidden GemOur long-term Sorento SX rocks a 10.3-inch touchscreen in place of the base model's 8.0-inch system. The display is large, bright, and positioned high on the dash, but my favorite feature is easy to miss.Throughout the majority of my trip, the screen was displaying Apple CarPlay. Thing is, CarPlay doesn't occupy the entire screen—there's a 2-inch-wide strip of real estate on the far right of the screen. It displays the outside temperature by default, but swipe up or down, and it has other functions, including a compass and altimeter.An altimeter would not have excited me a few years back. I lived in Rhode Island, a state entirely devoid of mountains where the highest elevation is a paltry 812 feet at Jerimoth Hill. Yes, hill. But watching the altitude reading climb higher as I ascended to the 12,183-foot tundra along the historic Trail Ridge Road running through Rocky Mountain National Park was a novelty I won't soon forget.3. Off-Road SurpriseFor a mainstream three-row crossover, I was pleasantly surprised with the Sorento's performance away from pavement. Our long-termer is fitted with AWD and a factory lift that affords 8.2 inches of ground clearance; we put them to work.Nightly trips to national forests for free camping meant driving down rutted, occasionally muddy dirt roads for at least a few miles, and the Sorento handled them like a champ. One slick trail up the side of a dam in southern Idaho required selecting AWD lock and Snow mode, but with a bit of wheelspin, the 'Toe and I were rewarded with a tranquil sunset over the lake.The family hauler proved fun, too. Kia allows the driver to disable both traction and stability control. The nannies still limit power with the tiller angled more than a few degrees off-center, but they'll allow for little four-wheel drifts on the slippery stuff if you want to play rally driver. Another impressive note: After hours driving lumpy washboard trials, the Sorento didn't develop a single squeak or rattle.4. Driver Assist Features Aren't PerfectWe've already spilled digital ink on how useful the Sorento's Highway Drive Assist active safety features can be. I'd estimate I had the lane centering and adaptive cruise system active for at least 75 percent of my miles, and the trip was better for it. The HDA suite even managed to keep itself centered on a road without any lane lines. Until it didn't.One major flaw in the system is that it doesn't issue any audio or sensory alert when it can no longer read the road—only a tiny green light turning off in the dash. Had I not been actively watching the road, hands and feet at the ready to take control, I might have found myself upside down in a ditch in central Wyoming.No matter how much you trust these systems, they do not assume your responsibility as a driver. Rather, your responsibility shifts from controlling your inputs to monitoring the road and the system.Looks good! More details?
We've all known a Ford Bronco Raptor was coming, but nobody in the public Broncosphere has known for sure how Ford Performance planned to endow the Bronco with F-150 Raptor-worthy performance—would it do so using an EcoBoost V-6 (and if so, which one?) or a Coyote V-8? Well, now we know: The Ford Performance gang has worked its magic on the 3.0-liter EcoBoost twin-turbo V-6 from the Explorer ST, modifying it extensively to suit the Bronco Raptor's mission, which is to "reward the revs." (For more on the V-6/V-8 decision, head here.)That means the engine should produce meaningful power all the way out to the far reaches of the tachometer while the standard 10-speed automatic transmission's gearing ensures that power is easy to explore the top of the tach. Here's what it took to turn a family SUV motor into a desert stormer for a hardcore 4x4, plus the modifications needed to get that power safely routed to the ground.What's Under the Bronco Raptor's Hood?You'll recall that the 3.0-liter EcoBoost is basically a bored and stroked EcoBoost Nano family sibling of the compacted-graphite-iron-block 2.7-liter powering other Broncos, so it bolts in with relative ease. Relative to the Explorer application, this Bronco Raptor 3.0 features unique cylinder heads that eliminate the exhaust-gas recirculation and emphasize maximum air flow into and out of the engine.A giant high-flow intake airbox and filter drop air straight down into the turbos on each side, helping to reduce the overall restriction on the low-pressure side by 50 percent. The turbos themselves are new for the Raptor, and the plumbing to, from, and through the intercooler is improved to lower restriction. The combustion chambers flow more air, then aft of the turbos there is a full true dual exhaust system with 2.7-inch pipes and a new-to-Bronco four-position active-valve (Quiet, Normal, Sport, and Baja) that reportedly helps deliver a total drop in backpressure of 20 percent.The combined effect of all these mods is greater "boost durability," which means the boost sustains to enhance high-end power and prevents that feeling of power falling off a cliff as you near the engine redline. The new Baja drive mode also activates an anti-lag turbo calibration that further maximizes performance during high-speed desert running. As of press time, the team is still six weeks or so from finalizing the engine's state of tune and certifying it with the EPA, but we're assured it will make north of 400 horsepower. Considering this engine makes 400 hp at 5,500 rpm and 415 lb-ft at 3,500 rpm in the Explorer ST, we'd expect a healthy increase in peak power, probably at a higher rpm, with peak torque rising less but remaining available over a wider plateau (final calibrations are underway with peak output specs expected by late February).Driveline ModsIt takes a lot more torque to get a big 37-inch tire spinning than it does a 30-inch 255/70R16 or even a 35-inch 315/70R17 Sasquatch tire—especially if one tire ends up pulling the entire vehicle, due to locked axles and slippery conditions under the other three tires. Then there's the driveline shock that comes when a big, spinning tire suddenly finds traction and stops or slows upon landing from, say, a jump. To cope with these magnified driveline forces, both front halfshafts and both ends of the stronger front drive shaft get beefy constant-velocity joints—no simple universal joints here. The outer hubs and bearings are also strengthened.Following the torque aft, the rear drive shaft is also beefed up and it feeds a stronger new Dana 50 Heavy-Duty AdvanTEKrear axle (up from a Dana 44) made of thicker (9-mm) steel tubes capped at each end by a unique forging that helps widen the track. The differential is fitted with a bigger, stronger 235 ring gear (up from 220) and pinion, retaining the Sasquatch model's 4.70:1 axle ratio. Ford Performance developed both these axles and fits them to the Bronco DR race truck. They increase the track width by 8.2 inches front, 6.7 inches rear, relative to the Sasquatch package.Upstream of all this, the transfer case gets a stronger clutch for 4A automatic on-demand engagement, but it carries over the 3.06:1 low-range ratio and overall 67.8:1 crawl ratio. The standard 10-speed automatic is unchanged but for a revised torque converter and the addition of a second transmission oil cooler.Fearless Bronco Raptor 0-60 Time PredictionFord doesn't estimate acceleration times, but it says the base Bronco Raptor's curb weight should come in just under 5,750 pounds. If we conservatively estimate engine output at 430 horsepower, that gives a weight-to-power ratio of 13.4 pounds/horsepower. That's almost exactly what we measured on the last Ford F-150 Raptor 37 pickup we tested (13.3 lb/hp), and that full-size truck took 5.6 seconds to hit 60 mph on the same tires, with virtually the same transmission and a slightly taller axle ratio. So we're guessing the smaller truck will improve on that just slightly and lay down a 5.5-second 0-60 time, shaving at least a second off the quickest Bronco time we've measured.
Drum roll, please: The Blue Oval has put two of our favorite words together—Bronco and Raptor—and finally coughed up details we have pined for regarding the 2022 Ford Bronco Raptor.No one on the planet should be surprised that a Bronco Raptor has been in the works, but we now know when it is coming, its price, details about its doors and roof, and most important what will be under the hood. And yes, the official name is Bronco Raptor—"Warthog" was the winning code name for the project from an internal competition and was never meant for use outside Ford's halls.Essential HardwareHere's the big news: The 2022 Ford Bronco Raptor comes one way, with four doors, a removable hard top, 37-inch tires, and a version of the 3.0-liter twin-turbo V-6 found in the Explorer ST. Ford promises it will deliver more than 400 horsepower, but the exact number, as well as torque specs, have not been finalized. (Why no V-8? Read more here.)Ford Performance got its hands on the 3.0-liter EcoBoost engine and started customizing it to meet the requirements of the 2022 Bronco Raptor. The SUV needed to excel at high speeds on- and off-road, as well as at extremely low rock-crawling speeds. Engineers worked to increase the amount of air moving in and out of the engine, reducing induction losses, and incorporating low-pressure ducts, a new exhaust, and even a simplified muffler. The goal was to increase horsepower at a higher rpm so you can keep your foot to the floor all the way to the redline and not fall off a cliff when you reach it. The Ford Bronco Raptor also uses the company's 10-speed automatic transmission.This much-hyped SUV is essentially a Ford Ranger Raptor under a well-equipped Bronco. The Raptor treatment made it 9.8 inches wider and 3.0 inches taller, with 13.1 inches of ground clearance riding on standard BF Goodrich 37-inch K02 all-terrain tires. Its minimum running ground clearance is 13.1 inches, or 1.6 inches higher than the Bronco Badlands Sasquatch. Inspired by the Ultra4 race series, this Bronco has a Raptor HOSS 4.0 race-ready suspension system and fully boxed frame with new shock towers. Maximum wheel travel is 13.0 inches in front and 14.0 inches at the rear.How Much Does the 2022 Ford Bronco Raptor Cost?The 2022 Ford Bronco Raptor's starting price is $69,995, and Ford will begin accepting orders in March ahead of deliveries this summer.This tasty treat rounds out a growing Bronco family that first broke cover with the Bronco R teaser that raced in the SCORE Baja 1000 in 2020, followed by the mainstream production 2021 Bronco that went on sale last year. Next we saw the $250,000 2023 Bronco DR (for Desert Ready), a turnkey off-road-only racer coming later this year with plans to make only 50 examples with a Coyote 5.0-liter V-8. Now we have the much-anticipated street-legal Bronco Raptor.But don't hold your breath for a street-legal fire-breathing Bronco with a V-8: Ford thinks the twin-turbo V-6 is just right, and the powerplant has the added advantage of actually fitting inside the Bronco Raptor's engine bay.The latest Bronco also rounds out the Raptor family that began with the Ford F-150 Raptor and includes a Ford Ranger Raptor in other parts of the world. The Bronco family shares the Ranger platform.Raptor Was a Late Addition The Raptor model was not a given from the start of the Bronco program. Bronco design manager Ryan Olsson was called in about three months after the main Bronco program wrapped up—about 2.5 years ago—to start formally sketching a Raptor version. Talk of a Bronco Raptor had been around for a while, but the project first needed a feasibility study. For Olsson, getting the go-ahead to put pencil to paper meant revisiting old ideas and wish lists. "We were able to do things we wanted to do with the base Bronco and couldn't," he said.Marching orders: nothing superfluous. Everything had to make the 2022 Ford Bronco Raptor faster and more capable. The design task was to beautify the engineering for a Bronco ready to conquer the SCORE Baja 1000 and the Ultra4 King of the Hammers off-road races. The credo: "boundless and badass.""We poured all of our passion and all of our Bronco and Raptor know-how into creating this absolute desert-racing beast," Ford president and CEO Jim Farley said in a release. "It's the real deal. It's not for show and it's not for everybody. But for people who love to get out in the wild, it's the ultimate."Two-Door Bronco Raptor Never in the CardsFrom the start, the 2022 Ford Bronco Raptor was to be four-door only—a two-door with a shorter wheelbase was never in the plans and still isn't.The roof inspired a bit more debate. For structural integrity when flying over desert whoopties, there was talk of a fixed roof. But it went against the "wild and kicking" outdoor Bronco spirit. Say hello to a removable hard top rather than a soft top; the latter was considered, but a removable hard top does a better job of keeping out dust and dirt, and it provides a quieter on-road experience with NVH liners mounted inside.To reinforce the 2022 Ford Bronco Raptor when desert racing, there are two additional crossbars that span the width of the vehicle, contributing to a Raptor with a torsional-rigidity increase of more than 50 percent compared to a standard Bronco four-door model. The aluminum B-bow is carefully placed to ensure helmet clearance and to not impinge on the open-air experience. The C-pillar reinforcement uses a carbon-fiber center section to reduce weight. Also required was additional Fox damping compared to the F-150 Raptor, due to the Bronco's shorter wheelbase. The result offers similar suspension travel, the same brakes, and much of the same tech, said Ford Performance chief engineer Carl Widmann.Spotting the 2022 Ford Bronco RaptorThe 2022 Ford Bronco Raptor is recognizable thanks to its amber LED lighting and a domed hood specific to the Raptor. The unique grille doubles the air flow into the engine compartment, and extra louvers in the hood and fenders help extract this extra air. Wider fender flares cover the jumbo tires, special fender liners are designed to shed mud and ice, and stone-peck guards help protect the rear fenders from rocks kicked up by the front wheels. Wheel choices include 17-inch cast aluminum, a standard bead-lock-capable design, and an optional bead-lock wheel of forged aluminum.Skidplates and bash plates have been upgraded, and engineers designed running boards that bolt directly to the rock rails. Fasteners for the latter are conveniently located above the mud line, eliminating the need to crawl under the truck. The idea came from watching would-be owners who had passengers who struggled to get into vehicles without running boards, as well as "sophisticate" buyers who want to avoid getting their clothes dirty.Engineers also devised a unique rear quarter panel that accommodates the gas tank fuel door in the narrow remaining space. They also needed new taillights that extend further out so they can be seen on either side of the 37-inch spare tire on the back, as well as a new CHMSL (center high-mounted stop light).Ripping Around the Desert in StyleFord wanted higher-quality materials executed with better fit and finish for the Bronco Raptor. It is fitted with the High package as a starting point. (More on that shortly.) For a more upscale look, sewn vinyl wraps the top of the instrument panel, with leather seat bolsters and carbon-fiber trim, as well. Paddle shifters are made of magnesium.The Bronco Raptor has specific seats made of a durable and washable microsuede to keep occupants from slipping, even with the additional bolstering. There are Code Orange seat belts and accents around the cabin that coordinate with the two interior color choices: Black Onyx and Rhapsody Blue. There are 10 standard exterior colors in the first model year.In front of the driver is a 12.0-inch digital cluster; the base Bronco has an 8.0-inch cluster and analog gauges. The High package means the Raptor comes well-appointed with Sync 4, voice recognition, and heated seats. Moving up to the Lux package brings wireless charging, a heated steering wheel, a 10-speaker Bang & Olufsen sound system, and adaptive cruise control.The SUV's true purpose is reinforced with grab handles on the dash and center console. And owners should scout around for Easter eggs.Off-Road PrimerToggle the steering wheel to engage My Mode for your preferred exhaust sound (possible with the active exhaust system), as well as steering and suspension settings. Meanwhile, the Performance View on the digital gauge cluster has a huge tach in the middle. All screens and graphics try to simplify the wealth of information available to help the off-road user and desert racer, with gear readings and graphics to show if a diff is locked, damper status, pitch and roll, and more. Ford research indicates 80 percent of buyers will take their 2022 Bronco Raptor off-road.In fact, the Bronco Raptor starts with the six G.O.A.T. modes found on all Broncos—each accompanied by fun graphics—with a unique calibration for the Baja mode and the addition of a seventh mode: tow/haul, which allows the SUV to increase its towing capacity to 4,500 pounds, or 1,000 pounds more than the base Bronco's. A unique hitch and extra bracing contributed to the greater towing capacity so owners can bring their side-by-side ATVs to the off-road park.Ultimately, the 2022 Ford Bronco Raptor is the halo for the Bronco lineup. Those are huge shoes to fill, and there will be many who will decry the lack of a V-8 engine option. But Ford engineers are unwavering in their belief their latest SUV lives up to both of its storied names. 2022 Ford Bronco Raptor Specifications BASE PRICE $69,995 LAYOUT Front-engine, 4WD, 5-pass, 4-door SUV ENGINE 3.0L/430-hp (est)/420-lb-ft (est) twin-turbo direct-injected DOHC 24-valve V-6 TRANSMISSION 10-speed auto CURB WEIGHT 5,750 lb (mfr) WHEELBASE 116.5 in L x W x H 191.0 x 85.7 x 77.8 in 0-60 MPH 5.5 sec (MT est) EPA FUEL ECON (CITY/HWY/COMB) Not yet rated EPA RANGE (COMB) 333 miles (est) ON SALE Summer 2022 Show All
Ever since spy shots of the flare-fendered, camouflaged 2022 Ford Bronco Raptor started hitting the airwaves, the internet has been buzzing as to whether it would be powered by an EcoBoost V-6 (and if so, which one?) or a Coyote V-8. Folks were clearly crossing their fingers for the latter, to relive those Bill Stroppe Baja fantasies. Now that the Bronco Raptor has dropped, we know we're getting the 3.0-liter twin-turbo EcoBoost six, and hearing the reasons why, we don't begrudge the decision. So read on for the answer to "Why no Bronco V-8?" and to learn how you will be able to buy a Bronco V-8 from Ford—sort of.Just Not a Good FitAs we've noted extensively, the Bronco is based on next-generation Ranger architecture, which involves a noticeably narrower frame than the one used by the F-150. Further tightening the engine compartment are shock towers that are elevated to provide the added suspension travel crucial to the Bronco Raptor's desert-blitzing capabilities. These taller towers prevent turbos and cylinder heads from being able to hang over the main frame rails. Such package constraints conspire against fitting a V-8 or even the wider 3.5-liter EcoBoost V-6 in a Bronco Raptor engine bay.So when some aftermarket tuner comes along with an Bronco V-8 transplant, inevitably wearing Poppy Red, white, and blue livery, you'll likely learn that that specific Bronco didn't start life as a Raptor (and you may rightly fret about its cooling performance and durability).Nose Heavy?Extra weight on the nose of a desert racer is never a good thing. It overworks the springs and dampers, causes the front end to plow, adds wear to the front tires, and more. And although the overall weight of the Coyote V-8 isn't that much different from that of the EcoBoost V-6 engines (turbos weigh more than pistons!), the V-8 is longer, moving the engine's center of mass forward. This would have the effect of adding weight to the nose of a Bronco V-8.Out of CharacterThis most extreme example of the "Born Wild" Bronco cries out for the broad, flat torque curve that comes with a twin-turbo engine. Naturally aspirated V-8s can't typically match this torque-everywhere character that a twin-turbo EcoBoost engine provides. And in any case, if our estimates of power and weight are correct, the Bronco Raptor should roughly hit the weight-to-power and hence 0-60-mph acceleration of the similarly tired Ford F-150 Raptor 37.You CAN Have a Bronco V-8!Wait, what? That's right, Ford is building a Bronco with a V-8. You simply won't be able to drive it to your local cars and coffee, or on public roads in general, but maybe you could live out your Stroppe fantasies and win the SCORE Baja 1000 race in it. We're talking about the 2023 Ford Bronco DR, a not-street-legal off-road-racing Bronco available to privateer racers.Buy one of these, and you'd also be living out a "Rod Hall and Larry Minor" fantasy—they won the Baja 1000 overall in a stock Bronco V-8 in 1969. This tube-frame racing truck faces none of packaging dilemmas that plague the production truck, so it will run a V-8. It'll also package the radiator behind the driver. Oh, and it'll cost in the mid-$200,000s when it goes on sale this fall. How badly do you want a Bronco V-8?