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.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.
High-performance SUVs are a thing. Or just ask Ford, Jeep, Dodge, Acura, virtually all the European luxury brands, and now Cadillac. The 2023 Cadillac Escalade-V is the first and seemingly least-likely Cadillac SUV to wear the V-Series badge. But, with the brand focusing on expanding its high-performance V sub-brand—and on the heels of the launch of the Cadillac CT5-V Blackwing—the humongous Escalade-V starts to make sense. Why not combine your most recognizable product with the V treatment you're hoping to make more recognizable, even if that product is a full-size, three-row SUV seemingly antithetical to V's athletic aspirations?And it's not like we didn't see the Escalade-V coming. We've seen it in spy photos and teasers. Cadillac now is sharing the first pictures of its massive performance SUV. All the pertinent details, however, are being reserved for a later date this spring. But with the pictures and video below, we can at least see how it will look like and gather some hints about what lies beneath.To the surprise of no one, the Escalade-V looks pretty much like the regular Escalade with V-Series badges and quad exhaust tips. Sporting a black grille and black details on the lower door panels, the 2023 Cadillac Escalade-V rides on unique wheels and high-performance Bridgestone tires. Big red brake calipers can be spotted peeking through those rims, and likely are sourced from Brembo. Expect GM's Magnetic Ride Control adaptive suspension to come standard, too.To address the elephant in the room, yes, the Escalade is gigantic. Any other smaller, lighter Cadillac SUV would have made more sense as a V-series. But remember, GM's chassis engineers are magicians, as evidenced by Cadillac's other V-series models' fine handling. While they'll have their work cut out making the tall and heavy Escalade dance, we can't wait to see what they've done.The big question is what will be under the Escalade-V's massive hood. Based on the exhaust sounds in video released by Cadillac, we're expecting the supercharged LT4 V-8. This engine also is used to power the CT5-V Blackwing sedan, where it makes 668 hp and 659 lb-ft of torque. Those numbers might not be the same in the Escalade-V—Cadillac will probably sacrifice some horsepower for greater torque lower in the rev range to help git this beefcake moving—though no matter what we'll see more than the 420 hp in the regular gas-fed Escalade. As far as the transmission goes, expect the 10-speed automatic to stick around, albeit retuned for snappier shifts and more eager gear selection.Inside, things should remain pretty much the same. A V-Series logo can be seen on the steering wheel, and we will perhaps see it on the headrests, too. Cadillac only revealed one picture of the interior, so we can only guess it will incorporate more carbon fiber trim and contrast stitching. But the 38-inch curved OLED dashboard screen should remain and perhaps will include the Performance Traction Management system that the CT5-V and Chevrolet Corvette have, which lets the driver adjust the stability control's settings for more performance.Although Cadillac is referring to this SUV as a V-Series model, it looks like it will officially bear the name of Escalade-V and not Escalade-V Blackwing. But that info and all the details are reserved for the spring when Caddy plans to share more with the world, after which time expect the 2023 Escalade-V to arrive at dealerships on the second half of this year.
lexus lx Full OverviewThe 2022 Lexus LX600 is a giant leap forward—15 years have passed since its last major redesign—but the 27-year-old SUV nameplate is still a work in progress. The fourth generation of the luxury brand's SUV flagship expands to five trim levels, but Lexus may have stretched itself a bit thin in its bid to appeal to a wider swath of potential buyers. At least in the LX600's first model year on a new platform.A lot is asked of the 2022 Lexus LX600 that goes on sale this quarter. With Toyota's decision to not offer the 300-Series Land Cruiser in North America, the lower trims of the Lexus LX600 must pick up these loyal orphan buyers lest they stray to another automaker's brand. At the other end of the spectrum, the new LX600's Ultra Luxury trim is a four-passenger, VIP-treatment SUV. Then there is the heart of the market, where the majority will buy a mid-trim, three-row LX600, including those who want a sportier look and more off-road capability with the new F-Sport trim.Here are the five trim levels, with a price span of almost $40,000 from base to VIP treatment:The base trim is a five-passenger, two-row SUV that will account for 5 to 7 percent of 2022 Lexus LX600 sales. It starts at $88,245. The Premium, new F-Sport, and Luxury trims are seven-passenger, three-row SUVs. Starting prices are $96,345, $102,345, and $104,345, respectively. The Premium trim will account for as much as 40 percent of sales, and the three middle trims combined could be 90 percent of the mix. The new Ultra Luxury is a two-row, four-passenger SUV with reclining captain's chairs in the second row. It starts at $127,345 and will represent a small fraction of total sales. To attract a more diverse customer base and continue to meet the needs of loyal LX customers as well as those moving up from the Lexus GX, the 2022 Lexus LX600 has moved to Toyota's GA-F platform which also underpins the 2022 Toyota Tundra full-size pickup truck, the 2022 Land Cruiser offered elsewhere in the world, and the third-generation 2023 Toyota Sequoia SUV.Dynamic New Platform is a Big LeapDeveloped in Japan, engineers were ready to ditch the aging platform for one that would allow them to make the 2022 Lexus LX600 lighter, with a lower center of gravity and a more dynamic ride. The GA-F architecture also accommodates a new powertrain with the ability to add electric motors for a hybrid in the future. Lexus will not offer a diesel engine in North AmericaThe new LX600 has the same powertrain as found in the Toyota Land Cruiser and Tundra: a 3.4-liter twin-turbo V-6 that generates 409 hp and 479 lb-ft of torque in the Lexus. (Toyota markets it as a 3.5-liter V-6 but actual displacement is 3,445 cubic centimeters, or 3.4 liters.) The eight-speed automatic transmission is replaced by a 10-speed. Fuel economy improves to 17/22/19 mpg in city/highway/combined driving, far better than the 12/16/14 of the outgoing model.All trims of the 2022 Lexus LX600 can tow up to 8,000 pounds, which is 1,000 more than the 2021 model, with wiring and components integrated into the platform—no bolt-ons here. For comparison, the Lexus LX600 has higher output but tows less than the Tundra.Lighter is BetterThe LX600 has dropped 441 pounds—the aluminum roof is a first for Lexus—which means a little less weight to haul around. It still feels like a large vehicle when you drive it, with heavy steering and a sense of the mass around you, but acceleration is smooth and ample in all driving conditions.There is little body roll, and the suspension soaks up most road impurities; it is only on especially rough pavement that you are reminded you are in a body-on-frame truck. Inside the cabin is the quiet, cocoon-like experience Lexus is known for.Adaptive cruise control is easy to find and use. Lane centering can be a bit abrupt in its corrections at times, but for most of our drive it kept the vehicle evenly and uneventfully centered, never coming close to the painted lines or crossing out of the lane.Lexus Safety System+ 2.5 is standard on all trims and adds lane-departure with driver assist, courtesy of the upgrade to electric power steering. The safety suite is not quite as advanced as the 3.0 system on the 2022 Lexus NX which has a digital key and remote park. Higher trims of the LX have a standard head-up display, and the Ultra Luxury has a digital rearview mirror.No Mistaking That GrilleYou won't miss the 2022 Lexus LX coming or going. The grille is massive and remains the subject of debate: people tend to love it or hate it. The new F-Sport is notable for its giant black mesh front grille that's meant to provide a sportier and more menacing look. The chrome horizontal bars of the new Ultra Luxury speak to a different customer.Across the back, "Lexus" is spelled out in large letters, replacing the old logo in the center and model name at the right corner. This is a new design element that debuted on the Lexus NX.Despite its size, the 2022 Lexus LX600 is easy to get into thanks to running boards and grab handles. But it is a long reach to adjust the side mirrors or the volume on the stereo.All About the SeatingExcept for the Ultra Luxury's captain's chairs, the other trims have second-row bench seats with seatbelts for three, but the middle passenger's space is narrow. Lexus product planners are looking at adding captain's chairs to future trims, but it seems like an early miss for a luxury flagship vehicle. The seats are heated and ventilated, and with a manual lever the 60/40 split bench seats flip up and tumble forward for third-row access.Good news: the third-row seats fold into the floor, a huge improvement over the outgoing model where the seats were pushed to the sides of the cargo area, encroaching on space for gear. On the Luxury trim you can push a button to fold both the second- and third-row (50-50 split) seats flat. But the 2022 LX600 still has a live rear axle, which means those in the very back are forced to sit up high, upright, and with raised knees.Another improvement: the split-opening at the back is replaced by a traditional single-piece liftgate. It is powered and can be opened by kicking your foot under the sensor, just right of the trailer hitch.Big Infotainment NewsInside, the big news is a vastly improved, in-house-developed infotainment system. It relies on touchscreens and good old-fashioned knobs and buttons rather than the much-maligned Lexus joystick/touchpad.The new infotainment system, which debuted on the 2022 Lexus NX, was a top priority. On the LX, there are two separate center screens so that navigation can remain displayed on the top 19.3-inch screen while off-road information is shown on the same-size screen below. There are four USB outlets on the lower two trim levels and six on the top three trims.The "Hey Lexus" voice command works well and recognizes natural speech patterns. But on a dirt road in New Mexico, with no service, the Google nav system could not reroute us when we got mixed up. In more urban areas it worked flawlessly.The 2022 Lexus LX600 comes with six drive modes, one more than the 2021 model offered. They include Comfort, Normal, Sport S, Sport S+, Custom, and Eco. The Sport modes are barely perceptible as sportier; the throttle and exhaust notes are turned up, but barely.This remains a quiet vehicle to drive in all modes. The F-Sport is a bit more visceral; you feel gear shifts more succinctly and acceleration does fall off quicker when you lift your foot. The F Sport has standard Adaptive Variable Suspension electronically controlled dampers, and the electric power steering is tuned to be more responsive.Off-Road ProwessThe 2022 Lexus LX600 has a full-time four-wheel-drive system with low range. The Torsen center differential can lock to split the power 50-50 front and rear, but only the F Sport has a Torsen limited-slip rear diff.You'll find 8.9 inches of ground clearance, and the Active Height Control hydraulic suspension can increase the height by 7 inches and lower it by 2.0 inches. It is standard on the Ultra Luxury and optional on Luxury and F-Sport.The F Sport has a standard Torsen rear limited-slip diff and new rear anti-roll bar for better off-roading. The trail we clambered over in Santa Fe was moderately challenging and was a cake walk for the F Sport.Anyone who has used the Downhill Assist Control in a Lexus or Toyota knows it is loud—like, "Is there something broken or wrong with this?" loud. Not anymore. The DAC/Crawl feature is operated by a single button to control low speeds up or down a hill on the trail, and it is pretty much dead quiet. The camera that shows the trail ahead is invaluable when all you can see is hood and sky. Push a button in a tight turn to brake the inside wheel; the LX pivots better around an obstacle without the need to throw it in reverse for a multi-point turn.Ultra Luxury for a VIP ExperienceThe 2022 Lexus LX600 Ultra Luxury has a diamond-stitch-pattern leather interior, wood, chrome, a microsuede headliner, and Mark Levinson stereo.Second-row passengers will be happy, especially the right-rear passenger who can recline their seat 48 degrees with a button on the screen in the center console. The front passenger seat moves forward, the headrest lowers, and an ottoman can be employed for your feet. Push another button to restore everything for exit. There are seven massage settings to choose from, too, setting your own intensity level.The HVAC system has regular vents as well as an "air showerhead" that gently releases a soothing airflow from above; a vaporous spa treatment to aid relaxation. There are sunshades for the back seat, but they are operated manually without power assist.Amenity Upgrades to ComeThere is a wireless charger in the LX600 Ultra Luxury trim for rear-seat passengers—but not for the driver. Lexus is working on fixing this oversight, product planners told us. The driver has wireless CarPlay but can't charge wirelessly. Nor does the driver's seat come with massage. Lexus is looking at that, too, we were told.Rear passengers have headphones, but they are not Bluetooth, which means a cumbersome cord. Nor is there a remote for the lounging passenger to manage the entertainment. Again, Lexus is considering/working on it. Captain's chairs are only available on the Ultra Luxury but could become available on more trims sometime down the road. The rear door opening feels a bit small for VIP entry; a wider-opening door to the second row would also be appreciated. The issue is exacerbated by the screen on the back of the front seat which further impinges on space as you climb in.Lexus said one reason some seemingly obvious amenities are not available in the first model year is to let the new 2022 Lexus NX600 get out of the gate. Lexus officials will continue to gather feedback from LX600 customers to help guide future upgrades. We'll go out on a limb and say greater availability of captain's chairs will make the list. Additionally, giving drivers of a $130,000 vehicle a massaging seat and wireless charging, while adding power sunshades—and a remote and Bluetooth headphones for VIP passengers—are good ideas for the suggestion box.Company officials hope the 2022 Lexus LX600's additional trim levels and broader reach will double the model's sales and market share. The new LX600 is a giant leap forward, but customers expect certain amenities for this amount of money. The sooner the product planners get them approved and executed, the better.Looks good! More details?2022 Lexus LX600 PRICE $88,245-$127,345 LAYOUT Front-engine, RWD/AWD, 4-7-pass, 4-door SUV ENGINE 3.4L/409-hp/479-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 10-speed auto CURB WEIGHT 5,700-5,950 lbs (mfg) WHEELBASE 112.2 in L x W x H 200.6 X 78.4 x 74.6 in 0-60 MPH 6.9 sec (MT est) EPA FUEL ECON 17/22/19 mpg ENERGY CONSUMPTION, CITY/HWY 153-198 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.02 lb/mile ON SALE First Quarter 2022 Show All
bmw m5 Full OverviewThe new 2022 BMW M5 CS (short for Competition Sport) is not only the most outrageous version of the F90 (sixth generation) M5, but also one of the most ridiculous production BMWs of all time. It's certainly the most powerful: The S63 M TwinPower twin-turbo 4.4-liter V-8 makes 627 hp at 6,000 rpm and 553 lb-ft of torque between 1,800-5,950 rpm. The peak-torque figure is the same as you find in the M5 Competition, but it's available in the M5 CS for an additional 90 rpm. That might not seem like much, but keep in mind the M5 Comp's peak-torque rpm-range already exceeds the standard M5's by 170 rpm. In terms of M5-vs.-M5-vs.-M5 horsepower comparisons, the M5 Competition makes 617 horsepower at 6,000 rpm, and the standard M5 600 hp.The 2022 BMW M5 CS gets more than just additional power and revs compared to its "lesser" versions. It features the same chassis and suspension upgrades the M5 Comp boasts over the M5—stiffer engine mounts and suspension springs, 0.2-inch lower ride height, more negative front camber, and a stiffer rear anti-roll bar and toe-link ball-joint mounts. BMW says the M5 CS receives additional "spring and Dynamic Damper Control tuning" compared to the M5 Competition "to take advantage of the lower vehicle weight and of the optionally available (no-cost) Pirelli P Zero Corsa ultra-high-performance tires." Take note of the point about the rubber, as we'll circle back to it shortly.Ah, speaking of weight, the M5 CS tipped our scales at 4,089 pounds, whereas BMW says the M5 Comp checks in at 4,344 pounds. We have not had the opportunity to weigh an M5 Comp but suspect it would check in lighter than its official weight, due to the parameters under which BMW estimates its cars' curb weights. Either way, this is a notable difference between the two models, and the M5 CS' diet consists of additional carbon-fiber-reinforced plastic pieces, including the hood with vents in unpainted carbon fiber, the front splitter, mirror caps, rear diffuser, and rear spoiler. The engine cover is also made from CFRP, and further weight reduction comes thanks to less sound-deadening throughout the car.So, what do these upgrades yield in performance terms? We ran the 2022 BMW M5 CS through our standard battery of MotorTrend tests, with impressive outcomes.Gas ItIn our acceleration testing, the 2022 BMW M5 CS produced its best launches via its launch-control mode. This produced consistent, clean, and smooth yet explosive launches, and we noted how well the car put the power down without drama. Indeed, it exhibited zero, or almost zero, wheelslip; the AWD just dug in and blasted the car down the track. Our best 0-to-60-mph time came in at a double-take—hell, triple-take—inducing 2.6 seconds. That's the fifth-quickest time we've ever recorded to 60 mph, behind cars like the Tesla Model S Plaid, Ferrari SF90 Stradale Assetto Fiorano, Porsche Taycan Turbo S, Porsche 911 Turbo S, McLaren 720S, Lamborghini Aventador SVJ, and Audi R8 V10 Plus, to name a handful. It also means the CS is even quicker than BMW claims: The company says this M5 reaches 62 mph in 2.9 seconds, so even if we knock off 0.2-second to estimate a 60-mph time of 2.7, our 2.6-second time remains ahead.The BMW's performance through the quarter mile was no less stunning, with a time of 10.7 seconds at 129.7 mph. Only eleven MT-measured quarter-mile elapsed times have been quicker: the same cars mentioned above (and a bunch more). If you're employed as a wheelman by nefarious characters who appreciate the quickest of getaways, look no further; if Hollywood remade John Frankenheimer's 1998 cult-classic Ronin today, we know which new production car should feature in it.Slow Your RollDespite BMW's boast about the M5 CS' reduced poundage, the fact remains that a car of this size and a two-ton curb weight needs to stop as well as it goes. No problem there, as the standard carbon-ceramic brakes brought the M5 CS to a halt from 60 mph in just 101 feet, beating Cadillac's CT5-V Blackwing by 1 foot and trailing the Porsche 718 Boxster GTS 4.0—which weighs 916 pounds less—by only 2 feet. The brake-pedal feel was firm and consistent, and we felt good bite from the 20-inch Michelin PS4S tires. Our only knock against the overall setup is that the firm pedal's short-release travel makes it difficult to trail brake precisely into corners.DynamicsAh, did we just mention tires? As impressive as the 2022 BMW M5 CS performed on the Michelins, it really wants to live on its available, more aggressive, and stickier Pirelli P Zero Corsas. When we say, "available," we mean theoretically offered by BMW, but that's where things went slightly sideways for our test. (You can get the car smokingly sideways easily, too, for the record.) Unfortunately, supply-chain shortages affecting all walks of industry have hit the tire business as well, and despite our best efforts we were unable to source a set of the Italian rubber. Not only would it have almost certainly provided an even shorter stopping distance in our braking test, but it also would have improved the CS' performance on the skidpad and around our figure-eight course.Nevertheless, the big sedan pulled an average of 1.04 g on the skidpad, and it recorded a best figure-eight lap time of 23.2 seconds at 0.92 g average. The skidpad number equaled that of the CT5-V Blackwing, and the BMW bettered the Cadillac around the figure eight by 0.2 second and 0.03 g.These are all solid numbers, and we achieved them despite the M5 CS exhibiting loads of understeer on the skidpad and quite a lot of oversteer when exiting corners around the figure eight. Indeed, it was easy to see the M5 CS simply could not reach its full potential on these tires, which was a shame.Yes, You Want OneDespite being unable to record the absolute best test results, we saw more than enough from the 2022 BMW M5 CS to tell us the mechanicals are there. The engine is brilliant, the outright speed is breathtaking, and the brakes are good. The steering in its sportiest setting is quite nice, too; it loaded and unloaded clearly on the skidpad, which told us precisely when the front tires gained or lost grip. This is a proper driver's car, and then some, and it's the most capable BMW M5 of all time, by far. For all these reasons, we're still cursing the damned supply chain.On second thought, perhaps we're looking at this all wrong: We now have a legitimate excuse to get our greedy hands back on the 2022 BMW M5 CS when the better shoes become available—and we'll be thrilled to run it to its mega limits all over again, with even more impressive performance.Looks good! More details?2022 BMW M5 CS Specifications BASE PRICE $143,995 PRICE AS TESTED $148,995 VEHICLE LAYOUT Front-engine, AWD, 4-pass, 4-door sedan ENGINE 4.4L Twin-turbo direct-injected DOHC 32-valve 90-degree V-8 POWER (SAE NET) 627 hp @ 6,000 rpm TORQUE (SAE NET) 553 lb-ft @ 1,800 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,089 lb (56/44%) WHEELBASE 117.4 in LENGTH x WIDTH x HEIGHT 196.4 x 74.9 x 57.8 in 0-60 MPH 2.6 sec QUARTER MILE 10.7 sec @ 129.7 mph BRAKING, 60-0 MPH 101 ft LATERAL ACCELERATION 1.04 g (avg) MT FIGURE EIGHT 23.2 sec @ 0.92 g (avg) EPA CITY/HWY/COMB FUEL ECON 15/21/17 mpg EPA RANGE, COMB 342 miles ON SALE Now Show All
Does the world need a Cadillac Escalade V, a high-performance version of the iconic full-size SUV? That question is moot, because the company—in a blink-and-you'll-miss-it deleted tweet (that we screenshot, see below) paired to a press release saying something huge is coming soon—has left very little to the imagination about what this exciting Cadillac is. What the Escalade V can do, and how much power it'll pack, however … those questions have our imagination fired up.The Escalade V has been rumored and spied in prototype guise, but always shrouded in some degree of mystery. Would it be a true V or something more like the regular, non-Blackwing V cars (née V-Sport)? Would it be track-capable, as Cadillac claims V-series cars should be, or merely a high-horsepower variant with sporty styling?Given the wonderful absurdity of the latest ultimate Cadillac, the CT5-V Blackwing, we presume Cadillac will take no half-measures with the Escalade. That means the top-dog Escalade engine right now, the 6.2-liter V-8 making 420 hp, would be transplanted for a supercharged LT4. In the CT5-V Blackwing, it makes 668 hp and 659 lb-ft of torque, numbers that may be altered in order to provide sufficient lower-end motivation to a massive SUV like the Escalade. That is to say, it might be slightly detuned, but perhaps torquier.Whatever's under the hood, it's almost certainly a V-8, judging by the sound. And it'll shift quick, too—just listen to those gearchanges snap in the audio we embedded above.It won't be long until we know everything. Cadillac promises all will be revealed tomorrow, January 21. Until then, enjoy what Cadillac calls "the roar of luxury" and ponder whether 2022 will be the year you plunk down some coin on the ultimate Escalade.
Earlier this month, we reported Ford's corporate offices had warned its dealers against demanding extra deposits or other payments on reservations for hotly anticipated vehicles like the upcoming F-150 Lightning. Now comes word GM sent a similar letter to its Chevrolet, GMC, Buick, and Cadillac dealers around the same time.Originally posted to Corvette Action Center and attributed to GM North America president Steve Carlisle, the letter has since been confirmed by GM as authentic. In it, Carlisle notes most dealers are playing fair, but says "a small number of dealers have engaged in practices that do not support a positive sales experience for our customers."Market Adjustments And Additional Dealer MarkupsCarlisle specifically calls out dealers demanding extra money beyond the cost of a reservation and or adding huge markups to the final vehicle cost. Known as "market adjustments" or Additional Dealer Markups" (ADMs), these surcharges are added to the price of the reservation and or the final price of the vehicle by the dealers and are pure profit.At the root of it are simple laws of supply and demand, exacerbated by plain old greed. These vehicles are highly anticipated and have either limited reservation slots available or long waiting lists. Dealers charge markups because, simply put, people are excited enough about the vehicles to pay whatever it takes. In some cases, this can mean tens of thousands of dollars or more above the Manufacturer's Suggested Retail Price (MSRP).Dealers can get away with this because they're effectively allowed to charge what the market will bear. The S in MSRP is critical: Thanks to strong state franchise laws pushed by dealers and their political allies, automakers cannot dictate the final sale price of a vehicle. That's why nearly all vehicle sales at dealerships are negotiations.Automakers Strike Back, Sort OfWhile GM can't tell its dealers what to charge for a car or prevent them from adding a markup, it does have some leverage. According to Carlisle's letter, Article 5 of the GM Dealer Sales and Service Agreement states "Dealer agrees to effectively, ethically and lawfully sell and promote the purchase, lease, and use of Products by consumers ..." and "Dealer agrees to advertise and conduct promotional activities that are lawful and enhance the reputation of Dealer, General Motors, and its Products. Dealer will not advertise or conduct promotional activities in a misleading or unethical manner, or that is harmful to the reputation of Dealer, General Motors, or its Products."In essence, Carlisle is saying demanding extra money on top of the mandatory reservation fee and adding markups to the final price could put the dealers in violation of their agreement. Carlisle specifically calls out dealers that tell customers an extra fee on top of the reservation price is mandatory to keep that reservation, which is not true under GM's reservation policies.As punishment, GM is threatening to take away an offending dealer's allocation of the vehicles in question and give it to another dealer that's following the rules. The offending dealer would still get its normal shipment of other vehicles, but would be cut off from receiving hot new vehicles to sell, such as Hummer EVs, Corvette ZO6s, Silverado EVs, and Lyriq EVs. The letter also threatens "other recourse prescribed by the Dealer Sales and Service Agreement" but does not specify what that would consist of.Closing The Broker LoopholeCarlisle also calls out dealers planning to sell hot new vehicles to independent brokers who will flip them for much higher prices. In such a scheme, the dealer would either sell the vehicle to the broker at an inflated price but not as high as what the broker can get from desperate customers, ensuring a profit on both sides, or receive a kickback when the broker resells the vehicle at a higher price.The letter reminds dealers that selling to brokers is specifically prohibited by the Dealer Sales and Service Agreement, which reads "Dealer agrees that it will not sell new Motor Vehicles for resale" and "Dealer is not authorized … to … sell Motor Vehicles to persons or parties (or their agents) engaged in the business of reselling, brokering (including but not limited to buying services) or wholesaling of Motor Vehicles."Dealers caught selling hot new vehicles to brokers and resellers will likewise have their allocations of those vehicles "redirected" to another dealer.No Restrictions On Private CustomersUnlike Ford, GM has not gone as far as to bar private buyers from reselling their vehicles for a profit. Ford has provided language for dealers to include in their sales agreements that requires customers to keep their vehicle for at least one full year before reselling it or face a lawsuit for breach of contract. This would prevent the average person from flipping their personal vehicle for a profit, at least for a year. GM has not yet provided such language to its dealers or addressed private resales so far as we know. https://www.motortrend.com/news/ford-warns-dealers-scalpers-about-f-150-lightning-sales/https://www.motortrend.com/news/2023-chevrolet-corvette-c8-z06-first-look-review/https://www.motortrend.com/news/2022-gmc-hummer-ev-pickup-pros-cons-review/https://www.motortrend.com/events/2024-chevrolet-silverado-electric-truck-first-look-review/https://www.motortrend.com/reviews/2023-cadillac-lyriq-first-look/https://www.motortrend.com/news/2022-ford-f-150-lightning-electric-first-look-review/
Ford's Director of North American Product Communications Mike Levine sure loves to share stuff about all things Blue Oval on Twitter. That is, of course, his job, but lately some of that sharing has included peeks at hotly anticipated new 2022 Ford Bronco models such as the Raptor and the Everglades. As shared on the Bronco6G forums, Levine has helped make it look as though Ford is really taking the capability of the ultimate adventuring Bronco very seriously—well, mostly seriously.Snow Testing, In California?If you've been unaware of conditions here in California, we've come mostly out of our drought with a very rainy end of December 2021 and into the middle of January 2022. This has also led to some amazing snowfall in the mountains of Los Angeles and San Bernardino counties. Especially so near Death Valley, the relatively flat land between Los Angeles and Las Vegas.This seemingly rare instance of precipitation in California apparently was perfect for some snow testing of the upcoming 2022 Bronco Everglades. From the looks of the first image, the camouflaged Everglades prototype—apparently the same one seen testing back in December of 2021—hasn't changed much. It's also "Mr. Plow"-ing its way through a snow-covered trail just ahead of another Bronco. The second image shows it roosting its way forward in an impressive display of snow flying out from the wheel wells.Another Interesting Feature?Also visible in this preview? The seamless onboard integration of onXMaps via Apple CarPlay in the Bronco. This allows drivers with the app to display trail maps with topographic and satellite views on the Bronco's touchscreen, a handy feature when out trail driving—certainly handier than holding your phone while wheelin' or using a dash mount like it's 2012. What we're interested in is if this isn't a sneak peak into the interior of the Everglades as the images are cropped just enough to potentially hide its factory installed snorkel.
tesla model-3 Full OverviewFor some, stock has never been enough. Decades of hot rodders, drifters, lowriders, track rats, and every niche in between have forged rich and enduring cultures centered around modifying automobiles. But as the inevitable era of electrification approaches, there are those who believe we're facing an existential threat to the future of automotive enthusiasm itself.We have to admit, we're a bit spooked ourselves. But after a day of hitting apexes and traveling at triple-digit speeds behind the wheel of a track-prepped Tesla Model 3—the Unplugged Performance Ascension R—we're feeling a lot better about what those who love to drive and tune their cars can expect as the EV revolution gradually takes hold.Old Tuners, New TricksWe got our chance to hustle the Ascension R at California's Buttonwillow Raceway during a Tesla Corsa track day organized by Unplugged Performance. Tesla Corsa is a Tesla-exclusive series that, according to Unplugged co-founder Ben Schaffer, "creates the lowest barrier of entry for anyone with a Tesla to experience their car on-track."The team behind Unplugged Performance isn't new to the modification game. Schaffer started importing Japanese car tuning parts back in 2000. "In those early stages I was trying to pay to go to the track, so I sold parts to do that, and I turned my hobby into a business," he said. That business is Bulletproof Automotive, which offers a range of components for tuner favorites like the Nissan GT-R, Subaru WRX, and Toyota 86.At Bulletproof Automotive, "We built a customer base of people who would go to the track and drive on the street with tuned Japanese cars," Schaffer said. At Unplugged Performance, the cars are different, but the thinking isn't: It creates Teslas that are competition-ready yet retain real-world appeal. Unplugged rose out of what Schaffer noticed was an aftermarket void for Teslas that he aimed to help fill. "In hindsight it all makes sense," Schaffer said. "What we're doing now advocating for EV tuning—especially back when there wasn't anyone advocating for it besides us—is similar to what I was doing 20 years ago with Japanese cars." In 2014, Unplugged's Tesla Model S became the first-ever Tesla displayed at the SEMA Show.Enthusiasm motivates Schaffer: "There's joy in sharing something that you love. Building community around shared passions is my passion. With how divided the world has become, the things that connect us are even more special." Indeed, EVs have been a source of schism among car fans. But as the Ascension R shows, they're also a place where they can align their interests around something that's awesome to drive.Like a Rocket: The Unplugged Performance Ascension R Model 3At this point, it should be no surprise that Teslas are more than just electrified stoplight dragsters. As a finalist in our 2018 and 2020 Car of the Year contests, we praised the Model 3's "laserlike handling" and called it "the best sport sedan on the market." And it's still damn quick—in Dual Motor Performance specification, the Model 3's 450-hp, 471-lb-ft powertrain launches it to 60 mph in 3.2 seconds.Improving on greatness is a challenge that Unplugged Performance welcomes. "Stock Model 3s are amazingly capable and only get better when you modify them," Schaffer said. Named in tribute to SpaceX, Tesla's cousin company and Unplugged Performance's neighbor in Los Angeles, the Ascension R has been extensively built and tuned to perform on a track. Yet daily drivability remains a focus.Basic aerodynamic tenets vex range-sensitive EVs—more downforce equals more drag equals less miles to a charge. Thus, the Ascension R's body kit is intended to be as functional as it is aesthetic. "What matters for a car like this is not just making downforce, but making clean downforce," Schaffer said. Working with aerodynamicists and computational fluid dynamics, Unplugged Performance has increased the car's downforce with minimal drag penalty. Straight-line acceleration and efficiency remain within 1 percent of a stock Model 3. Among the Ascension R's carbon-fiber body parts is a front splitter crafted by Koenigsegg. The distinctive bumpers have also been engineered around the precisely calibrated sensors that enable Tesla's driver assist capabilities.Rolling stock is another area that can significantly impact an EV's range, and the Ascension R's wide and sticky Yokohama Advan A052 tires certainly weren't chosen for efficiency. Eddy Castelan, Unplugged Performance's motorsports manager, said it's common for Tesla Corsa attendees to drive to and from the event on street wheels and tires, with a track set inside the car. Once they're bolted on, "the only two things to worry about are your charge level and tire pressure—super simple," Castelan said.In one of our earlier Model 3 track experiences, Tesla saw fit to equip the car with track brake pads. Unplugged Performance goes further by swapping the front brake setup for 15.5-inch carbon-ceramic rotors bitten by six-piston calipers, along with track-focused pads on the stock rear iron rotors. Given those changes to the friction braking system, the Ascension R can decelerate strongly without reliance on the car's regenerative braking. Because regen pushes heat into the powertrain, Schaffer said many Tesla Corsa drivers prefer running without it so the battery stays cooler over a session. A cooler battery delivers more consistent power. The team also chose brake pads that don't require high heat to function, preserving the Ascension R's ease of use in the real world, where a driver might want regen.More than anything, the Ascension R's speed comes from its chassis changes. "Suspension tuning is everything for the car, and it's a very heavy car," Castelan said. Once a Model 3 receives parts like the company's billet control arms, adjustable anti-roll bars, external reservoir coil-overs, and forged aluminum wheels, fine-tuning can begin. Castelan's job: "All I do is figure out how to make these cars faster without adding power."That's right—no additional power. Unplugged Performance doesn't change the powertrain, not because of technical impossibility but because it prefers to leave areas that might be affected by software updates untouched. And really, Tesla's powertrain is impressive enough as is. The Model 3 Performance's Track mode allows for variable torque split between its two motors, anything from 100 percent in front to 100 percent out back—all adjustable in real time, even in between corners. Castelan collaborates with Unplugged Performance's roster of pro drivers, which includes MotorTrend friend and Tesla pilot Randy Pobst, to set profiles for different chassis setups or tracks that are stored and selected through the touchscreen.Still—all this work and not a single extra pony? Scoff if you want, but the results prove that power isn't everything. "I remember coming to Buttonwillow at the beginning when we were excited about breaking a two-minute lap—and now we're touching 1:50," Castelan said. Indeed, with development driver Craig Coker at the wheel, the Ascension R set a 1:50.35 lap record around the track's clockwise 13-turn configuration. A 991-generation Porsche GT3 RS? 1:50.40. We held that context in our helmet as we buckled up for session one.On Track in the World's Fastest Model 3Rolling from the garage toward the staging area, we watched other cars render on the Tesla's touchscreen, confirming that Unplugged Performance had situated those sensors accurately in the bumper. On Coker's recommendation, we set up for the initial session in Track mode with the torque split and stability control in their neutral positions and light regen. Then the marshal signaled—go time.Feeling a powerful electric car's crushing acceleration absent an engine note remains surreal. Without turbos to spool, a redline to reach, or shifts to ace (or botch), driving the Ascension R was highly intuitive, letting our focus sharpen on how much we could floor it at any given moment. There's superb linearity to the accelerator pedal, with every input backed by direct, instantaneous response. Power trailed off as three-digit speeds ticked onto the display, but at anything below that, the car leapt out of corners and across shorter straights.The laserlike handling we lauded previously seemed enhanced by Unplugged Performance's chassis work. The Ascension R rode planted and smooth, absorbing Buttonwillow's cracked, undulating pavement and apex curbs. Free of a heavy engine between its front wheels, there felt like near zero latency from steering wheel motions to where the nose pointed—agile and eager yet determined and free of understeer.Slowing for Turn 1 and Turn 12, each at the end of Buttonwillow's longest straights, was well within grasp for the 4,000-odd-pound Ascension R's upgraded brakes. They clamped assertively with great feel, letting us back off precisely before tossing the car in. For trundling around the paddock and on turns that needed just a dab, more reactivity from the heavy pedal would have helped. Still, even light regen allowed some control of speed by modulating the accelerator, and we detected no fade at any point.Four-lap session complete, we returned to the garage—having drained about 30 miles of range in just over 10 miles of driving. Tesla Corsa events are held at tracks selected for charging convenience, and they're structured to ensure ample time between sessions; the closest Supercharger to Buttonwillow Raceway is about 10 miles south on California's I-5 highway. During downtime, we saw drivers juicing up at 50-amp outlets in the track's garages and RV sites. Schaffer dismissed that recharging hinders the viability of an EV track day: "It's one of these things where if you extrapolate outward, eventually concerns about it go away as infrastructure builds up." To that point, installation of Buttonwillow Raceway's onsite Supercharger station is underway.As we suited up for our second session, Coker encouraged us to play with Track mode settings to send more torque to the rear and relax the nannies. Back on track, the Ascension R immediately showed a different character. It now wanted to oversteer, powering around with newfound friskiness. With less stability intervention we detected some of the rear-end gyrations we'd felt in prior Model 3 drives, especially as cambers flattened out. Those were of little consequence. Altering Track mode settings corner to corner added fresh layers of involvement. Even as the battery seemed to wane just slightly in the final stretches of the last lap, we would have loved more time to explore this real-time tuning—like one of Coker's profiles, simply labeled "Drift."A Thrilling Future for TunersWith the Ascension R, Unplugged Performance transformed the Model 3 from a zippy luxury sedan into a track-attacking machine. That's evidenced not only by our experience behind the wheel but also by the world-rivaling lap times it can post in the hands of a pro. Although we noticed minor Tesla-esque quality issues in Ascension R's cabin, those were forgivable for the thrill it delivered, and it's still opulent in comparison to typically stripped-out racetrack specials.Besides speed, new father Schaffer finds substance in EV tuning. "It's another level of meaning of life and work where we're not only doing fun stuff because it's fun but because it's important, as well," he said. "Once we realized that racing a Tesla is moving car culture toward a sustainable place, we could never go back. So it's only EVs for us because we get to enjoy our hobby in a way that's good for the future." That won't limit his team from making the fastest electric car they can make. Unplugged Performance is developing a Model 3 at Germany's Nürburgring to prepare future projects for the world's most demanding tracks.Modification enthusiasts should lose concerns that electrification might stifle their possibilities. Whether their dream build rides sky high or slammed to the ground, motivation is the only thing that will stop them from achieving it—and we're not referring to what's under the hood.Looks good! More details?
ford mustang-mach-e Full OverviewLest you think we don't read your letters, we get it: You think a Ford Mustang should be a two-door, rear-drive, V-8-powered pony car. But let's face facts, shall we? The Ford Mustang Mach-E electric SUV is very much here and very much a Mustang; it even says so on the label. But that's not to say there hasn't been room for improvement; for example, Ford launched the Mustang Mach-E last year without a higher-powered GT variant at the outset. That's like rolling out a new-generation Mustang without a V-8 to start. It took them a while, but the 2021 Ford Mustang Mach-E GT Performance Edition is finally here, so naturally we strapped our test gear on it to find out if the wait was worth it.Mustang Mach-E GT and Mach-E—What's the Difference? What Is the Performance Edition?Like the decades of gas-powered Mustangs that've preceded it, the Mustang Mach-E GT follows the same tried-and-true formula: make a sportier-looking, better-handling, and more powerful pony SUV. The standard Mustang Mach-E GT sports two upsized permanent-magnet electric motors—one at each axle—good for a combined 480 hp and 600 lb-ft of torque, backed up by the Mach-E's larger 93-kWh battery pack, upsized brake rotors, a retuned suspension, and 20-inch wheels wrapped in performance-oriented all-seasons. The Mach-E GT Performance Edition takes things a bit further. Although horsepower is unchanged, torque rises to 634 lb-ft, and it also gets MagneRide dampers, sticky summer rubber, and upgraded Brembo brakes at the front wheels. Range falls by just 10 miles versus the standard Mustang Mach-E GT, from 270 miles to 260.Does the Mustang Mach-E GT Feel Like a Mustang on the Road? How Fast Is It?Straight-line speed is traditionally where a Mustang GT offers the most thrills, and the Mach-E GT Performance Edition is no exception. Although it isn't as violent off the line as some other high-performance electric SUVs, the Ford launches hard, and without a more conventional transmission to deal with, its twin motors are almost always in the meat of their powerband. Interestingly, the Mach-E's power starts to quickly taper off as you near triple-digit speeds—something that undoubtedly affected its performance numbers.With our test gear strapped into the passenger seat and GPS receiver gaff-taped to the roof, the Mustang Mach-E GT Performance Edition's best 0-60-mph run took 3.6 seconds, just a tenth of a second behind the last 2021 Tesla Model Y Performance we tested, but seven-tenths quicker than the V-8-powered 2021 Mustang Mach 1. Weirdly, our best launches weren't made using the Mach-E's sport mode (cheekily named "Unbridled"), but in the default "Engage" drive mode. We found Engage to be quicker for both our 0-60 and quarter-mile runs, the latter of which saw the Mach-E GT run down the dragstrip in 12.6 seconds at 100.6 mph. That ties the latest Mustang Mach 1's quarter-mile time (though 12.5 mph slower), but it lags significantly behind a Model Y Performance, which runs the quarter in 12.0 seconds at 114.7 mph."Very strong low-end acceleration, but when it got beyond 80 mph, there was a very noticeable power drop, also indicated on the power bar on the instrument cluster," road test analyst Alan Lau said.The Mustang Mach-E GT Performance Edition's braking and handling didn't disappoint, either. It hides its nearly 5,000 pounds well with quick and precise steering, and its firm yet not punishing ride mitigates body roll. Things get particularly fun in Unbridled mode with traction and stability control off; this EV SUV allows a surprising(ly fun) amount of oversteer. Its stopping power is particularly good, too. "The best of any EV I've tested," road test editor Chris Walton said of the Mach-E GT's brakes. "They are highly effective and very well tuned for trail-braking: easy to predict, control, and release."Walton's impressions hold up when breaking down the Mustang EV's 60-0-mph and figure-eight test numbers. On the former, the Mustang Mach-E GT Performance Edition stops in just 105 feet—that's 9 feet longer than a Mach 1 but 8 shorter than a more comparable Model Y Performance. On the figure eight, it busted out a 24.9-second lap at 0.78 g average in Unbridled Extend mode—a sport performance mode designed to keep the battery and motors in their optimal temperature range for autocross and track days. Although the mode worked as advertised, the Mach-E generally needed to sit parked for at least 15 minutes before we could get it to engage. The Mach-E GT's lap is just a tenth of a second and 0.01 g less than a Model Y Performance, but not surprisingly it lags a fair bit behind a Mustang Mach 1, which lapped the course in 23.7 seconds at 0.82 g.A Nerdy Note on Charging the Mustang Mach-E GTAlthough the Mustang Mach-E GT Performance Edition doesn't disappoint on the road, we're a bit perplexed by its Level 3 DC battery charging speed. It's nominally rated for a 150-kW peak rate (to put that in perspective, Teslas max out at a 250-kW peak, while the 2022 Kia EV6—a direct competitor—will allow for a 350-kW peak). In real-world testing, the Mustang Mach-E's charge curve was aggressively conservative.Utilizing a 350-kW Electrify America fast charger, it took us 41 minutes to charge from 15 to 80 percent capacity, which is bang on what Ford advertises the Mach-E to be capable of achieving. (Plugging it into a 350-kW charger is a bit like filling up a Prius with premium, but we chose that particular charger because we knew it worked well.) So, what's the problem? Our issue is that once you get past that 80 percent rate—like, say, if you'd like to add a little bit more of a range buffer during a road trip—the charge rate drops from the low-90-kW range to just 13 kW, or about the rate a Level 2 overnight charger delivers electricity to a vehicle. Long story long, it will lead to Mach-E owners spending more time than they need to at the charger.There isn't another EV on the market we can recall that has such a slow post-80 percent charge rate, so we reached out to Ford for comment. A spokesperson told us the automaker designed the slow post-80 percent rate in an attempt to maximize the Mustang's battery life but that it has committed "to expand [the DC fast charge] curve 'ceiling' to greater than 80 percent state of charge through a Ford Power-Up over-the-air software update." No official word on what the new ceiling will be, but Ford's general manager of battery electric vehicles told InsideEVs the automaker is currently looking at raising the fast-charge ceiling from 80 to 90 percent. No word yet on when Mach-E owners can expect the over-the-air update.How Much Does the Mustang Mach-E Cost?Prices for the Mustang Mach-E GT are competitive for the segment, with prices starting at $61,000. That undercuts the Model Y Performance ($65,190 this week), even when you match equipment levels. The Mustang Mach-E GT Performance Edition's value proposition is a little murkier. The package adds $5,000 to the bottom line, and if you opt for the panoramic glass roof, Ford's BlueCruise advanced driver assist system, and a premium color like that found on our test car, the sticker balloons to an as-tested price of $69,800.So, Is the Mach-E GT Really a Mustang?The Mustang Mach-E GT Performance Edition doesn't look or sound like a traditional Mustang, but the performance it offers certainty lives up to the promises implied by the Mustang GT name. While it isn't perfect, the electrified pony SUV is a promising rethink of what the Mustang is, and what it can be.Looks good! More details?2021 Ford Mustang Mach-E4x (Performance Edition) Specifications BASE PRICE $66,000 PRICE AS TESTED $69,800 VEHICLE LAYOUT Front and rear-motor, AWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 480 hp TORQUE (SAE NET) 634 lb-ft TRANSMISSION 1-speed automatic CURB WEIGHT (F/R DIST) 4,980 lb (50/50%) WHEELBASE 117.5 in LENGTH x WIDTH x HEIGHT 186.7 x 74.1 x 63.5 in 0-60 MPH 3.6 sec QUARTER MILE 12.6 sec @ 100.6 mph BRAKING, 60-0 MPH 105 ft LATERAL ACCELERATION 0.96 g (avg) MT FIGURE EIGHT 24.9 sec @ 0.78 g (avg) EPA CITY/HWY/COMB FUEL ECON 88/75/82 mpg-e EPA RANGE, COMB 260 miles ON SALE Now Show All
With the introduction of the 2022 Toyota Tundra, we began to wonder when we'd see the next Sequoia SUV come out. Considering the full-size three-row SUV is loosely based off of the full-size pickup, it'd make sense that a new Tundra might beget an updated Sequoia. Sure enough, it looks as though a new Sequoia is finally happening, as Toyota has begun to tease out the look of the next-gen large SUV. Even better? It looks like there might be a few stylistic references to early Sequoia models in the new one.What We Get To See, So FarFrom the looks of the teaser image above, the 2023 Sequoia's design is going to depart from the current, second-generation model, which has been around since 2007. The rear end shows just how much change to expect: Where rounded, doughy, early naughts bodylines once meandered there now live more muscular, straight edges. The tail lights also show a new "T" design fast growing familiar across the Toyota SUV lineup. They draw not only further forward and into the rear quarter panel, but also further across the liftgate.The teaser also shows that the C-pillar has adopted a piece of black trim (instead of a body-color treatment) and brings the rear quarter window closer—physically, as we can tell thanks to some exposure editing—to the back of the rear doors. Toyota also gives the rear quarter windows a new arrowhead shape with a gray, silver, or chromed piece of trim between it and the body. Also getting some potential chrome treatment on this teaser image are the door handles.The New Liftgate Design Is A First Gen Sequoia CallbackThe bumper has also changed from a straight body separation on the body to now an angular one from the lower portion of the tail light to the molded overfender, however this separation does not continue into it. With our enhanced exposure edit, we also get a look at how the rear gate blends into the quarter panels, seemingly like the piece on the first-generation XK30/XK40 Sequoia. Instead of being completely encased into the liftgate, the rear window now curves around the gate and into the body, just like the 2001-2007 models' did.Unfortunately, we can't see how the glass separates to form the liftgate as its separation is not evident in the edited image. It's possible that the last bit going into the body is just a piece of trim—either black plastic or darkly tinted glass bonded by adhesive—and the separation follows the line seen in the rear spoiler and taillight just as it did with the first generation Sequoia. Or it could be one whole piece that lifts up with the rest of the liftgate. Finally, we also get a quick tease of the wheel, which on the surely up-level trim highlighted here looks to be a black-painted aluminum wheel with a machined face.Anything Else Teased?For the moment, this is all Toyota is giving out. There is no news on available engines, drivetrains, suspension, TRD versions, or the like. We imagine that the new Sequoia will get the same engine and drive treatments as the newest Tundra short of the live axle rear. Despite the Tundra's change to coil springs, we just don't see the Sequoia backsliding from its multilink, independent rear suspension setup—recently adopted by segment heavyweights from General Motors, the Chevy Tahoe and GMC Yukon, and long a staple of Ford's Expedition—to the Tundra's live axle, however improved it might be.Given how the Sequoia's teaser train has left the station, figure on the big SUV making its formal debut sometime soon.
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Looking to deck out your Tesla with carbon-fiber dress-up bits? A new lineup of carbon parts from Unplugged Performance bring more than an extra dash of splash—they're manufactured by none other than Koenigsegg. Yes, that Koenigsegg, the hypercar manufacturer behind crazed top-speed runs and exotic (internal-combustion) engine technologies.This collaboration, dubbed UP x KAM, in reference to Koenigsegg Advanced Manufacturing, kicks off with carbon-fiber spoilers for the Tesla Model 3, Model Y, Model S, and Model X, as well as wider front fenders and a "high-downforce" spoiler for the Model 3 specifically. More parts are promised later this year.While the parts themselves cost significantly less than, say, one entire Koenigsegg hypercar, these aren't Pep Boys bits. The regular spoilers for the Model 3 and Y run $1,745 apiece and are claimed to aid each vehicle's aero efficiency. The "long-tail" spoilers for the Model S sedan and X SUV cost a cool $2,495. And those wider Ascension R front fenders for the Model 3? Those are listed at an eye-popping $8,845; to be fair, the lightweight wings lend the Model 3 a spicy vibe while their 0.8-inch extra width helps accommodate up to 315-section tires, compared to the biggest a regular 3 can comfortably swallow, 275 to 295s. Unplugged Performance also claims the fenders, when used in collaboration with other Ascension-R front-end parts, help with downforce.Every component comes with a nifty UP x KAM sticker denoting the Koenigsegg, er, koennection, and each piece is handmade. Quantities of these first-run products are limited, so if you want some for your Tesla, you better hurry. Unplugged Performance also has its own assortment of exterior upgrades for Teslas, in case you miss out.
With the introduction of the 2022 Toyota Tundra, we began to wonder when we'd see the next Sequoia SUV come out. Considering the full-size three-row SUV is loosely based off of the full-size pickup, it'd make sense that a new Tundra might beget an updated Sequoia. Sure enough, it looks as though a new Sequoia is finally happening, as Toyota has begun to tease out the look of the next-gen large SUV. Even better? It looks like there might be a few stylistic references to early Sequoia models in the new one.What We Get To See, So FarFrom the looks of the teaser image above, the 2023 Sequoia's design is going to depart from the current, second-generation model, which has been around since 2007. The rear end shows just how much change to expect: Where rounded, doughy, early naughts bodylines once meandered there now live more muscular, straight edges. The tail lights also show a new "T" design fast growing familiar across the Toyota SUV lineup. They draw not only further forward and into the rear quarter panel, but also further across the liftgate.The teaser also shows that the C-pillar has adopted a piece of black trim (instead of a body-color treatment) and brings the rear quarter window closer—physically, as we can tell thanks to some exposure editing—to the back of the rear doors. Toyota also gives the rear quarter windows a new arrowhead shape with a gray, silver, or chromed piece of trim between it and the body. Also getting some potential chrome treatment on this teaser image are the door handles.The New Liftgate Design Is A First Gen Sequoia CallbackThe bumper has also changed from a straight body separation on the body to now an angular one from the lower portion of the tail light to the molded overfender, however this separation does not continue into it. With our enhanced exposure edit, we also get a look at how the rear gate blends into the quarter panels, seemingly like the piece on the first-generation XK30/XK40 Sequoia. Instead of being completely encased into the liftgate, the rear window now curves around the gate and into the body, just like the 2001-2007 models' did.Unfortunately, we can't see how the glass separates to form the liftgate as its separation is not evident in the edited image. It's possible that the last bit going into the body is just a piece of trim—either black plastic or darkly tinted glass bonded by adhesive—and the separation follows the line seen in the rear spoiler and taillight just as it did with the first generation Sequoia. Or it could be one whole piece that lifts up with the rest of the liftgate. Finally, we also get a quick tease of the wheel, which on the surely up-level trim highlighted here looks to be a black-painted aluminum wheel with a machined face.Anything Else Teased?For the moment, this is all Toyota is giving out. There is no news on available engines, drivetrains, suspension, TRD versions, or the like. We imagine that the new Sequoia will get the same engine and drive treatments as the newest Tundra short of the live axle rear. Despite the Tundra's change to coil springs, we just don't see the Sequoia backsliding from its multilink, independent rear suspension setup—recently adopted by segment heavyweights from General Motors, the Chevy Tahoe and GMC Yukon, and long a staple of Ford's Expedition—to the Tundra's live axle, however improved it might be.Given how the Sequoia's teaser train has left the station, figure on the big SUV making its formal debut sometime soon.