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The 40th Tokyo Auto Salon started off with modest fanfare on Friday, as the typical media day routine of press conferences, product debuts, prototype reveals, and the ever-popular TAS staple of pinup girls and race queens transpired.While day two typically devolves into a more frenzied state due to the doors being opened to the public, the COVID situation caused people to mill about in a very civilized manner, as we all social distanced as best as possible. Mask mandates as well as the downloading of a Bluetooth-dependent app that collected data from all nearby smartphone devices to record exposure risks were required for all visitors.As for the contents of the show itself, both the Gazoo Racing GT3 Prototype and the mildly modded orange Fairlady Z at the Nissan booth seemed to maintain the strongest grip on visitor interest, with lengthy lines to get in and see both vehicles remaining in effect nearly up to closing time each day.Surprise encounters included bumping into our old friend Mr. GT-R Hiroshi Tamura, meeting Yamamoto-san of Racing Factory Yamamoto to discuss his bonkers Figaro/S2000 rocket ship (which took home 3rd place for best tuning car), and catching up with the ever enthusiastic Sakamoto-san of Garage Active for some long overdue GT-R talk.All InclusiveBut perhaps the most pleasant surprise was seeing all of the smaller shops and independent builders in attendance. For beneath all of the glitz, glamour, girls, and gregariousness of this event lies a far more meaningful message. Tiny operations, each with a few employees, striving to do things differently and thinking outside of the box are how this whole show started 40 years ago. Today, many of them remain the unsung heroes of all things JDM, who, in our eyes deserve just as much recognition as the big names in the industry.And while companies like Varis secured first place for its race-ready "Kamikaze Yaris," and the tastefully modded Nissan Fairlady Z stole the show for best concept car, it was an off-road van build that surprised people the most when it came to award time.A 4x4 specialty shop by the name of Outclass Cars took home top honors for best family car of the show with a Toyota Alphard van unlike any other. Converted with imported Lexus LM minivan parts sourced from Taiwan and outfitted with a slew of one-off Outclass 4x4 focused components, then topped with a GIWORKS JAPAN rooftop tent and cargo carrier, this build was a real stand-out at the show this year for the public, the press, and apparently the judges as well.It was this very van that made our coverage of Tokyo Auto Salon 2022 possible, as the Tokushima-based crew graciously allowed me to hitch a ride to and from the event in their capable 4x4 caravan. The return trip even allowed room for two more hitchhikers: A gleaming trophy, and a plaque proudly decreeing that a 4x4 grocery-getter could indeed be considered one of the best builds in all of Japan. Talk about icing on that JDM cake!With that said, here are some of the other highlights from the three-day affair trying to get back to full speed after the cancellation of last year's event. Here's hoping to 2023 continues the momentum.This Fairlady Z concept, which combines some old school Z-car with the new Z's already retro-heavy aesthetic, certainly made its mark on the show. The reworked front fascia, mild flares, and orange/black treatment offer a nice clash of old and new without moving too far away from the modern Z.Your eyes aren't deceiving you, this is in fact a six-rotor swap! Tucked neatly into the engine bay of a Eunos Cosmo, this build began in October and though it's not 100% complete just yet, it's getting close. Many of the parts are sourced from Australia, and the plan is to finish it up by spring and put it to the test in both drag and time attack race events.The off-road market in Japan, much like the U.S., is at an all-time high. Interest in rugged options from the aftermarket have increased dramatically and personalized compact offerings, like this GReddy-equipped Suzuki Jimny, are all the rage.The FD chassis RX-7 has long served as a staple at the Tokyo Auto Salon and that won't be changing anytime soon. The fan favorite's classic body lines, capable chassis, and roomy engine compartment make it a tuning platform with almost limitless options. This version was widened and fitted with an array of vents as well as Vision Type DC mirrors that are typically attached to Honda builds.There's really nothing subtle about the new GR Yaris, so it only makes sense that Varis Japan would go wild with its aero add-on, aptly naming the creation "Kamikaze." The hood, portions of the bumper, lip, side skirts, rear diffuser, and wing use a very large carbon fiber weave pattern like that of the brand's side project, Solid and Joker, which we saw back in 2017.Bulked up fenders feature vents on the front pair, similar to Varis' FK8 Type R kit.With so much talk about the new Toyota GR86, many forgot about the previous generation 86—but not this builder. Tubbed front fenders surround a highly-polished single-turbo 2JZ swap outfitted with custom hard lines and a tucked engine harness.Subaru's STI E-RA Challenge Project, which relies on four electric motors to generate just over 1,000 hp, was a show within the show.Exotics were also on hand in pretty large numbers. Liberty Walk brought quite a few cars to TAS, including this Ferrari sporting its signature wide body aero and vented carbon fiber hood.Other LBWK demo cars included this trio of yellow—a Lamborghini, Corvette, and Mclaren.On the wild side, this sixth-generation Toyota Celica received a (partial) MkV Supra front end conversion.

Ferdinand Alexander Porsche—a.k.a. F.A., Ferry's son and founder Ferdinand's grandson—is probably best known in car circles for the Porsche 901 (which, due to a trademark tiff with Peugeot, became the 911) and 904. He should be equally well known for his 1972 founding of Porsche Design, a company that creates all sorts of non-car things—sunglasses, pens, luggage, knives, even a Blackberry phone—and, of course, watches. In fact, Porsche Design's first product was a watch called the Chronograph 1, and this new (if awkwardly-named) special-edition 911 celebrates the 50th anniversary of Porsche Design and its original timepieceThe celebratory car is a 911 Targa 4 GTS, painted and finished to commemorate the Chronograph 1, which Porsche says was the first all-black watch. Gloss black paint is highlighted by a Satin Platinum finish on the targa bar and wheels. Inside, the Edition 50 Years Porsche Design—as English majors, you have no idea how painful it is for us to type that—gets black-and-gray checkered upholstery, a slate-gray steering wheel, and plenty of limited-edition badging, including F.A. Porsche's signature embossed into the center armrest. The powertrain is standard for the Targa 4 GTS—3.0 liter twin-turbo flat six with 473 hp, and choice of PDK dual-clutch auto or a seven-speed stick—and the car comes with a phalanx of useful option packages.It also comes with a watch, specifically the less-grammatically-challenged Chronograph 1 - 911 50 Years of Porsche Design. The watch is based on the original Chronograph 1, with modern-day Porsche logo and fonts, and a clear back that reveals a winding rotor identical to the 911 Edition 50 Years Porsche Design's wheels.Both car and watch are limited to 750 copies worldwide, each individually numbered (with identical numbers for the car and its corresponding watch, of course). The price: $197,200. The cars and watches will arrive at U.S. dealerships in the spring of 2022. We haven't heard back from Porsche about how many of these cars will be earmarked for the States, so if you're interested, better give your Porsche dealer a quick call sooner rather than later.Interested in the timepiece alone? While the watch that comes with the car is unique, Porsche Design is also releasing a Chronograph 1 - 1972 Edition which stays true to the design of the original, featuring a titanium case back with the original Porsche Design logo; 500 copies will be made, with a price tag of $7,700.

kia sorento-hybrid Full OverviewThe Kia Sorento is one of the better midsize SUVs you can buy, but it just missed a podium placement in our midsize SUV rankings. So what gives? Well, despite its confident handling, eager responses, and tech-forward interior, the mainstream turbocharged gas powertrain isn't as refined as it should be. We recently tested the Sorento Hybrid, and it has an entirely different personality. Is this the pick of the litter?While the non-hybrid Sorento offers a broad range of models, Kia streamlined the hybrid lineup into two moderately contented trims. Our test example was the higher EX version, which is far from Spartan but not as plush as the tippy-top conventional Sorentos, and it's worth noting the hybrid only offers a six-seat configuration where the regular version also has an available seven-seat layout. Fuel economy is the main draw here, with hybrids achieving 39/35 mpg city/highway. In comparison, the gas-only 2022 Sorento tops out at 24/29 mpg with the base engine and 22/29 mpg with the turbo four-cylinder—all with front-wheel drive.To achieve these strong results, the 2022 Kia Sorento Hybrid teams a 1.6-liter turbocharged four-cylinder, electric motor, and lithium-ion battery pack to deliver a healthy 227 horsepower and 258 lb-ft of torque to the front wheels. (AWD adds $1,800-$2,300, depending on trim level.) The hybrid trades the regular Sorento's clunky eight-speed dual-clutch transmission for an unobtrusive six-speed planetary automatic.The Objective Numbers—and Subjective OpinionIn our tests, the Sorento Hybrid ran from 0-60 mph in 8.4 seconds. That matches exactly the time we achieved in a Toyota Highlander Hybrid AWD, which is larger than the tweener Kia. Unsurprisingly, the Sorento Hybrid is quite a bit slower than the 281-hp turbocharged Sorento, which hit the mark in 6.3 seconds. More troubling than the mediocre acceleration time is exactly how the Sorento accelerates and its lack of power, especially at speeds above 50 mph. There's a bit of a sugaring feel from the hybrid's turbocharged engine, too, which is a disappointment.Our feelings were mixed on the Sorento Hybrid's ride, with some noting it could use refinement. Handling is a tough call, too. On our figure-eight course, the Kia turned in a time of 27.7 seconds at an average 0.62 g, a better performance than we achieved in the Highlander Hybrid (28.4 seconds at 0.58 g). The non-hybrid Sorento beats them both with a time of 26.5 seconds at 0.67 g. Our test team praised the Sorento Hybrid's natural steering feel and neutral chassis, but its performance wasn't consistent. "Acceleration was brisk while I had an almost full battery but clearly waned when I got down to one last bar," road test editor Chris Walton said. We also noted considerable body lean.Because hybrids often suffer from mushy or non-linear brakes, we were curious to see how the SUV would perform in our 60-0-mph test. The Sorento Hybrid stopped in 121 feet, on par with the Highlander Hybrid but a slightly longer distance than the non-hybrid Sorento. Nevertheless, our test team praised the Sorento Hybrid's brake feel and overall body control.As a whole, the Sorento Hybrid's driving experience failed to impress. The turbo gas-only Sorento is the more tempting option, even if its engine and transmission combination rarely serve up a smooth off-the-line start.How It Is to Live WithAt least the hybrid doesn't sacrifice much interior space for better fuel economy. It offers slightly less legroom in the second row than the non-hybrid model, but it has the same amount of legroom in other rows and the same amount of cargo space. Headroom is tight in the third row, although legroom there is reasonable enough—if still tight—for a three-row SUV of this size. The raised floor causes your knees to sit up higher than you might imagine. Bottom line: The back row is best for occasional use.Accessing the way back is easy because the rear seats fold down readily. The second-row seats go down with the push of a button on the top of the seat back, and the third-row seats drop to the floor with the simple pull of a lever. There's also the option to fold down the second-row seats with a button in the cargo area.The interior departs from Kia's usual designs. Along with vertical-oriented air vents, the cabin features a space-saving rotary gear shifter. For the 2022 model year, all Sorento Hybrids feature a sleek 10.3-inch touchscreen. (Our 2021 model photo vehicle was stuck with an 8.0-inch screen).Our Sorento Hybrid EX came with a slew of standard safety features, including rear blind-spot collision avoidance assist, rear cross-traffic collision avoidance assist, stop-and-go adaptive cruise control, and a helpful lane keep assist feature. Heated front seats, an expansive panoramic sunroof, and USB chargers for all three rows sweeten the deal. Kia is known for its strong feature-per-dollar value, and although this isn't a shining example, our Sorento Hybrid test vehicle offers a solid amount of equipment for just under $38,000. Looking at value in terms of five-year cost of ownership, the Sorento Hybrid is just adequate. Considering costs such as depreciation, insurance, fuel, and maintenance over a five-year period, our partners at IntelliChoice gave the 2022 Sorento Hybrid an Average value rating.Kia has a unique product on its hands: a stylish, three-row SUV that's not too big and that provides excellent hybrid fuel economy. But be prepared to sacrifice performance for efficiency. The Sorento Hybrid lacks the wow factor of Kia's other three-row SUV, the Telluride. At the end of the day, the Sorento Hybrid is a solid vehicle, and it would have been hugely impressive just a few years ago, but we now know how much better Kia can do.Looks good! More details?2022 Kia Sorento EX Hybrid Specifications BASE PRICE $37,165 PRICE AS TESTED $37,610 VEHICLE LAYOUT Front-engine/motor, FWD, 6-pass, 4-door SUV ENGINE 1.6L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 177 hp @ 5,500 rpm (gas), 60 hp (elec); 227 hp (comb) TORQUE (SAE NET) 195 lb-ft @ 1,500 rpm (gas), 195 lb-ft (elec); 258 lb-ft (comb) TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 4,091 lb (56/44%) WHEELBASE 110.8 in LENGTH x WIDTH x HEIGHT 189.4 x 74.8 x 66.7 in 0-60 MPH 8.4 sec QUARTER MILE 16.4 sec @ 87.2 mph BRAKING, 60-0 MPH 121 ft LATERAL ACCELERATION 0.80 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.62 g (avg) EPA CITY/HWY/COMB FUEL ECON 39/35/37 mpg EPA RANGE (COMB) 665 miles ON SALE Now Show All

Big-block or small-block—which one is best? When this is the question, it matters whether you're trying to win a drag race, or just a simple bar bet. You may be trying to come to a consensus to bulk up your gearhead knowledge or you may be building a period-correct street machine with a ton of power from an engine that matches the emblem on the fender. Do you already have a heavy favorite and want to back up an opinion, or are you a novice with an open mind and a thirst for hard facts? If you're a student of domestic 20th-century V-8 engine architectures, you've come to the right place because we've got answers.Big Pump vs. Little PumpEngines in their simplest form are air pumps. The bigger the displacement of the pump, the greater the potential power; when all things are equal, the bigger the engine, the greater the power output. Unfortunately, in the argument of big-block vs. small-block, things aren't equal, and our basic argument of "bigger is better" kind of hits the guardrail in a few places. First is the availability of aftermarket cylinder heads with high-flowing port shapes and large valves. The availability of these varies wildly for different engine families, when it exists at all. Moreover, the cost of parts may make building some engine brands cost-prohibitive at larger sizes and higher hp, so while you may crave a 455ci Oldsmobile big-block, for example, you may be better off with a new-era Chevy LS at half the cost per-hp. The 455ci Olds might have more cubes, but a 327ci (5.3-liter) LS is the better air pump of the two. Already, you've learned that the size of the air pump isn't a marker for how well it pumps air.Big Valve vs. Small ValveFrom left to right: Buick, Olds, Pontiac, and Chevy small-block cylinder headsIf engine size doesn't solve the big-block vs. small-block question, what else matters? If your eyes have wandered down the page to the large chart labeled "Small-Block vs. Big-Block Specs," you can get your first clue from the "intake valve" spec column, which shows the most common intake valve diameter size for each engine family. The intake valve is the door through which air enters the engine. Big doors move more air than small doors, so it's possible to have an engine with plenty of displacement but only modest-sized valves—a description that fairly describes most of the OE engines on our list. So long as the engine speed doesn't exceed a valve's ability to satisfy the engine's demand for air mass, there's no problem. But as soon as the valve and the port presents a restriction, the power party is off. As it turns out, 20th-century big-block engines (and even small-blocks) hit this wall with relatively little effort.Here we run the risk of oversimplification, because valve size is a stand-in for mass flow and port flow quality, but it's instructive because the valve diameter is largely dependent on bore diameter. The bigger the bore, the bigger the valve you can use and the more power you can make, provided the port can support the flow. In the big-block vs. small-block debate, the availability of high-flow, big-valve aftermarket heads and intake manifolds is a make-or-break proposition, so unless the debate is stock vs. stock the aftermarket has a say in crowning winners and losers.Big Bore vs. Big StrokeIf increasing the bore and increasing the stroke both provide more cubic inches and presumably more power, does it really matter how the factory went about increasing the displacement? It turns out, that does matter. A look at the "Small-Block vs. Big-Block Specs" chart shows stock bore, stroke, and approximate engine weight, and here you'll note that some engines have larger bores and shorter strokes (oversquare) while others have smaller bores and longer strokes (undersquare). A short-stroke engine doesn't need as tall a deck height to make the same cube-count and will typically weigh less, setting up a lighter-is-better argument. This favors the big-block Chevy, a fact somewhat hidden by the reality that the big-block Chevy cast-iron heads and intake are super heavy, though they are easily replaced by lighter aluminum. The stock BBC heads are massive, but in aluminum form, this giant footprint on the fire deck adds stability and more flexibility in port design which the aftermarket has taken full advantage of.Ford Performance A460 big-block cylinder caseWhere a taller-deck big-block V-8 has the advantage is in situations where the bore is also larger. The Chrysler 440 and the Ford 460 had no interdivisional rivals like GM, so pattern-makers could make everything bigger; more bore diameter, more deck height, more clearance for stroker cranks, and more valve diameter. The Ford 385-series big-block and the Chrysler 440 wedge paid a modest weight penalty without really being any more powerful from the factory than Chevy offerings (the 427ci Chevy L88 claimed 430 hp, the Chrysler 440ci Six Pack claimed 390 hp, the Ford Super Cobra Jet 429 claimed 370 hp), but their internal architectures hid a lot of potential that wouldn't be revealed until well after the muscle car era was over and aftermarket companies joined the fray. Here is where things get very interesting—but before we cover these Ford and Mopar interlopers we need to wade through the GM big-block vs. GM small-block scrum.Survey Says: Big-Block ChevyDart's Big-M big-block Chevy cylinder caseIf you just want to win races while spending the least amount of money, get a modern Chevy LS small-block. Debate over. You're just not going to get to four-digit power levels with anything else for less than the price of an LS, but that's no fun for the purposes of our old-school 20th-century big-block vs. small-block slugfest. We're cutting to the bottom line early so we can ponder the deeper mysteries of the big-block vs. small-block debate. But when it comes to making copious power from any common domestic V-8, the big-block Chevy wins hands down, not so much on the basis of any overwhelming mechanical merit, but because the aftermarket has been continuously working on making the big-block Chevy bigger, badder, and better for the past half-century. In fact, the aftermarket is so influential that many of the best big-block Chevys don't have any Chevy parts in them at all (this goes as far back as the Drag Race Competition Engine, or DRCE, which was fielded by Oldsmobile beginning in 1983).GM Big-Blocks vs. GM Small-BlocksPontiac "big-block" 428ci V-8If we set aside the outsized advantage that the big-block Chevy has by way of the performance aftermarket, it's instructive and fun to look at the some of the more esoteric aspects of the various big-blocks and small-blocks made by Detroit's automakers through the muscle car era. In this way, we can evaluate winners and losers by various criteria, both as-conceived, in production form, and in later, aftermarket-enhanced form. These engines didn't exist in a vacuum; they needed to fit in the space available, meet production cost requirements, and in some cases, abide by arbitrary corporate limitations.Oldsmobile 403ci small-block on the dynoAt General Motors for instance, a rule was set up in 1963 for mid-sized cars that engine size limits were not to exceed 330ci, resulting in a bunch of small-blocks just under that size (Chevy 327ci, Pontiac 326ci, Olds 330ci), then changed its mind in 1968 with a 350ci limit (Chevy 350, Buick 350, Olds 350, Pontiac 350). In 1965, GM allowed, and then limited, big-block engines in mid-size and smaller cars to less than 400ci (Pontiac 389, Olds 400, Chevy 396, Buick 400), until they didn't, starting in 1969. Even then, GM only cracked open the tap for a few 427ci Chevy Camaro COPO orders (Corvette was always exempt). By 1970, all size limits at GM were gone, with displacements swelling to 454ci (Chevy) and 455ci (Buick, Olds, Pontiac). With GM holding its divisions under a cube limit for most of the era, it's no wonder the competition seemed so close on paper.Cost vs. PowerThe small-block Chevy reigns supreme as aftermarket parts leader for V-8 engines. With any big-block vs. small-block comparo, one of the major debate points is cost-savings (the small-block) versus big power (the big-block). With the Chevy engines, the aftermarket has erased much of the disparity here, making both big-block and small-block engines around the same in terms of hp-per-dollar. The big-block has more room inside relative to the small-block, so you can buy more power for the dollar without the cost skyrocketing too much on the high-end of the power range. Likewise, the aftermarket has serviced the small-block Chevy well over the decades, offering stroker kits, high-performance induction, and stronger blocks with clearance for stroker kits, keeping the small-block Chevy well in the competition fray. Building a high-output small-block Chevy really isn't a barrier like it is for many other brands of GM small-blocks, and in some cases the power level of a performance-built small-block Chevy can exceed the power output of some big-block architectures in a cost-effective way, irrespective of displacement.Big-Block Buick vs. Small-Block BuickSmall-block 350ci Buick V-8The cost-versus-power face-off makes a more compelling argument with less popular, less well-supported manufacturers. If you're a Buick fan, for instance, you'll quickly discover that it's almost impossible to field a competitive 350ci small-block Buick due to a dearth of power parts for the short-lived engine family. The 350 Buick debuted in 1968 and shared more with the 231ci V-6 than either the earlier "nailhead" big-block or the 400ci big-block released in 1967—it has both its aluminum timing cover and bore diameter in common with the 231ci V-6. An undersquare design (small bore, long stroke) and a small intake valve kept power in check while making the small-block Buick block as wide as a big-block Chevy. (If you're looking for a small underdog Buick to beat Chevys with, you'd do better to build a turbocharged and intercooled 231ci V-6 LC2, as found in the 1986-87 Buick Grand National).Big-block Buick by Automotive Machine & PerformanceThe Buick fan looking for the biggest bang for the buck within his own brand will probably want a 455ci big-block, an engine that is supported by a small, loyal cottage industry with companies like Automotive Machine & Performance, TA Performance and Kenny Betts Racing. A big-block Buick also has a modest advantage in the mass department; as a precision thin-wall casting, the big-block Buick cylinder case is the lightest of the era, making it a threat in spite of its modest cylinder head flow profile relative to contemporary offerings. The 455ci Buick was also the torque king of the era, putting out a bona fide 510 lb-ft of torque, the most for its day.Big-Block Pontiac vs. Small-Block PontiacWhile Buick offered small-block and big-block designs that shared little, Pontiac by contrast built all its V-8 engines from the same basic architecture. Pontiac never added a "big-block" engine family in the late 1950s or early 1960s like others did but rather increased the size of its existing OHV V-8 design. All Pontiac engines between 326ci and 455ci have the same external dimensions, with only internal alterations to bore and stroke. All had the same 6.665-inch connecting rod, and the Pontiac 350ci "small-block" of 1968 was derived from the earlier 389ci V-8, but with a smaller 3.87-inch bore (versus the 389's 4.06-inch bore).When looking at the cost-versus-power problem through Pontiac glasses, it clearly pays to go big since the cost to build any Pontiac V-8 is essentially the same. Pontiac fans should note that at around the 600hp mark, Pontiac blocks develop a tendency to crack down the valley and require additional measures to provide reliable support in this fatigue-prone area. Pontiac engine builds are well-supported by the tightly-knit but sometimes fractious Pontiac aftermarket community, and include Nitemare Performance, Tin Indian Performance, SD Performance, and Butler Performance. So who wins the big-block Pontiac vs. small-block Pontiac battle? It's the mack-daddy 455ci big-block, but you can always call it a stroked and poked 326 small-block if you like!Big-Block Olds vs. Small-Block OldsBig-block OldsmobileBy 1964, on the eve of the muscle car revolution, Oldsmobile's ground-breaking OHV V-8 "Rocket" design of 1949 was long in the tooth and ripe for redesign. Like Pontiac's V-8, Oldsmobile V-8s would share some elements such as bore center spacing and deck height between its engines, but because Oldsmobile elected to use two different deck heights instead of one it meant designing and manufacturing different cylinder heads and intake manifolds for small-block and big-block versions. This was further complicated by a change in big-block cylinder cases in its 400ci "big-block" in 1968. As a result, building any form of performance Oldsmobile V-8 from the era requires a master's degree in Oldsmobile history from the university of hard knocks.Oldsmobile 350ci small-blockHelping Oldsmobile fans figure things out is a full-time job for a growing number of Oldsmobile-specific engine builders and parts manufacturers; you can bypass your graduate degree from the school of hard knocks by employing the brainpower of several Doctors of Oldsmobile-ology in the form of Mondello Performance Products, Dick Miller Racing, Rocket Racing and Performance, Supercars Unlimited, Olds Rocket Parts, and this author's personal favorite, BTR Performance. So what engine do we like in the Olds ranks, big-block or small-block? With its oversquare bore and the potential to fit much larger valves, plus its light weight, the small-block Oldsmobile is our favorite of the two. With few options available for truly high-flowing cylinder heads, your money is better spent on the small-block Olds, as the big-block (tall-deck) Olds hits a point of diminishing returns cost-wise much more quickly. Oldsmobile small-block bonus: In 1977, Olds increased the size of the low-deck small-block Olds to 403ci by giving it a fun-sized 4.351-inch bore, then put it under the hoods of Pontiacs and Buicks from 1977 until 1979.Small-Block vs. Big-Block Specs*Engine: Bore Dia.: Intake Valve: Stroke: Deck height: Weight: 350ci Small-Block Chevy 4.00 in. 1.94 in. 3.48 in. 9.02 in. 535 - 575 lbs. 454ci Big-Block Chevy 4.25 in. 2.06 in. 4.00 in. 9.80 in. 685 lbs. 350ci "Small-Block" Buick 3.80 in. 1.88 in. 3.85 in. 10.19 in. 450 lbs. 455ci "Big-Block" Buick 4.31 in. 2.00 in. 3.90 in. 10.57 in. 600 lbs. 350ci "Small-Block" Oldsmobile 4.06 in. 1.88 in. 3.38 in. 9.33 in. 500 - 560 lbs. 455ci "Big-Block" Oldsmobile 4.13 in. 2.07 in. 4.25 in. 10.62 in. 605 - 620 lbs. 350ci "Small-Block" Pontiac 3.87 in. 1.94 in. 3.75 in. 10.25 in. 590 lbs. 455ci "Big-Block" Pontiac 4.15 in. 2.11 in. 4.21 in. 10.25 in. 650 lbs. 351ci Ford Small-Block Windsor 4.00 in. 1.84 in. 3.50 in. 9.50 in. 510 lbs. 351ci Ford Small-Block 2V Cleveland 4.00 in. 2.04 in. 3.50 in. 9.20 in. 550 lbs. 428ci Ford Big-Block Cobra Jet FE 4.13 in. 2.09 in. 3.98 in. 10.17 in. 650 lbs. 460ci Ford Big-Block 385-Series "Lima" 4.36 in. 2.09 in. 3.86 in. 10.32 in. 640 lbs. 360ci Chrysler Small-Block LA-Series 4.00 in. 1.88 in. 3.58 in. 9.60 in. 550 lbs. 440ci Chrysler Big-Block Wedge 4.32 in. 2.08 in. 3.75 in. 10.72 in. 670 lbs. Show All*With apologies to AMC and Cadillac fans, this list is not a comprehensive inventory of all big-block or small-block engines of the muscle-car era, but rather of the largest and/or most common versions of each engine family. GM small-blocks are arbitrarily limited to 350ci to make the list more manageable. Weight of engines in stock configuration is approximate. GM vs. the WorldFor many years, the big-block Chevy and the small-block Cleveland-headed Ford Windsor were the top contenders at the Amsoil Engine Masters Challenge. So far, GM has hogged the spotlight, but the giant hook is about to make an appearance from stage left and pull the warm-up act off stage. Ford and Chrysler were not taking things lightly during the muscle car era, and as sales-volume underdogs, they had nothing to lose. Both Ford and Chrysler developed limited-production Hemi-headed big-blocks (at Ford, the FE-based over-the-counter SOHC 427 and the 385-Series derived Boss 429, at Chrysler the 426ci Hemi), but these were largely out of reach for the average person, and today would require significant amounts of discretionary income to own. For this reason, we only considered the common engine variants in our big-block vs. small-block debate.Lightness vs. PowerAll-aluminum 454ci small-block Ford Windsor with TFS heads and 730 hpThe 1960s saw the predominant use of cast iron in cylinder cases, cylinder heads, and intake manifolds. Inexpensive and strong, cast iron was used almost exclusively, whereas today aluminum alloy and lightweight thermoplastics comprise a significant number of engine components in newer engine families. Then as now, power demands strength, and strength adds mass, the biggest difference being that back in the 1960s, if you wanted strength, it came with a bigger weight penalty. Without considerations of inter-brand rivalry, Ford and Chrysler big-blocks were able to leapfrog GM's big-blocks simply by making them bigger in the areas that counted the most: bore diameter and deck height.Ford 429ci Cobra Jet 385-series big-block circa 1971Given the contemporary state of development in 1960s-era airflow technology, the extra internal real estate of the Ford and Chrysler big-blocks didn't pay that big a dividend at the time; it would take the aftermarket to take real advantage. In recent decades the Ford 385-Series "Lima" big-block (429/460ci) and B/RB-series Chrysler Wedge (383/400/440ci) have seen high adoption rates by aftermarket manufacturers and engine builders to the point where they are at cost-per-hp parity with the big-block Chevy up to around 800 hp. Moreover, with a new wave of alloy aluminum blocks, cylinder heads, and intake manifolds (particularly engine blocks), the Ford and Mopar big-blocks can be built to flyweight specs at well over 1,000 hp. In comparing small-block Fords to big-block Fords, and in comparing small-block Mopars to big-block Mopars, aftermarket developments have turned the tide in some interesting ways. Let's take a closer look.The Battle of Ford V-8s438ci "Clevor" Ford small-block Windsor with Cleveland-style headsOnce a production engine's useful life to the OEM is over, it gets put out to pasture. As sad as that is, there's no room for sentimentality in the boardroom no matter the brand. With Ford, however, the groundswell of support from gearheads and racers was so great that the aftermarket rescued both the small-block Windsor and the big-block 385-series Ford before they had any time to wither away. In the Ford camp, the rivalry is hot and heavy, with racers seemingly limited only by the cash on hand—far less of a problem when you keep winning races as they tend to do. On the small-block end of things, the 5-liter Fox-body Mustang kept the short-deck (8.2-inch deck height) 302ci Windsor small-block on the boil through the 1994 model year, which had a knock-on effect on its larger 351ci small-block Windsor sibling available in half-ton F-150 trucks. Early on, the airflow necessary to support big power numbers in a small-block Ford came from another Ford small-block, the 351ci Cleveland, which only lived for five years between 1970 and 1974. In recent years, however, canted-valve race versions of small-block Windsor heads (AFR, Edelbrock, Dart) have leveled with the flow advantage of a Cleveland-style head.The Cleveland ConnectionEdelbrock's contemporary SC-1 small-block Ford head with Yates-style chambers and portsortsWay back at the top, we told you about the importance of the intake valve, in many ways more important than the displacement volume itself. When Ford designed the Cleveland small-block, it was a concession of sorts to get big-block power out of a small-block sized package. In practice, on a daily-driven car, the Cleveland V-8 had ports that were too large to promote good drivability and low emissions, but for performance, it couldn't be beat. Moreover, so similar were the Windsor and Cleveland that Cleveland-style heads could be adapted to Windsor engines with minimal frustration (note: Don't try this unless you know what you're doing!). This is exactly what led to Ford's dominance in the NASCAR circuit during the 1980s—Cleveland-style ports and chambers on Windsor-based blocks. In this regard, if the story were Ford small-block vs. Chevy small-block, the Cleveland-style head on a small-block Windsor would pummel a SBC with ordinary aftermarket heads (canted-valve SB2 excluded), because as far as the air and fuel is concerned, the Cleveland-headed Windsor is a big-block. Today, Cleveland-style Windsor heads based roughly on the Yates NASCAR model are available along with high-flow Windsor heads, and you'll find small-block Fords of this ilk in contention at nearly every major big-money heads-up drag race or engine-building competition.The Super Cobra Jet ConnectionJon Kaase Racing P-51 big-block Ford 460 headWere this the only surprise in Ford's bag, we could stop right here and claim the small-block Ford the victor over the big-block Ford, but history had other plans. In full anticipation of the next round of the muscle car power wars, Ford laid the groundwork for the 1970s with the 385-series big-block, the successor to the aging Ford-Edsel (FE) line of big-blocks. When the Super Cobra Jet 429 landed in 1969, it was already a technical generation ahead of the Chevy 454 that would come the following year. With huge bores on giant bore centers, a vertiginous deck height, and a high cam tunnel for a He-Man-sized stroke, it was ready-made for what never came from the factory: a proper set of cylinder heads. Though the Super Cobra Jet head was adequate for the street at the time, it needed help. That help eventually came years later, thanks to Jon Kaase and his company, Jon Kaase Racing Engines. Kaase in fact did the original work for Ford Racing in the early years getting the Super Cobra Jet head right, further developing it after that tenure.AFR's next-generation Bullitt cylinder head for the Ford 429/460 385-series big-blocks. In the modern era, besides JKRE, the big-block 385-series Ford is supported by serious competition-oriented cylinder heads and intake manifolds from AFR, Ford Performance, and Trick Flow Specialties. When it comes to making over 800 hp with a stock truck block, you won't be doing it with a big-block Chevy, but you can with a Ford 460. The good news is, for naturally-aspirated power levels up to around 850 hp (thanks to the hard work of a few companies) the stroked big-block Ford 429/460 has similar cost-per-hp to a production-based big-block Chevy or big-block Chrysler 440 Wedge.Big-Block Ford vs. Small-Block FordJon Kaase-built Ford 460ci big-block crate engine. Once Ford performance got yanked off the OE assembly line and put into the care of racers, the Ford camp would flourish in the wake of guys like Glidden, Roush, Elliot, Nicholson, and Yates. Choosing the victor in a big-block Ford vs. small-block Ford battle is hard because either is going to produce the desired result at a price the average enthusiast can still manage. Big- and small-block Fords may not be littering the ground like LS engines, but there are enough for them to be a commodity in a buyer's market, and built out at a price competitive with similar small-block and big-block Chevys. In this instance, big-block Ford vs. small-block Ford is a tie in hp-per-dollar terms.In This Corner: the Small-Block ChryslerThe LA-series engine first appeared in 1964 model-year Chrysler cars as a 273ci unit. It was loosely based on Chrysler's earlier '50s-era "A" engine but was trimmed down for its new role as a lightweight thin-wall-cast small-block. The 273ci was joined in 1968 by 318- and 340ci versions, which retained the 273's 3.31-inch stroke but increased the bore from 3.625 inches to 3.91 inches (318ci) and 4.04 inches (340ci). In 1971, the stroke increased to 3.58 inches with a 4-inch bore to produce the 360ci LA-series small-block. In the breathing department, the LA-series small-block is well supported by Brodix, Edelbrock, Speedmaster, Indy Cylinder Head, and in prior years by Mopar Direct Connection with its race-only W-2 cylinder head. In framing the battle of small-block Chrysler vs. big-block Chrysler, we must consider the strength of the aftermarket, the number of fans wanting to build them, and the number of available engine cores. In this regard, the LA-series Chrysler small-block (as well as its successor, the Magnum series 5.2/5.9-liter) is a popular low-cost choice for a pump-gas-friendly stroker, and Chrysler small-block crate engines are also common.In This Corner: the Big-Block ChryslerWhile most of the engines in our story have wedge-shaped combustion chambers, only the Chrysler big-block is called out as a wedge. Why? This has been done editorially for years to eliminate confusion; when the 350ci big-block wedge came out in 1958, it replaced three lines of hemi-headed engines: the Chrysler FirePower, Desoto FireDome, and Dodge Red Ram. Beginning in 1958, there were successively larger versions of the Chrysler big-block wedge, first as low-deck B variants with a 9.98-inch deck height (350ci, 361ci, 383ci, and 400ci) then with RB versions (383ci, 413ci, 426ci, and 440ci), all having a behemoth 10.72-inch deck height. Mopar followers differentiate the wedge's deck height as "B" (9.98 inches) and "RB" (10.72 inches) to further clarify the engine type (both were made concurrently). There were also B and RB versions of the 383ci, plus 426ci versions of the Hemi and the RB wedge. The only good part about the Chrysler big-block confusion is that, unlike Oldsmobile or Buick, it causes little consternation with identifying and procuring induction components such as cylinder heads.The history lesson allows us to better understand why the Mopar wedge is still so popular today; there are a lot of wedge big-blocks around because they were made for over two decades. Despite the dizzying array of sizes, there is commonality and progress in the most important area: cylinder heads. In this department, there are plenty of manufacturers making cylinder heads for big-block Chryslers, such as Edelbrock, Indy Cylinder Head, 440Source.com, Trick Flow Specialties, Speedmaster, Brodix, and ProMaxx. What's drawing them to the Chrysler 440? The big-block Chrysler is like the Ford 460 big-block in that it has so much room to put big-stroke cranks and big bores. Both are oversquare designs, meaning their bore diameter exceeds their stroke, allowing valves to effectively feed giant bores. This does several nice things, like managing the stroke for easier balancing and less rod angularity (which leads to wear). With the Chrysler big-block the 10.72-inch deck height gives the piston a lot of compression height (the crown-to-wristpin distance), a must for big strokes and solid reliability. Thanks to the B/RB block's inherent strength and aftermarket induction support, the big-block Chrysler can be built to a magnificent size at a reasonable price—check out Indy Cylinder Head's 572ci big-block Chrysler crate engine rated at 750hp as an example.Big-Block Chrysler vs. Small-Block ChryslerFor those living in the Mopar world, big-block vs. small-block is less like a debate and more like a mutual support society; budget-minded Chrysler fans enjoy a number of choices for stock and stroker-displacement options in the small-block ranks, with 408ci stroked Magnum-series small-blocks proving to be a popular low-cost choice for compact A-Body cars (Duster, Dart, early Barracuda, Valiant). In the 21st century, the small-block Mopar is near competitive parity with production-based Ford and Chevy small-blocks on a cost-per-hp basis up to around 500 hp, thanks to the many vendors offering upgraded breathing components. But when it comes to making really big power without shelling out for a Hemi, the Chrysler big-block wedge is the cost-effective go-to item for Mopar racers wanting the win light down the stretch. In one sad note, one of the most promising cylinder heads for small-block Chrysler Magnum engines—the hi-po version of EngineQuest's CH318A/B—is no longer being manufactured, making the small-block Magnum one of the few engine families to move backwards.Who's the Ultimate Winner of the 20th-Century V-8s?Chevrolet Performance's 632ci 1,000hp big-block Chevy crate engineAt the end of the day, there's no denying the might of the big-block Chevy. As we said up front, the number of classic Chevys, the preponderance of big-block Chevy cores, the number of Chevy fans, the enthusiastic number of manufacturers providing parts, the number of Chevy-specific races, the number of engine builders, and the extensive amount of time of aftermarket development (over a half-century) means that no amount of inherent technical superiority by other brands can overcome the big-block Chevy's advantage. Like we said, the aftermarket has a say and it has spoken. Of course, the premise was to declare a winner of 20th-century V-8s; ultimately, in the 21st century, the big-block Chevy bows to the LS on a hp-per-dollar basis.Bonus: How to ID Different GM 350ci Small-Block Engines!Buick: Front-mount distributor with LH offset tilted 30 degrees into timing cover, six-bolt valve covers, aluminum timing chain cover with oil pump, LH fuel pump mount, RH starter mount.Chevy: Rear-mount distributor goes through the intake manifold, four-bolt valve covers (perimeter bolts through '85, center bolts '86-and-up), RH fuel-pump mount, RH starter mount.Oldsmobile: Rear-mount distributor goes into block (slightly offset to LH side), inverted fuel pump mounts on RH side (fuel lines connect to the top of the pump), front vertical oil-filler tube into timing cover, 10-bolt valve covers (later covers may only use five bolts), LH starter mount, 12 inches between the heads at the base of the intake manifold (on a big-block Olds, it's 14 inches).Pontiac: Rear-mount distributor goes into the block (slightly offset to RH side) and rotates counterclockwise, LH fuel-pump mount, air gap under intake with separate valley cover, four-bolt valve covers, LH starter mount.Watch the Full Episode! Roadkill vs. Mighty Car ModsNow that you know all there is to know about the differences between big-block and small-block engines, check out episode 60 of Roadkill, where David Freiburger and Mike Finnegan finally got together with Marty and Moog of Mighty Car Mods, Australia's most popular YouTube show for gearheads. The four guys came to an agreement: Roadkill would build the most American car possible for the Mighty Car Mods blokes, and then Marty and Moog would assemble an absurd icon of Mighty Modding for the Roadkill boys. There's no way to imagine the fun that explodes across the language barrier when these four get together for some killer burnouts and mad skids! Watch the full episode right now, then sign up for a free trial to MotorTrend+ to catch up on the rest of the Roadkill catalog!

cadillac ct5 Full OverviewCadillac's story in the two decades since the year 2000 has been one of chasing dreams. It went on a search for Art and Science. It traveled east to New York to find brand cachet and score modeling gigs. Like every carmaker, it pivoted wildly to crossovers and SUVs. Then along came EVs and the pledge that every Cadillac would soon be all-electric, all the time.Then there was V, the attempt to out-German the Germans at sport sedans. Like many of Cadillac's efforts in the past 20 years, it didn't quite pan out. But man, did the company ever get close, and the 2022 Cadillac CT5-V Blackwing is the proverbial going-out-with-a-bang car that should reverberate as one of the greatest American sport sedans of all time 20 years from now.The powertrain numbers are the pinnacle of Cadillac's gas-only power and performance: 668 hp and 659 lb-ft of torque from a 6.2-liter supercharged, direct-injected V-8. The engine itself is one of the last of the venerable LTs from GM's murderer's row of V-8s—the LT4. You get your choice of transmissions to pair with this aluminum-cast monster: an available 10-speed automatic or the standard Tremec six-speed manual.How Well Does the CT5-V Perform?For our instrumented test runs, we scored a manual-equipped version of the 2022 Cadillac CT5-V Blackwing. It also came with one significant performance upgrade, Cadillac's optional carbon-ceramic front and rear brake package ($9,000). Though our test team experienced some issues launching the car from a stop, the CT5-V (eventually) performed about as expected.In fact, our number from 0-60 mph mirrored what Cadillac called out in its own estimates, a 3.6-second run. But it didn't exactly come easy. We found it incredibly tricky to get the CT5-V to hook up, despite following Cadillac's extensive launch instructions, including bleeding the tires down to 35 psi, which helped.Our most experienced tester, road test editor Chris Walton, also had his hands full with getting the CT5-V to launch correctly and channeling the car's prodigious power to the pavement. It ultimately thundered its way to a best quarter-mile time of 11.5 seconds at 127.5 mph."I, too, struggled with the launch on this car," Walton said. "It's one of those 'you can't go to wide-open throttle until the very top of first gear or you roast the rear tires.' I tried automatic launch control first, then started tweaking the launch rpm and tire-slip knobs. After failures and some successes, I found one that worked on our testing surface: 4,000 rpm with 10 percent slip, which goes against logic, but it worked."The brakes were also a bone of contention with the test team. We recorded 102 feet to stop from 60 mph—a more than respectable number, especially considering the CT5-V Blackwing's 4,067-pound curb weight—but Walton wasn't exactly enamored with what he found when he pressed the slow pedal. "The brakes are OK," he said. "The pedal feels unnecessarily firm, making it difficult to modulate on the release into the skidpad." That said, the team reported that the carbon units held up well after repeated whoa downs from triple-digit speeds.Dynamic Numbers Are DynamicWe also had some trouble getting things totally sorted on the skidpad, but the 2022 Cadillac CT5-V Blackwing still put up some super numbers in the lateral-g and figure-eight departments, helped in part by a set of Michelin Pilot Sport 4S tires. Its 1.04-g average number is up there with the best sedans we've tested in recent years, and it matches that of the 2022 BMW M5 CS (interestingly, its CT4-V Blackwing stablemate performed a smidge better at 1.05 g).Out on our MotorTrend figure eight, the CT5-V Blackwing posted a 23.4-second lap at 0.89 g (average), with the M5 edging it at 23.2 seconds at 0.92 g. No, it didn't quite out-German the M5 dynamically, but for a front-engine, rear-drive sedan with a manual transmission (the M5 is all-wheel drive with an eight-speed automatic), the Cadillac is right there with it. That's duly impressive for a car that is in essence in its first and last generation. Yes, it's an evolution of the CTS-V, but the 2022 Cadillac CT5-V Blackwing is its own car, a Blackwing that can really fly.SPECIFICATIONS 2022 Cadillac CT5 V Blackwing BASE PRICE $84,990 PRICE AS TESTED $112,545 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 6.2L Supercharged direct-injected OHV 16-valve 90-degree V-8 POWER (SAE NET) 668 hp @ 6,500 rpm TORQUE (SAE NET) 659 lb-ft @ 3,600 rpm TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 4,067 lb (54/46%) WHEELBASE 116.0 in LENGTH x WIDTH x HEIGHT 194.9 x 74.1 x 56.5 in 0-60 MPH 3.6 sec QUARTER MILE 11.5 sec @ 127.5 mph BRAKING, 60-0 MPH 102 ft LATERAL ACCELERATION 1.04 g (avg) MT FIGURE EIGHT 23.4 sec @ 0.89 g (avg) EPA CITY/HWY/COMB FUEL ECON 13/21/15 mpg ON SALE Now Show All Looks good! More details?

Funky riffs on SUVs, crossovers, and trucks have been common enough throughout the past two decades, but back near the turn of the century, automakers concocted all sorts of products that landed with a splash but never took the market by storm. Nowadays, trucks with enormous horsepower figures like the Ram TRX or coupelike SUVs such as the BMW X6 are sought after by buyers with the desire (and the cash) to drive something a bit more radical than everyone else. Check out these 10 vehicles from the relatively recent past that would have been seen as much cooler if they first came to market today.

It might be difficult to imagine today, but when the Porsche Cayenne first launched in 2002, the SUV received a mixed welcome. Most people sang the ultra-capable Cayenne's prowess on road and off it, while longtime Porschephiles felt it watered down the sports car brand's heritage. Now entering into its 20th year of production and its third generation, the Cayenne has long left its detractors behind, charging on with strong sales that have helped Porsche keep icons like the 911 bountiful. To celebrate, Porsche is gifting the Cayenne with an updated Platinum Edition trim, billed by the Stuttgart-based automaker as having "an even more stylish appearance and an attractive value."What Makes It Platinum?While there is no performance boost in the Platinum Edition, there are nice hints of luxury and subtle touches to differentiate it from your standard Cayenne. There are splashes of Satin Platinum colors on many trim and exterior pieces such as the intakes on the front fascia, the "Porsche" logo on the taillight, and badging, just to name a few. The 21-inch RS Spyder Design wheels also get the touch of Satin Platinum and are only found on the Platinum Edition model.Black sport exhaust pipes and high-gloss black window trim really pop against some of the colors available on the Platinum Edition, including the standard white, while they blend in with the also-standard-cost black. However, for just a little extra, you can get some metallic colors in Jet Black, Carrara White, Mahogany, Moonlight Blue, or Chalk—a new special color for the Cayenne.Stepping Into LuxuryInside you get the standard upscale Cayenne interior with some Platinum Edition touches. The Chalk-colored seat belts are a great contrast to the black leather interior without being offensive or bland. There are touches of aluminum, as well, with a brushed aluminum sill panel with "Platinum Edition" embossed into it and textured aluminum trim, if you go for an optional interior package.When you order your Platinum Edition Cayenne, you're getting some of the best equipment Porsche offers like LED headlights with Porsche Dynamic Light and a Panoramic Roof. Inside, you're treated to a Bose Surround Sound system while you're sitting in the eight-way adjustable front seats with Porsche crests in their headrests. The rear seats don't get the adjustability like the fronts, but they do get the crest in their headrests while everyone gets some ambient lighting treatment during the ride.Any Way You Want ItHowever, you don't have to get it exactly in the way we just described. If you're willing to fork out the cash, you can get a mind boggling array of customization options on the exterior and interior of the Porsche Cayenne Platinum Edition models through Porsche Manufaktur. You can craft yours into the perfect Platinum Edition Cayenne that you want, just like you can with a regular Cayenne—or any number of Porsche models, really.When Can You Get It?Orders for the 2022 Porsche Cayenne Platinum Edition are open now and Porsche expects the first lot to arrive during the Summer of 2022. Every version of the Cayenne can get the Platinum Edition treatment save for the GTS, Turbo, Turbo S, and Turbo GT.The Platinum Edition starts at $80,350 while the Coupe Platinum Edition starts at $84,650. S Platinum models start at $94,750 with another $2,200 allowing you to get into the S Coupe Platinum ($96,950). If you want a bit of electric power, the E-Hybrid Platinum starts at $94,050 while the Coupe version is an extra $1,100 ($95,150).

The "Old" Car DesignThe Next Generation NASCAR DesignThe "Skewed" Takeaway

If you've got your heart set on a Bollinger, maybe it's time to start that delivery business you've always dreamed of. Bollinger, the Michigan-based developer of the boxy B1 electric SUV and B2 electric pickup, has announced a change in plans: Production of its consumer trucks will be suspended indefinitely as the company pivots to its commercial business."Even though I love our trucks, we were getting so much interest on the commercial front, it just became a smart business decision," founder and CEO Robert Bollinger told MotorTrend. "We have a lot of fleets coming to us. We have agreements with them in place that we'll talk about later. All of our hard work and all of the patents, all of the expertise we've learned, battery development, thermal management, the battery management system [for] which we wrote our own code, all of our controls, all that we've done up to this point leads us perfectly into commercial."Bollinger's plan is to concentrate on Class 3 to 6 trucks (those with GVWRs ranging from 10,001 to 26,000 pounds—think heavy duty pickups up to two-axle box trucks and school buses), which makes sense given what Bollinger has shown us: Alongside its trucks, Bollinger has developed chassis-cab and dually versions of the B2 electric pickup, along with a bare Class 3 chassis for commercial use."We've been in Class 3 since day one," Bollinger said. "When we started having more and more of the team work on the commercial front, we saw that there was a lot of similarity between [Classes 3 to 6]. There are a lot of components we can use that are the same. The fundamental engineering and manufacturing of those frames for commercial are all very similar. We can expand our expertise in Class 3 into higher classes. We're doing this because, what else is out there?"Bollinger had announced a starting price of $125,000 for the B1 SUV and B2 pickup truck, well above the pricing of the Rivian R1T, Ford F-150 Lightning, Chevrolet Silverado EV, and even the expensive Edition 1 version of the GMC Hummer HEV."Way back in 2015 when I started the company," Bollinger told us, "I knew there was going to be an electric [Ford] F-150 in the future. Things would go all-electric, so [we wanted to] make a truck that's really unique, very different, has all these capabilities that you won't find in any other truck. We succeeded in that and it became a vehicle we knew would be hand-assembled, low-volume and niche. I will go to my grave saying the B1 and B2 have no competition."We'd be lying if we said we weren't a little disappointed. There was a lot we were looking forward to seeing in the Bollinger trucks, not least of all that 12-foot cargo pass-through from the front to the rear of the truck, which is arguably even cooler than the Rivian R1T's Gear Tunnel.Bollinger plans to return deposits put down on B1 and B2 trucks, so does that mean the consumer vehicles are gone for good?"Never say never," Bollinger told us. "The B1 and B2 will always be in my heart. We're keeping all of that intellectual property, obviously. [But] commercial is definitely 100 percent of the focus right now."

Tokyo Auto Salon returned after a one-year, Covid-induced hiatus that saw the cancellation of 2021's expected event. And along with the various tuning firms, parts distributors, and always interesting mom and pop shop-created display vehicles, some of the OEMs take part and show off some of their more enthusiast-focused projects.One of those automakers is Toyota, which regularly attends TAS and always brings something worth a closer look. For 2022, the Toyota Gazoo Racing group went all-in for the annual auto salon with a line of can't miss display cars, throwback parts, and some high-level motorsport competitors.Toyota GR GT3 ConceptThe world premiere of the group's GR GT3 Concept is much more than an exercise in design language and a pop of performance. The idea was to take all the technology, knowledge, and experience that Toyota Gazoo Racing has earned in various forms of motorsport and put them into a single race car. Most expected a modified MkV Supra, but what they got was something entirely different.With Batmobile like proportions, the front fascia isn't like any other Toyota product, using slender lighting that sits within a small gap along the upper portion of the front bumper. The pronounced splitter, accompanied by dual canards on each end, stretches the car out a little further. Out back, a massive carbon fiber wing sits over the rear with a sculpted vents under each side of the full-width taillight. Further down you'll spot diffuser with sharp blades and, in between, the GT3 Concept badging and GR logo.The slippery coupe sports vented front fenders that add considerable width, the rear portions connected to bulky side skirts that carry into the rear quarters. Exhaust exits are integrated into the front portions of the side skirts and the sharp cuts of the aerodynamic side mirrors are an elegant touch. Rolling stock is based on center-lock wheels wrapped in Bridgestone race meats and the suspension places the car's aero just a few inches off the ground. TGR states that they'll be implementing feedback and technologies refined in motorsports competition to develop their GT3 program as well as mass-produced vehicles.GR Yaris: Bite-Sized DynamoThe fan favorite GR Yaris is on display but it's the GRMN model that everyone is talking about. Limited to just 500 units, the three-door hatchback goes on a diet, including ditching its rear seats, and the body gets increased rigidity with additional spot welds and longer structural adhesive. The car's width is increased, and its ride height reduced, both by 10mm. Upon the rear hatch is a unique carbon fiber wing that sits well above the roofline with pedestals that mount to a carbon fiber base. Oh, did we mention the entire roof is also carbon fiber to drop some weight? It is.The transmission gets closer gearing with a low final drive and a mechanical LSD will be added to the mix, while grip and cornering were also improved upon based on feedback from professional drivers who helped TGR further refine the already potent GR Yaris. Toyota says they'll be offering an Update and Personalization Program to help end-users make changes to their cars as they increase their seat time. The Update Program promises additional parts and software updates will be offered along with engine upgrades, while the Personalization Program is based on the owner's driving habits, offering steering control and shock updates, additional aero, and more.Within that group of limited-edition Yaris, 50 models will include the Circuit Package which TGR says will focus on road performance based on feedback from Super Taikyu - Asia's top endurance race series. Available only in a Matte Steel color, the package includes that interesting rear spoiler, specific side skirts and front lip, Bilstein shocks, huge 18-inch brakes under BBS GRMN wheels. An airbag-equipped, fixed-back Recaro bucket seat with motorsport-grade side mounts is available as well. The Circuit Package, along with the standard GRMN Yaris Package will be made available through GR Garages in Japan this summer using TGR's lottery system.Old Is GoldFor those that are enamored with iconic Toyota models of yesteryear, the announcement of remanufacturing OEM-spec Toyota parts for fan favorites like the MkIII and IV Supra, 2000GT, and Corolla AE86 have been celebrated by enthusiasts attempting to restore or give these older vehicles a second life. TGR announced 56 items for the group's six chosen vehicles will be added to the already 33-piece line up as production begin to ramp up. The vehicle list includes those mentioned above, along with the Land Cruiser 40 and 2000GT.   

Ford revealed the Mustang Mach-E in both form and, most important, name on a chilly California evening at an event held at the Hawthorne Municipal Airport in November 2019. The announcement was met, as one might expect, with mixed reaction. How could the Mustang—a gasoline-fired, V-8-packin', two-door pony car icon—suddenly be a four-door electric crossover SUV? Not only was that happening, but it would, Ford said, target Tesla's Model Y, which was designed literally next door.Although details were scarce at the time, Ford promised the Mach-E lineup would include a performance-oriented GT model to take the fight to the Model Y Performance. Which leads us directly to now and the execution of MotorTrend's first-ever comparison test of performance-oriented electric SUVs.Earlier this year we paired the Tesla Model Y against the Ford Mustang Mach-E, evaluating their driving characteristics, interior space, technology, charging times, infrastructure, and more. The Model Y took home the gold, but we acknowledged the Mach-E has much to recommend it. For this performance-oriented showdown, we focused on the same items but paid additional attention to the vehicles' handling and how fun to drive they are. As performance SUVs, the Model Y and Mach-E were built to deliver thrills and to be more emphatic and enthusiastic behind the wheel.As you can expect, our Model Y and Mach-E test cars are closely aligned in terms of performance and price. Both share the same basic setup of a single front and a single rear electric motor, single-speed automatic transmission, and all-wheel drive. The Model Y Performance pumps out 456 horsepower and 497 lb-ft of torque from its dual-motor setup, while our Ford Mustang Mach-E GT makes 480 horsepower and 634 lb-ft, the latter number making it the torquiest Mustang of all. The Mustang's 260-mile range is shorter than the Tesla's 303 miles, but both should be enough for most buyers.At $69,800, the Ford is not inexpensive. Its starting price is just over $60K, but our vehicle came equipped with a plethora of options, including a $5,000 GT Performance Edition package that adds magnetic dampers, a torque increase from 600 lb-ft, 20-inch wheels with summer tires, and a few other bits. Our Model Y Performance checked out at $66,190, with the only option being its $1,000 Deep Blue Metallic paint.Mach-E GT vs. Model Y Performance: Behind the WheelAlthough the Mach-E has more muscle, the Model Y is faster in a straight line. It was close, though: The Ford hit 60 mph in 3.6 seconds, while the Tesla did it in 3.5 seconds. The delta was a bit more in the quarter mile, where the Mach-E crossed the line in 12.6 seconds at 100.6 mph and the Model Y in 12 seconds flat at 114.7 mph.The differences between the two were more evident on public roads. Using our Of The Year Loop that covers mountain roads, city streets, and highways, the Model Y felt considerably more eager. Smash its accelerator, and the Model Y Performance absolutely rockets away without any hesitation, never letting up until you do. And its quick, talkative steering means placing it precisely where you want in corners is a snap, with its responsive accelerator pedal making it similarly easy to rotate the nose. And the pinpoint primary controls and the way it piles on speed make highway passes more fun than they have a right to be.The Mach-E doesn't quite have the lightswitch acceleration of the Tesla; it doesn't deliver full power right off the bat, but it's no turtle, either. Indeed, once on the roll, the Ford feels fairly tireless until about 80 mph, when power delivery is significantly reduced. Alan Lau, MotorTrend road test analyst, also noticed the power bar in the instrument cluster drops noticeably when reaching this speed and that the Mach-E struggled to reach 120 mph at the test track. Even given how impressive the Tesla is, the Mach-E takes the lead when it comes to handling—with a caveat. The Ford is extremely well balanced, but occasionally it responds differently to driving into the exact same corner the exact same way, with either under- or oversteer, lacking the predictability we prefer in something we're going to drive hard. And the fact that a performance SUV that has 480 hp and 630 lb-ft fails to deliver consistent rip-snorting acceleration is disappointing.Between the two, the Mach-E GT rides with more refinement, offering a cushier experience and passing less of a given impact to occupants over broken pavement or, say, railroad crossings. Even when driving hard on twisty roads, the Ford is more settled and composed, with better control of its wheel and body motions. The Tesla is by no means unrefined or a poor handler—quite the opposite—it's just that the Ford is slightly ahead in these areas.Both SUVs come with drive modes that tailor the driving experience. But the Mach-E only allows the driver to shift between full modes—Whisper (eco), Engage (normal), and Unbridled (sport)—whereas the Tesla driver can individually alter its acceleration, steering, and braking settings. Acceleration choices are limited to Chill and Sport, but drivers can choose between Comfort, Standard, and Sport for the steering, and Creep, Roll, and Hold for the brakes in the Model Y. Since the Tesla allows the driver to mix and match as desired, there's likely a just-right setting for everyone.As with its suspension, the Mach-E's brakes feel stronger and more tuned for serious driving. Our Mach-E stopped from 0 to 60 mph in 105 feet compared to 113 feet in the Tesla. Those numbers might be close, but in real life they can make a big difference. During our road loop, the Ford felt like it had more grip and allowed us to brake later when approaching a corner.But it was the stronger, relentless acceleration of the Model Y, as well as the Tesla's consistency and predictability in its handling characteristics that made it our choice to drive on this day. We'd never turn down more miles in a Mach-E GT, of course, and further fine-tuning of its software and chassis hardware ought to make it truly special in the future.Mach-E GT vs. Model Y Performance: Charging TimesAlthough most EV buyers will have access to their own charger at home, how long it takes for a vehicle to refill its battery pack is an important consideration when owning an electric car. During our own experience at public charging stations, the Tesla charged faster than the Mach-E.The Ford allows a peak rate of 150 kW—pretty good considering you can add about 150 miles of range in 30 minutes. Using a 350 kW Electrify America fast charger, we went from 15 to 80 percent charge in 41 minutes. However, once the battery got to 80 percent, the charge rate dropped to just 13 kW, or about the rate of a Level 2 charger, meaning it dramatically increased the time needed to fill up.The Model Y, on the other hand, can charge at a peak rate of 250 kW, but we had mixed experiences at Supercharger stations. On the way home, we stopped at a busy Mojave Supercharger, with our Model Y taking 50 minutes to charge from 30 to 80 percent; we were only getting a 48-kW rate. At a less busy Supercharger station, however, the Model Y needed just 15 minutes to go from 28 to 65 percent, charging at a steady 190 kW. Like the Mach-E, the Tesla's charge rate dropped once the battery reached an 80 percent charge, but it stayed around 60 kW.Mach-E GT vs. Model Y Performance: ValueAlthough Tesla seems to increase the Model Y's price every other week, a short list of options helps keep the SUV's price down slightly compared to the Mach-E, especially when the Ford is loaded up. While $66,190 isn't exactly attainable, there is good value in terms of performance, overall excellence, and technology. In the ICE realm, the closest competitor, a comparably equipped Porsche Macan GTS, costs more and is slower than the Model Y Performance.The Mach-E GT is a bit more expensive than the Tesla, but the premium only gets you slight edges in ride, handling, and braking, so those might need to be your priorities if choosing the Ford. Its interior design is handsome enough but isn't as modern or as crisp as the Tesla's, although it does come with technologies like Apple CarPlay and Android Auto that are simple and easy to use. The Ford's build quality also feels superior to the Model Y's, and its sports seats are supportive and appropriate for a performance-oriented SUV.Given that the as-tested costs, being just $3,610 apart, might as well be identical in this price range, and that both are stellar performers overall, the Tesla feels ever so much more worth the money thanks to an interior experience that feels more modern.Mach-E GT vs. Model Y Performance: The VerdictWe expected this comparison test to be a close call—and it was. Both the Mach-E GT and Model Y Performance offer joyful, satisfying driving experiences. These versions of their makers' entry (or only) electric SUVs were developed to please enthusiasts, and more than anything they show how fun EVs can be.But as in our comparison test of the mainstream models, the Tesla comes out on top here. Yes, the Mach-E rides and handles better, and its braking is superb, but the Tesla is the better all-around choice. It gets going incredibly quickly, has no qualms about reaching speed, charges at a faster rate, feels more premium, and it drives very nearly as well on a twisty road.The Mach-E GT is Ford's first attempt at making a performance-oriented electric SUV, and it's hugely impressive. There are some rough edges to sand down, but it updates an icon for a new age and certainly puts Tesla on notice. But for now, the newer brand on the block remains on top.2nd Place: Ford Mustang Mach-E GTPros:Handsome stylingSuperb ride and handlingGrabby brakesCons:High-speed limitationsElevated PriceLonger charging time1st Place: Tesla Model Y PerformancePros:Quick accelerationsFast chargingFuturistic interiorCons:Ride is a bit harshInterior quality could improveRange is misleadingPOWERTRAIN/CHASSIS 2021 Ford Mustang Mach-E4x (GT Performance) SPECIFICATIONS 2021 Tesla Model Y Dual Motor Performance SPECIFICATIONS DRIVETRAIN LAYOUT Front and rear-motor, AWD Front and rear-motor, AWD MOTOR TYPE Permanent-magnet electric Induction electric (front), permanent-magnet electric (rear) POWER (SAE NET) 480 hp 456 hp TORQUE (SAE NET) 634 lb-ft 497 lb-ft WEIGHT TO POWER 10.4 lb/hp 9.7 lb/hp TRANSMISSION 1-speed automatic 1-speed automatic AXLE RATIO 9.05:1 9.0:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Control arms, coil springs, anti-roll bar; multilink, coil springs STEERING RATIO 14.6:1 10.3:1 TURNS LOCK-TO-LOCK 2.6 2.0 BRAKES, F; R 14.3-in vented disc; 12.4-in disc 14.0-in vented disc; 13.2-in vented disc WHEELS 8.0 x 20-in cast aluminum 9.5 x 21-in; 10.5 x 21-in, cast aluminum TIRES 245/45R20 103Y Pirelli P Zero Elect 255/35R21 98W; 275/35R21 103W Pirelli P Zero Elect T1 DIMENSIONS WHEELBASE 117.5 in 113.8 TRACK, F/R 63.5/63.4 in 64.8/64.2 in LENGTH x WIDTH x HEIGHT 186.7 x 74.1 x 63.5 in 187.0 x 75.6 x 64.0 in TURNING CIRCLE 39.7 ft 39.8 ft CURB WEIGHT (DIST F/R) 4,980 lb (50/50%) 4,408 lb (49/51%) SEATING CAPACITY 5 5 HEADROOM, F/R 40.4/39.3 in 41.0/39.4 in LEGROOM, F/R 43.3/38.1in 41.8/40.5 in SHOULDER ROOM, F/R 57.6/55.9 in 56.4/54.0 in CARGO VOLUME, BEH F/R 59.5/26.6 cu ft (4.7 cu ft frunk) 72.1/30.2 (4.1 cu ft frunk) TEST DATA ACCELERATION TO MPH 0-30 1.4 sec 1.6 sec 0-40 2.0 2.2 0-50 2.7 2.8 0-60 3.6 3.5 0-70 4.7 4.5 0-80 6.1 5.6 0-90 8.5 7.0 0-100 12.3 8.7 PASSING, 45-65 MPH 1.8 1.5 QUARTER MILE 12.6 sec @ 100.6 mph 12.0 sec @ 114.7 mph BRAKING, 60-0 MPH 105 ft 113 ft LATERAL ACCELERATION 0.96 g (avg) 0.91 g (avg) MT FIGURE EIGHT 24.9 sec @ 0.78 g (avg) 24.8 sec @ 0.79 g (avg) CONSUMER INFO BASE PRICE $61,000 $65,190 PRICE AS TESTED $69,800 $66,190 AIRBAGS 9: Dual front, f/r side, f/r curtain, driver knee 8:Dual front, front side, f/r curtain, front knee BASIC WARRANTY 3 yrs/36,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles, 8 yrs/100,000 miles EV/Battery 8 yrs/Unlimited miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles 4 yrs/50,000 miles BATTERY CAPACITY 88 kWh 82.0 kWh EPA CITY/HWY/COMB ECON 88/75/82 mpg-e 115/106/111 mpg-e ENERGY CONS, CITY/HWY 38/45 kWh/100 miles 29/32 kWh/100 miles EPA RANGE 260 miles 303 miles RECOMMENDED FUEL 240-volt electricity, 480-volt electricity 240-volt electricity, 480-volt electricity ON SALE Now No Show All

ford bronco Full OverviewOnce upon a time there was something called the Ford Bronco. People loved the off-roader, and to this day, they recount memories of adventuring in the family Bronco. The 2021 Ford Bronco has brought the nameplate back to the fore, but the original Bronco hit the scene in 1966 and galloped speedily until its ultimate demise in 1996. Unfortunately, after 30 years and various generational changes, the Ford Bronco was no more. Gone but not forgotten-especially that first-generation 1966-77 iteration—it's still sought after by restorers, off-road racers, and classic iron aficionados. It was one of Ford's most iconic nameplates.Fast-forward to 2021. Twenty-five years after Ford kicked its popular SUV out of its stalls, the forlorn Bronco returned. While many 2021 Ford Bronco owners still await their vehicle's arrival, we've had the chance to get behind the wheel of a few. Most recently we tested a two-door 2021 Ford Bronco Black Diamond powered by the 2.3-liter EcoBoost I-4 and backed by the seven-speed manual transmission. The exterior may look black from certain angles, but it's actually Antimatter Blue Metallic, a color Ford will not offer for model year 2022.Black Diamond vs. BadlandsBut wait, haven't we tested this two-door, 275-hp, 315-lb-ft 2.3-liter turbo four-cylinder, manual-transmission 2021 Ford Bronco before? Yes, but that was the more-outfitted Badlands trim with different suspension goodies. For what it's worth, we also tested a four-door Bronco Outer Banks.How did the 2021 Ford Bronco Black Diamond stack up against the Bronco Badlands? After putting both on the scale, a weight discrepancy arose in the former's favor: the Bronco Black Diamond registered 4,491 pounds, the Badlands 4,732 pounds. That means the Black Diamond is 241 pounds lighter, a not-insignificant difference, and we wondered how much it would play a part in our track testing.The previously tested two-door Bronco Badlands galloped to 60 mph in 7.7 seconds and ran the quarter mile in 15.8 seconds at 86.4 mph. The Black Diamond managed 0-60 in 7.9 seconds and trotted the quarter mile in 15.8 seconds at 85.8 mph. Those figures represent a 0.2-second difference in acceleration and a 0.6-mph difference in the quarter mile, both favoring the heftier Badlands. Why was the heavier car slightly quicker to 60? Likely because it rode on all-season tires with a bit more grip than the all-terrain rubber the Black Diamond wore.The differences equate to nothing in the real world and especially on the trail, as these are not high-performance track cars vying to shave every hundredth of a second. Rather, these Broncos are bricklike SUVs with removable tops and doors, meaty all-terrain tires, good ground clearance, heavy off-road components, and G.O.A.T. modes to help conquer impassable trails. They're just not quintessential traits when it comes to the track.We first tried to launch the Bronco Black Diamond at 4,000 rpm, and the engine bogged. Stepping up to 4,500 rpm also did not produce a good run. We were concerned an even more aggressive approach might break the drive train, but 5,000 rpm did the trick: The Bronco launched with some wheelspin, and the rear even kicked out a little bit. The manual transmission did not like quick, rushed shifting; it's happier with a gentler approach to the clutch. The engine felt lively enough to make the SUV feel light.HandlingWhen it came to our figure-eight course—which evaluates acceleration, handling, and braking, as well as the transitions in between—the 2021 Ford Bronco Black Diamond recorded a 28.8-second lap. We noted the Bronco was quite playful with the traction and stability control systems turned off, and we were shocked at the ease of heel-toe downshifting the SUV. The Badlands recorded a 29.6-second lap, 0.8 second slower than the Black Diamond.As expected, there was some nose dive and body roll when it came to hard braking and cornering. We likened the dive under hard braking to the Indiana Jones ride at Disneyland, a comparison that evoked a chuckle every time we experienced the phenomenon.On the RoadThe Ford Bronco Black Diamond we tested tracked nicely on the highway, wandering less than a Jeep Wrangler thanks to its independent front suspension rather than a live axle setup. Some off-road vehicles are really a handful to keep in one lane on the highway—a real white-knuckle experience—but that wasn't the case with the Bronco. Wind noise was our biggest complaint, as it was loud enough that we could barely hear the person riding in the passenger seat.The 2021 Ford Bronco Black Diamond doesn't come with the upgraded suspension of some other Broncos or modded off-roaders, so it wasn't able to soak up heavier hits on the road. Rather, we bounced and jolted our way through rough patches. We slowed down for dips and respected it for what it was: an entry-level true 4x4 off-roader that'll get the basic job done while being a perfectly capable on-road transporter. Those who want more may need to wait for the Bronco Raptor, which also isn't a trophy truck.We had the rare treat of driving the Bronco Black Diamond in some significant SoCal rain, and it was fun. We slipped the transfer case into 4-Auto and selected Slippery mode just to ensure we didn't get sideways on freeway entrances. Traction was ample, and although we didn't need to, we liked knowing we could have forded a couple feet of water should the need arise.As for the stick shift, the clutch was user-friendly and easily mastered by any seasoned manual driver within about four stoplights. It's technically a seven-speed, but one of those gears is a 6.588:1 crawler gear. The manual option, however, isn't compatible with some Bronco tech options such as trail control, trail turn assist, and trail one-pedal drive. Those features require the 10-speed automatic. The manual versus an automatic debate for off-roading is something we won't tackle in this piece, and besides, both sides are 100 percent sure they are correct.What Makes the Bronco Black Diamond Cool?There are half a dozen Ford Bronco trims, and the specifics of each can be mind-boggling. Ford describes our Black Diamond tester as "next-level outdoor adventure," and it falls third from the bottom of the lineup after the base and Big Bend models. For being relatively low on the pecking order, it had a rad feature palette for less than $40,000. However, opting for the 2.7-liter turbo V-6 EcoBoost engine ($1,895), 10-speed automatic ($1,595), and the four-door ($2,345) quickly elevates the price.Solid DetailsFirst, check out those wheels. Those are 17-inch glossy black steelies, and they're standard on the 2021 Ford Bronco Black Diamond. Sure, the base Bronco—which may have already disappeared—has 16-inch silver steelies, but the black is oh-so-spot-on. The Black Diamond also offers an optional aluminum wheel for people who aren't down with the steelies. The tires, 265/70R-17 General Grabber A/TX's, aren't too shabby for a modest trim. Many would consider Grabbers an upgrade.Next, the interior. The Ford Bronco Black Diamond barely misses the cut for the larger 12.0-inch screen, but we can live with the 8.0-incher. But our attention was drawn to the interior material, a Dark Space Gray with Black Onyx marine-grade vinyl paired with rubberized flooring—complete with drain plugs that make the whole interior less vulnerable to water. The vinyl felt super soft, plush, and inviting, not at all like the plasticky vinyl you may be thinking of. It looked classy, too.Finally, a few random traits distinguish the Bronco Black Diamond: It is the lowest trim to have seven G.O.A.T. (Goes Over Any Type of Terrain) modes, it comes with standard rock rails and underbody protection, and it features the heavy-duty powder-coated modular steel front bumper and powder-coated steel rear bumper. You'll also appreciate auxiliary switches in the overhead console.Two-Door Family LifeFull disclaimer: We sold our four-door Jeep Wrangler upon news of kiddo number two. Our first born has still not forgiven us for selling "her" Jeep; we stand firm that its replacement, a Ford Raptor, is a roomier fit for family life.Hence, we found no surprises when squeezing a family of four into the two-door 2021 Ford Bronco tester. It was tight, and the car seat process was cumbersome (but it always is). But it worked, despite our larger Chicco car seats filled by preschool/early elementary children. But it wasn't necessarily pleasant. Getting out of the Bronco after securing the seats took some ninja skills, as does hoisting children into those seats and tightening their belts. The driver and passenger seats were perpetually in the way.As for luggage? Pack light. With just a backpack per person, your cargo room disappears quickly. The kids were afforded a nice view, as they were seated relatively high; merely an arm's length away, they might as well have been driving. The smaller child was confused as to why he had no door, despite our assurance there was none and that it was OK."Bronco" may be much easier for toddlers to say than "Wrangler," but the truth is, both SUVs—and even the larger four-door versions—are marginal tools when it comes to family life.All the FeelsDriving the 2021 Ford Bronco Black Diamond felt fun, sporty, and adventurous, almost nostalgic but modern. It felt youthful, vibrant, and it has an impact across a wide swath of the population: A mom during school drop-off noticed it. We couldn't quite tell how Jeep Wrangler drivers or old-school Bronco purists perceived us, but we imagined the best. Competition raises the bar, and the Wrangler needs a strong rival. And we all needed the Bronco's return, even if just for the grins.Looks good! More details?SPECIFICATIONS 2021 Ford Bronco 2-Door Black Diamond (Advanced) BASE PRICE $38,340 PRICE AS TESTED $38,935 VEHICLE LAYOUT Front-engine, AWD, 4-pass, 2-door SUV ENGINE 2.3L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 275 hp @ 5,700 rpm TORQUE (SAE NET) 315 lb-ft @ 3,400 rpm TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 4,491 lb (55/45%) WHEELBASE 100.4 in LENGTH x WIDTH x HEIGHT 173.7 x 75.9 x 72.9 in 0-60 MPH 7.9 sec QUARTER MILE 15.8 sec @ 85.8 mph BRAKING, 60-0 MPH 135 ft LATERAL ACCELERATION 0.71 g (avg) MT FIGURE EIGHT 28.8 sec @ 0.57 g (avg) EPA CITY/HWY/COMB FUEL ECON 17/19/18 mpg ON SALE Now Show All