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The internet has been abuzz since Chevy introduced the all-new 2023 Colorado just a few short weeks ago. With that pickup joining a new Ford Ranger (and likely a new Toyota Tacoma) next year, the midsize segment is heating up. And surprise, surprise, with a new Colorado in the offing, it was only going to be a matter of time before GMC's turn came to pull back the sheets that pickup's mechanically related, brother-from-another-mother: The 2023 GMC Canyon.Billed by GMC as the "official vehicle of nowhere," though it is definitely a machine that at any given time will be somewhere, the 2023 Canyon boasts a fully redesigned exterior with a lineup-wide taller stance and widened track than its Chevy counterpart. Like the Colorado, the Canyon has been reimagined from the ground up with a greater focus on off-road capability and style. The 2023 Canyon also features a new premium suite of advanced technology, an all-new interior design, a new powertrain, and a new top-tier AT4X trim. Simply put… this should be the most advanced and capable Canyon ever.It also is much more differentiated from the Colorado than before, both visually and pricewise. GMC has adopted an even wilder take on the newest Sierra's squinty-eyed, beefy-grille look here, weaving body-color sections throughout the nose to break up the forward lighting and give it a technical, aggressive mein. Compared to the relatively tamely styled Canyon of yore, the 2023 model is altogether hunkier, with deeply chamfered body creases above blistered fenders to go with a more aggro suspension setup. It's a good thing there's so much outward separation between the GMC and its Chevy sibling, too, because the Canyon now starts at about $40,000.Lifted Suspension And Wide Stance… For EveryoneIn a bold move for GM's more upscale truck brand, GMC has decided that all 2023 Canyon models will ride on same lifted, wide stance, suspension that's available only on the off-road-focused versions of the Colorado. GMC says that the Elevation, AT4, and Denali models will receive a 2.0-inch suspension lift while the AT4X will ride on a 3.0-inch lift. With no "base" model Canyon to directly compare to, these figures are in reference to the 78.8-inch maximum height of the entry-level 2023 Colorado Work Truck (WT); on the Colorado, only the Trail Boss (2.0-inch lift) and ZR2 (3.0-inch lift) lineup with those suspension heights. Elevation and AT4 check in at 79.8 inches tall while Denali lands at 80.4 inches and AT4/AT4X hit at 81.7 inches tall.The same rings true for the Canyon's track width. All Canyon models will arrive with a track width of about 66 inches front and rear, with the only variation being due to wheel offset. By comparison, the 2023 Colorado WT, LT, and Z71 will all arrive with a 3.0-inch-narrower 62.8-inch track width; only the Colorado Trail Boss and ZR2 off-road models carry the wider tracks. Generally speaking, we approve of the high and wide approach, however, we find it a touch peculiar that the luxurious, ostensibly street-truck focused Denali trim has followed this same path… but we digress.Extended Cab, Long Bed and Base Model Are DeadFirst went the manual crank windows. Then it was our beloved third pedal and standard cabs. Now, for 2023, GMC is pulling the rug out from under pickup buyers' choices by offering the all-new Canyon in pretty much a single cab and bed configuration. You'll now only be able to purchase a Canyon in four-door crew-cab, short-bed (5-foot 2-inch) configuration. While this eliminates both the stubbier extended cab and long-bed (6-foot 2-inch) options from the order sheet, it aims to simplify the production process for GMC by focusing on the models most buyers want.That same process of elimination ensnared the Canyon's least-expensive trim level, the Elevation Standard. A little bit of history: When GMC launched the previous generation of Canyon in 2015, that truck was available in three trims: Base, SLE, and SLT, with an All-Terrain package available for SLE. By 2020 the lineup had grown to include SL, Canyon, SLE, All-Terrain, SLT, and Denali. In 2021, the lineup changed again, and this time reduced to just four trims: Elevation Standard, Elevation, AT4, and Denali.At launch, the now Elevation-Standard-less 2023 GMC Canyon will be available in the premium AT4 and Denali trims along with the new AT4X. This move doesn't come as a huge surprise given that the AT4 and Denali trims currently make up the vast majority of not only Canyon sales but GMC sales as a whole. While not available right at launch, the (non-Standard) midlevel Elevation trim will be returning later in 2023.A New Interior With Modern TechnologyThe 2023 Canyon's interior comes packed with GM's latest suite of in-car tech, including a high-resolution 11.0-inch infotainment screen and a fully digital driver information display (11.0 inches on Denali and AT4X, 8.0 inches on Elevation and AT4). These new screens enable the truck to provide drivers with up to 10 different camera views, including HD Surround Vision and waterproof underbody cameras with a washing system. Also available is a class-exclusive 6.3-inch head-up display.All 2023 Canyon models will come fitted with automatic emergency braking, front pedestrian braking with cyclist alert, IntelliBeam automatic high beams, following distance indicator, lane keep assist with lane departure warning, and forward collision alert. An available Canyon Safety Plus Package adds rear cross traffic braking and blind zone steering assist. The available Technology Package offers rear pedestrian alert, adaptive cruise control, and HD Surround Vision. GMC's vibrating Safety Alert Seat is standard on Denali and AT4X.Each of the 2023 GMC Canyon's four trims will come fitted with a unique interior identity, each an upgrade over the outgoing truck's inner duds. For example, Denalis get laser-etched wood décor and leather appointments. The flagship, off-road-focused AT4X will arrive with trim-exclusive Ceramic White and Obsidian Rush color treatments, both with vibrant red-colored seat belts. Every Canyon's dashboard, while clearly related to the newest Colorado, does sport GMC-specific touches, including angular outboard air vents instead of round pieces, plus a different primary dashboard design ahead of the passenger.A New Turbocharged 2.7-Liter I-4 EngineAt the height of its popularity, the outgoing GMC Canyon came with the choice of three different engines and transmissions. You could get an entry-level 2.5-liter I-4 with either a six-speed manual or automatic, an optional 2.8-liter Duramax Diesel I-4 with a six-speed automatic, or the standard 3.6-liter V-6 with an eight-speed automatic transmission. For 2023, GMC has tossed all of the former powertrains in favor of a turbocharged 2.7-liter I-4 sourced from the larger full-size Sierra 1500 and new second-generation eight-speed automatic transmission.If you've been paying attention to GM-related truck news, you'll note that the 2023 Chevy Colorado also made the switch to the same 2.7-liter engine. However, in the Chevy, three power levels are available, ranging from 237 hp to 310, and from 259 lb-ft of torque to 430. GMC deploys only the hottest version of the 2.7-liter engine across the Canyon lineup, meaning every 2023 Canyon gets 310 hp and 430 lb-ft of torque. This ties the V-6 in Nissan's Frontier for horsepower and smashes it in torque; GMC (and Chevy) likewise crush all comers in the torque department, out-twisting the 2.3-liter turbo I-4 in Ford's Ranger (which produces 310 lb-ft) by an astonishing amount. Even the Canyon's outgoing 2.8-liter Duramax diesel engine managed to produce "just" 369 lb-ft.While fuel economy is still unknown, and likely will be for some time, GMC officials have been quoted as saying that the new 2.7-liter engine is expected to return figures better than the outgoing 2.5-liter engine. While your mileage will certainly vary, the outgoing base engine was rated as high as 26 mpg highway. And with the 2.7-liter-powered GMC Sierra 1500 sporting a highway rating as high as 22 mpg, we don't think 26 is out of the question.Where capability is concerned, the new 2.7-liter engine has that covered as well. The 2023 GMC Canyon will have a maximum payload rating of 1,640 pounds in the two-wheel drive Elevation version. Selecting an AT4 drops that to 1,550 pounds while the upscale Denali carries a payload rating of 1,360 pounds. AT4X chews through its payload with its off-road extras, limiting its hauling capability to 1,250 pounds; the even more kitted-out AT4X Edition 1 Package drops that figure to 1,010 pounds. To put that last figure into perspective, with all five seats filled with some average joes, you'll be left with just enough payload reserve to toss a cooler in the bed.Trailer towing prowess remains respectable, with Elevation, AT4, and Denali all carrying a 7,700-pound maximum rating. The top towing spec drops to 6,000 pounds for AT4X models and 5,500 pounds for the heavier AT4X Edition 1 Package.Introducing The Rugged AT4XIn really what should come as a surprise to no one, GMC is expanding the popular AT4 trim to include a new, higher-performance AT4X off-road model. Building on the lessons learned from the Chevrolet Colorado ZR2, the new 2023 Canyon AT4X will feature an impressive slate of off-road hardware, starting with the latest generation of Multimatic's Dynamic Spool Valve (DSSV) frequency selective dampers. The truck is also equipped with unique cast iron control arms and 17-inch aluminum wheels with 33-inch Goodyear Wrangler Territory MT tires.Fun fact, the Canyon AT4X's tires are a 285/70R17, which measures a touch taller and a full inch wider than the 265/70R18 Wrangler DuraTrac tires that come on the one-size-up 2022 Sierra 1500 AT4X. The Canyon AT4X also comes fitted with front and rear electronically locking differentials, a modified rear axle for increased durability, and 3.42:1 axle gears. Keeping rock rash at bay are aluminum skid plates below the radiator, engine oil pan, and transfercase. The truck also comes fitted with steel rock rails. No, we can't wait to line this up with Ford's Ranger Raptor, a Colorado ZR2, and a Toyota Tacoma TRD Pro and hit the dirt.Hurry Up, the AT4X Edition 1 Package Is LimitedFor those customers looking for the ultimate midsize off-roader with all the bells and whistles, GMC is going to be offering an extremely limited run of 2023 Canyon AT4X First Edition pickups. In addition to all of the gear that comes standard on the new Canyon AT4X, the First Edition adds 17-inch beadlock capable wheels and a unique off-road bumper to the front of the truck complete with an LED light bar. Most interesting, however is the standard 10,000-pound recovery winch, which comes integrated behind the front bumper. The hardware is being sourced from a relative newcomer to the U.S. market, COMEUP, and is fitted with synthetic rope. The truck will also receive unique First Edition badging.Get Your 2023 Canyon Now!The all-new 2023 GMC Canyon is slated to begin production at GM's Wentzville assembly plant in the spring of 2023 and will kick off with the AT4X model. Starting today, reservations are open for the exclusive 2023 GMC Canyon AT4X Edition 1 package, which comes with a starting MSRP of $63,350, not including destination and delivery. The rest of the Canyon lineup will follow, with the Elevation trim starting at $40,000. Though pricing for the 2023 Colorado is forthcoming, forty grand is big money for the midsize truck segment—the GMC's entry-level MSRP sits in the upper realm of most of its competitors' price ladders. Again, though, given it only comes in high-output, up-market forms, the sub-AT4X GMCs might end up costing only slightly more than equivalent Colorados.2023 GMC Canyon Specifications   BASE PRICE $40,000-$63,350 LAYOUT Front engine, 2WD or 4WD, 5-pass, 4-door truck ENGINE  2.7L/310-hp/430-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION  8-speed auto   CURB WEIGHT 4,400-5,200 lbs   WHEELBASE 131.4 in L x W x H 213.2-217.9 x 84.4 x 79.8-81.7 in 0-60 7.0 - 7.5 (MT est) EPA CITY/HWY/COMB FUEL ECON TBD ON SALE Spring 2023 Show All 

The Bronco name is redolent of history and nostalgia, but when this iconic brand was rebooted for the 2021 model year—first as the Ford Escape-based Bronco Sport compact crossover, then later as proper 4x4 SUV foil for the Jeep Wrangler, with two or four removable doors and open-top options—the styling of both variants served up a modern interpretation of the OG Bronco design cues. Two model years in, the 2023 Ford Bronco and Bronco Sport lineups seek to strengthen their already overt visual ties to the first-gen Bronco with new retro Heritage edition packages.Two Heritage Editions Per BroncoTo keep nostalgia affordable, Ford is offering both the Bronco Sport and the big Bronco (two- or four-door) as a mid-level-spec Bronco Heritage edition or a better-equipped Heritage Limited Edition. Each will feature a fun throwback pastel color palette, Oxford White accents, and vintage Bronco script badging, and all will be offered with few option packages to choose. And in paying homage to the original GOAT (Goes Over Any Terrain), every Heritage edition comes standard with the most aggressive rubber available on the base model.That means 17-inch Continental All-Terrains on the 1.5-liter Bronco Sport Heritage, Falken Wildpeak A/Ts on 2.0-liter Bronco Sport Heritage Limited variants, and the Sasquatch package's 35-inch-diameter Goodyear Territory tires on all big Broncos. A full-size spare also comes standard.2023 Big Bronco Heritage Model UpgradesTwo- and four-door Bronco Heritage editions start from a Big Bend equipment basis available with a four- or six-cylinder engine and manual or automatic transmission. Heritage Limited models build from a Badlands basis, and hence are 2.7-liter V-6, 10-speed-automatic-only. Both are upgraded with the Sasquatch off-road package and use the more retrolicious square-top fenders introduced on the Everglades model. Each shares a new white grille based on the Black Diamond model's grille insert, featuring F-O-R-D lettering in red (all other Broncos, save the Raptor, spell out "Bronco" here).Base 2023 Ford Bronco Heritage and Limited models get unique wheel treatments, with the base wheel painted white with a steely look, and the Heritage Limited wheel leaving only the outer rim white with a black center and a "dog dish" cap covering the lug nuts. Both designs feature a Bronco horse on the center cap. Each gets the Bronco script from the '60s along with a tape-stripe job, with the entry Heritage making do with a decal and the Limited getting a proper chrome badge. Exterior color options for the Bronco Heritage include Race Red (very close to the original Rangoon Red), black, Carbonized gray, Cactus gray, and Azure gray. You'll have to pop for the Heritage Limited to get the most fun colors: Robin's Egg blue (based on the 1966 color Arcadian Blue) will be available at launch, with Yellowstone (Ford Prairie Yellow) arriving later in 2023 and, and a more medium Peak Blue coming in 2034. All Heritage Broncos and Bronco Sports get an Oxford White roof, and standard assist steps.Inside, all models get a white dashboard with red accents on the assist handles, vent aiming knobs, bungee straps on the map and seatback pockets, and steering wheel stitching. They also all get a modern riff on plaid seats, and the auxiliary switches are standard. For the base Heritage edition it's a gray denim-type cloth joined with light-blue stitching on the bolsters and vinyl inserts printed with sort of a digital plaid in shades of white, light blue, and grays. Heritage Limited models get brown leather accented by white and red stitching on the bolsters, and a plaid pattern of perforations in varying sizes.2023 Ford Bronco Sport Heritage ModelBronco Sports share a steel-wheel-look design (in white, with bronco center caps), but the two variants get unique white grilles. The base 1.5-liter Heritage edition shares the Big Bend grille design, but here it's flanked by the fancier (Outer Banks and up) headlamps with LED daytime running lights. The Limited runs the Badlands grille. Both are rendered in white with red BRONCO lettering. Here again the base model makes do with a Bronco script decal, only this time it's reversed out of the white bodyside stripe. Heritage Limited models get a chrome Bronco script, here augmented with a red box that includes the word "Sport" and a bucking bronco. Heritage Limited models are functionally equivalent to the Bronco Sport Badlands, and that model's underbody armor can be ordered as an option on base Bronco Sport Heritage editions. Bronco Sport Heritage models offer seven paint options including Robin's Egg Blue; Heritage Limited Editions can only be had in Robin's Egg Blue, Yellowstone Metallic and Peak Blue.Interior color schemes echo those of the big Bronco, with worsted-look cloth and plaid-pattern vinyl on the base car, set against the Navy Pier (blue) cabin colorway, complete with red and light blue stitching on the bolsters. The Bronco Sport MOLLE strap storage system on the front-row seatbacks includes Navy Pier straps and Race Red zipper grips. Both variants get white accents on the dash and doors, but they're far less dramatic than the broad swathe of white on the bigger Bronco. All Heritage models also get an "Established 1966" plate like the ones all big Broncos get, only here the little Ford grille lettering is painted red.Bronco and Bronco Sport Heritage Pricing, AvailabilityThe Bronco Sport Heritage edition will start at $35,840, with Limited models at $46,250—not bad, considering a Big Bend with the all-terrain tire upgrade currently goes for $32,425 and a Bronco Sport Badlands with leather and Falkens starts at $40,995. The Bronco Heritage two-door starts at $45,900 with the 2.3-liter seven-speed stick, up from $44,960 for a Big Bend with Sasquatch and the auxiliary switches package (add about $2,100 for the four-door). A two-door Heritage Limited will start at $68,490, up from $55,765 for a Badlands Sasquatch with leather and the 2.7L V-6/10-speed powertrain. Sales start this September, with an allotment of just 1,966 copies of the 2023 Ford Bronco Sport Heritage Limited Edition and the Ford Bronco Heritage Limited Edition to commemorate the year of the original truck's debut, with each run to be divided between the three colors and the Bronco's body styles. As with the Everglades and other models, ordering priority will be granted to current reservation holders who choose to change their order. 2023 Ford Bronco (Heritage Edition) Specifications 2023 Ford Bronco Sport (Heritage Edition) Specifications BASE PRICE $45,900-$68,490 $35,840-$46,250 LAYOUT Front-engine, 4WD, 2- or 4-pass, 5-door SUV Front-engine, AWD, 5-pass, 4-door SUV ENGINES 2.3L/275-hp/315-lb-ft turbo direct-injected DOHC 16-valve I-4; 2.7L 315-hp/410-lb-ft twin-turbo port- and direct-injected DOHC 24-valve V-6 1.5L/181-hp/190-lb-ft turbo port- and direct-injected DOHC 12-valve I-3; 2.0L/250-hp/277-lb-ft turbo, direct-injected DOHC 16-valve I-4 TRANSMISSION 7-speed manual, 10-speed auto 8-speed auto CURB WEIGHT 4,750-5,100 lb (mfr) 3,600 lb (mfr) WHEELBASE 100.4-116.1 in 105.1 in L x W x H 173.7-189.5 x 76.3 x 73.8-73.9 in 172.7 x 74.3 x 71.4 in 0-60 MPH 6.6-7.9 sec (MT est) 6.5-8.6 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 16-18/17/17-18 mpg (est) 21-25/26-28/23-26 mpg (est) EPA RANGE, COMB 287-374 miles (est) 368-416 miles ON SALE September, 2022 September, 2022 Show All

lucid air Full OverviewProsAbsurdly quickHandles like a heavyweight sports carUnbeatable range ConsTakes forever to boot upProximity key is infuriatingSafety tech needs more workMaking an EV quick in a straight line is easy, so much so it's been one side of Tesla's calling card for a decade. Making an EV drive like sports cars has proven incredibly difficult, in no small part because batteries are so heavy. Various automakers with plenty of experience in sports cars have tried, and although they've made their cars go around a corner quickly, none has really captured the feeling of driving a world-class sports car. The 2022 Lucid Air Grand Touring Performance, though, has cracked the code.If you've read our First Drive story on this electric luxury sedan, you already have a feel for what we're talking about. You'll also know the back story: Lucid's director of chassis and vehicle dynamics, David Lickfold, personally retuned the Air's chassis for this Grand Tour Performance (GTP) model by benchmarking a last-generation Porsche 911 GT3 RS, one of the greatest sports cars on earth.Now we have the numbers to add to the equation.You already know the Air is quick, so we'll start with the handling stats. The Air GTP pulled 0.87 g on our skidpad, which is a shockingly low number compared to other high-performance EVs like the Tesla Model S Plaid and Porsche Taycan Turbo S, which both pull more than 1.00 g. Similarly, the Lucid's 24.8-second figure-eight lap at a 0.80-g average is a full second or more behind the other two.But How Does It Drive?It's moments like this we remind ourselves why we do what we do. Numbers don't always tell the story. It's why we created Best Driver's Car and Performance Vehicle of the Year. If you could tell which car drove the best purely via bench racing, we'd just publish charts and fire all the writers. You can't. This car proves it.Put the Air GTP on the same mountain road as the Model S and Taycan, and no unbiased driver will pick the Porsche or the Tesla. As good as they drive, the Taycan in particular, neither comes close to the Air GTP. The Tesla is roughly 450 pounds lighter than the Lucid, but the Lucid feels as if it ought to be the other way around. The nimbleness of this massive car, the response from the front end, and the feedback in the steering, all make it feel like a classic high-performance sport sedan, not a big heavy EV with sticky tires.It's really worth emphasizing here, because automakers have been trying to capture the sheer driving delight of a good sports car in an EV chassis and so far have come up at least a little short. There's a lot of weight for the suspension and brakes to deal with, not to mention the handoff between regenerative and mechanical braking. Putting huge amounts of power to the front axle in all-wheel-drive setups makes it harder to get the steering feel right, and the traction and stability control have a lot of work to do with this kind of power on hand.Lucid cracked the code. Even more so than Porsche. The Air GTP is the new handling benchmark for EVs. If they all drove like this, all the enthusiasts wringing their hands about the all-electric future would have to move the goalposts again. This is the EV we've been asking automakers to build.With 1,050 horsepower going to all four wheels, you'd be forgiven for thinking it might be a handful. We went easy on the accelerator in the early corners, just in case the software didn't have what it takes to cheat physics, but that was unnecessary. In a matter of seconds it was clear this car has the grip and poise to use every last electric pony. Get on the power hard and early exiting a corner, and the Air GTP sticks and goes. You can force the GTP to drift, but you have to be very deliberately trying.It'll Impress Your Friends at a Stoplight, for SureIt does the electric vehicle "super quick in a straight line" thing, too, of course. We clocked this 1,050-hp cruise missile at 2.7 seconds to 60 mph followed by a 10.0-second quarter-mile trap at 145.3 mph. That's a half-second quicker than the Porsche and 0.7 second slower than the Tesla, which is pretty impressive considering the Air GTP is the heaviest car of the bunch.More than winning bracket races and showing off to your friends, though, that accelerative acumen is life-altering on a mountain road. We've driven a lot of high-horsepower supercars on Angeles Crest Highway, and none of them has shortened the time between corners like this one. None of them has required us to back up our braking points as far as this one, and not just because it's heavy. The rate at which this car gains speed and the incredibly short distance needed to do it has you arriving at every corner much sooner and much faster than any other car we've driven. Critically, it doesn't slack off as you approach or exceed triple digits. It just keeps pulling like crazy up to at least 150 mph (where we ran out of test track, not power).Braking for those corners—always remember they arrive much sooner than expected—is another example of the numbers not telling the whole story. On the test track, the Air GTP needed 118 feet to stop from 60 mph. That's as much as 15 feet further than the other two EVs we've mentioned. When you're up the mountain hurtling at a hairpin, though, it has no problem stopping in time, and then doing it again at the next corner, and the next, and the next. What's more, the blend of regenerative and mechanical braking is an excellent recipe, allowing you to lift and activate the regen to slow the car slightly or just settle it, or to get on the brake pedal hard for the serious corners.Is It Also a Good Luxury Car?When it comes to the fundamental engineering of being a good car and a good sport sedan, Lucid has it nailed. The luxury side of things is well in hand, too. The materials are impeccable, the design inside and out is stunning, and the construction all around is superb.We've rattled on before about how much we like the interior of our 2022 Car of the Year, and we're going to do it again here. The front seats provide an excellent balance of comfort and support, and the massagers are no joke. The rear seat, meanwhile, is absolutely massive. Futuristic as all the big screens look, everyone's favorite trick is power-stowing the largest one up in the dash.It's Not Perfect, ThoughWhat's on those screens looks good, too, but the functionality leaves something to be desired. Whereas most cars' screens boot up in the time it takes to fasten your seat belt, the Lucid's need a solid 12 seconds just to come off the loading screen (a beautiful sunset landscape, it must be said). It's another 12 seconds before the car is actually ready to drive, and 10 more before everything is fully loaded on every screen. Thirty-four seconds doesn't sound like a lot, but when competitors are fully booted and ready to work in less than five seconds, it's an eternity.Lucid says an over-the-air (OTA) software update is coming that'll address the load speeds, but it wasn't part of the update we ran while we had the car. That one made a bunch of little background fixes we didn't notice. We couldn't help but notice, however, that the scheduled installation failed to start; after that, the manual installation failed to finish properly, leaving a massive warning on the instrument cluster that read, "Software update failed, vehicle may not be driveable" along with a customer service number to call. As it happens, the car was driveable, but we had no instruments because we couldn't clear the message. After following the customer service rep's instructions to, in essence, turn it off and turn it back on again, the message cleared and the car was fine. Apparently, the update was fully installed, after all.The software update also didn't fix some of the latency issues with the screens. Most of the time, response times to inputs were good, but sometimes it took several seconds for the screen to change. It was especially annoying when bringing up the navigation system, which apparently doesn't always load when you start the car but rather when you actually open that app. It even affected hard controls like the volume rocker switch on the steering wheel, which didn't always register a press and doesn't tell you when the volume is muted but still raises and lowers the volume bar on the screen.We had a similar issue with the video blind-spot monitors. Activating a turn signal brings up a video feed of the appropriate blind spot on the corresponding side of the instrument cluster. The cluster is mounted high enough to put the video near your line of sight, so no issue there. The problem, rather, is that we haven't seen lag like this since we played Counterstrike at LAN parties in 2005. There's no reason for video frame rate to be this bad in 2022.Latent LatencyIn fact, nearly all the issues we had with the Air GTP had to do with latency. The other was the keyless entry system. The best cars wake up and unlock as you're walking up to them, before you're close enough to reach the door handle. The Air GTP almost always required us to stand next to the driver door for several seconds before it realized we were there, and on occasion it didn't recognize our presence at all. At that point, pressing the center of the buttonless key fob is supposed to unlock the doors, but we couldn't get it to work. It just reaffirmed the car was locked, as if we'd only pressed it once (and that's after we finally figured out there was even a button in the fob to begin with by accidentally squeezing it too hard).Non-latency issues were limited to the driver safety aids. We love that automakers are incorporating advanced driver monitoring systems into cars with semi-autonomous driving features to make sure people are still watching the road, but Lucid's system is wildly overzealous. Maybe it just didn't like our sunglasses, but the system regularly warned us to keep our eyes on the road when we were looking straight out the windshield, and more often than not, it almost immediately escalated to a second, much more disruptive warning.We also took exception with the lane departure intervention. Although the overzealous warnings seem to have been reined in since the last time we drove an Air GTP, the way the system intervenes to keep the car in its lane needs work. When you drift too close to the lane line, it feels as if the steering wheel locks up to correct and get back to the middle of the lane; you have to wrest it free. We're fine with the system preventing you from steering farther out of your lane, but it shouldn't fight you when you try to steer back to the proper spot.The only non-software—and thus un-over-the-air-updateable—issue was the glass roof. Lucid says it's coated in all sorts of high-tech chemicals to keep out UV rays, but for a company that builds cars in Arizona, it feels like they didn't test much in the summer sun. When the thermometer approaches triple digits, you need a physical cover. Lucid could also offer a metal roof on this model like it does on the less expensive Airs. The glass roof and suspended sun visors sure do look cool, though.What About Range and Charging?We can't talk EVs without mentioning range and charging, and it's good news on that front. With an EPA-estimated range of 446 miles, it takes forever to run the battery down on this thing, even when you're driving it hard. Replicating a story we did with the Taycan, we took the Air GTP for a run from the beach up into the mountains and—starting with only an 80 percent charge—got there with more than 50 percent left. The Taycan, which started with a full battery, was down to 30 percent, and we drove it on a much cooler day so the battery-, motor-, and interior cooling systems had less work to do.Driving like a normal person, a 50 percent charge is still good for more than 200 miles of range. With a lot of EVs, you feel like you need to keep them at 70 percent or better all the time, just in case. This one you just don't worry about. Plug it in whenever. Only charge it to 50 percent at home so you spend less time tethered to the wall. And shoot, it charges pretty quick. On our 240-volt Level 2 wall charger, it pulls down 25 miles of range per hour, the charger's maximum. Our long-term Rivian R1T tops out at 13.7 miles of range per hour. Hit a high-speed 350-kW public charger, and the Air fills up crazy fast.Curiously, though, its reported efficiency doesn't match its promises. Lucid says it'll do 3.8 miles of driving per kilowatt-hour, but the best we saw cruising on the freeway was barely better than 3.0. Most of the time we drove it around town, it hung around 2.5. Our Rivian averages just over 2.0, and it's a truck. Our long-term 2017 Chevrolet Bolt EV consistently did 3.4 miles per kilowatt-hour. It still took forever to run down the Lucid's battery, so we didn't mind this inconsistency as much.The Bottom LineThe Air GTP may not be perfect in every way, but it's so damn good at being an EV, a luxury car, and a sport sedan, we have no second thoughts about naming it our 2022 Car of the Year. Even more so than when we bestowed that title eight months ago, the GTP model sets the bar for all other EVs, from its already incredible range to its newly transcendent handling. If you're the chief EV engineer at a rival automaker, get your order in now and prepare your benchmarking and teardown teams. You all have work to do.Looks good! More details?2022 Lucid Air Grand Touring Performance Specifications BASE PRICE $180,650 PRICE AS TESTED $180,650 VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door sedan MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 1,050 hp TORQUE (SAE NET) 921 lb-ft TRANSMISSIONS 1-speed automatic CURB WEIGHT (F/R DIST) 5,256 lb (50/50%) WHEELBASE 116.5 in LENGTH x WIDTH x HEIGHT 195.9 x 76.2 x 55.4 in 0-60 MPH 2.7 sec QUARTER MILE 10.0 sec @ 145.3 mph BRAKING, 60-0 MPH 118 ft LATERAL ACCELERATION 0.87 g (avg) MT FIGURE EIGHT 24.8 sec @ 0.80 g (avg) EPA CITY/HWY/COMB FUEL ECON 109/110/109 mpg-e EPA RANGE, COMB 446 miles ON SALE Now Show All

hyundai ioniq-6 Full OverviewTo look at, sit in, and drive the 2023 Hyundai Ioniq 6, you'd think Hyundai was trying to push upmarket into the "premium" space between mainstream and luxury brands. Executives at the Korean automaker insist that's not what they're up to, they just want to bring a premium experience to the masses. Our quick jaunt in an Ioniq 6 prototype shows they've succeeded.To make the case, Hyundai turned us loose on a short closed course at its Namyang, South Korea, proving ground, before we went on a slightly longer drive around town. We were behind the wheel of a well-equipped dual-motor all-wheel-drive model riding on optional 20-inch wheels. Although it wasn't enough time for a full evaluation, the early returns are very promising.Getting Deep With the 6The first thing you notice behind the wheel of any EV is that seamless, delightfully linear acceleration. Tesla has made a good chunk of its reputation on its cars being ludicrously quick in a straight line, and although the Ioniq 6 isn't trying to take that crown—the upcoming Ioniq 6 N might—it's certainly quicker than most sedans in this size and price range.Officially, Hyundai quotes an estimated 0-60-mph time of 5.0 seconds, but we know that's wildly underrated. The equally powerful and considerably less aerodynamic dual-motor Ioniq 5 crossover does it in 4.4 seconds, and the slippery Ioniq 6 feels quicker. In fact, 4.0 seconds to 60 seems plausible. We jumped in a base, rear-drive Ioniq 6 for a quick acceleration run, and it felt comparable to the dual-motor Ioniq 5 and noticeably slower than the dual-motor Ioniq 6.Even more impressive is the way the 6 drives. Hyundai has successfully translated EVs' inherently large mass into the carved-from-granite heft and solidity the best Mercedes-Benz sport sedans are known for. Forget screwed together; the Ioniq 6 feels welded together. It translates to a confidence and unflappability driving down the road.Helping to achieve this is frankly remarkable wheel control. We deliberately aimed for every pothole, storm drain, and manhole cover we could find to test the Ioniq 6's ride quality and came away deeply impressed. Big impacts were heard more than they were felt, and they weren't loud. Critically, the 6 handled each bump in one fell swoop. The targeted wheel simply went up and over, no pitching or bouncing or engaging in other secondary motions. The suspension's ability to keep the body flat and undisturbed over nasty bumps is simply unparalleled in a mainstream brand.As a result, the car is planted and stable at all times. Unfortunately, the local roads weren't twisty enough for us to get serious handling impressions, but what few corners we could take moderately quickly bode well. The car's reactions are deliberate and measured, leaning into a corner and then straightening up—no wobbling around on its springs.The steering is direct and accurate, but its feel is muted. It's not an artificial feeling; rather, it's dulled in the way you might expect of a luxury car that's not trying to be sporty.The brake pedal is similar, as if it's been deliberately overboosted a bit to make it easier to press and the stopping force easier to modulate. The response is linear, and the car has ample stopping power, but here again the control inputs aren't trying to be aggressive. Meanwhile, the handoff from regenerative to mechanical braking is undetectable.The programming of the regenerative braking has improved in other ways, as well. Auto mode, which chooses the level of regenerative braking automatically depending on the situation, has improved on the Ioniq 5's programming and gotten good enough that even a picky EV driver will appreciate it. The Auto mode still doesn't incorporate full one-pedal driving, though, which needs to be chosen deliberately. For everything but stop-and-go driving, however, Auto is more pleasant.At their base levels, braking and handling are a function of tire performance, and the Hyundai-spec Pirelli P Zero Elect all-seasons fitted to our prototype are fine chunks of rubber. They're very quiet while cruising, with little road noise infiltrating the cabin even at high speeds. What sharp cornering we got to do revealed strong grip and zero squeals of protest from the tires. Not bad for a tire that's also optimized for maximum driving range.A Premium FeelIn fact, little noise makes it into the cabin, period. It's startlingly quiet inside, even for a mainstream EV. Usually, you have to pay extra for that. In the Ioniq 6, oncoming traffic one lane over is no louder than a light breeze in the forest. There's an artificial noise generator you can turn on if you miss engine sounds, but it wasn't active on our prototype. Neither was the ambient lighting that gets brighter the faster you go. The little lights on the steering wheel that change color when you change drive modes or use certain other features were working, though, and they're kind of neat.Because our drive was so short, we didn't get any sense of the car's ultimate driving range or its charging capabilities. Because it shares the E-GMP architecture with the Ioniq 5, though, we know it'll be among the fastest-charging EVs in the world, able to go from 0 to 80 percent battery in 18 minutes on a properly quick public fast charger.The car's most unusual feature, though, is its video door mirrors, which won't be coming to the U.S. because they're not legal here (yet). It's a strange feeling to look inside the cabin to see what's happening over your shoulder, but the adjustment wasn't as difficult as we expected. If and when U.S. law changes, Hyundai will offer them here, but for now, we get good old-fashioned mirrors. This also slightly alters the American-market dashboard design, with the video screens at either end deleted and leaving little stubby wingtips.An Interior So Nice …Elsewhere inside, the Ioniq 6 feels like a premium midsize sedan. The materials and build quality are as good as anything a "premium" automaker like Acura or Buick is doing, and in some ways better. The textured plastic on the center armrest and console feels all the world like fabric. It's both visually interesting and pleasant to touch.The long, flat center console is both a design statement and a functional bit of furniture. It makes for a large storage space underneath and, when you're not driving, a flat work surface where you can rest a laptop or tablet. It's also where the window switches are located.The dashboard, meanwhile, is more conventional and familiar. The twin rectangular screens are just like those in other Hyundai products, and we're happy to see real knobs and buttons for the radio and climate controls.We're also quite fond of the front seats, which Hyundai says are 30 percent thinner than its usual chairs. Both in shape and feel, they remind us of Volvo seats in the best way—comfortable and still very supportive.They also make for an enormous amount of rear legroom for a car this size, much more than you get in a Tesla Model 3. The Ioniq 6 also feels as though it has more rear headroom than the Tesla, though not by much, due to its sloping roofline.That plunging roof also means that although the trunk opening is reasonably large, it's more of a large slot you slide cargo into. The cargo area is plenty deep but not all that tall, so you can fit large suitcases, but they'll have to lie flat.Being an EV, there's also storage under the hood, but as with the Ioniq 5's, it's barely worth mentioning. The Ioniq 6's underhood space will fit maybe a bit more than a pair of shoes, or some mobile charging cables.The Dotted LineIoniq 6 production begins early next year for the U.S. market, and if the customer cars are at least as good as these prototypes, Hyundai has a winner on its hands. Pricing hasn't been announced, but if it matches or comes close to the Ioniq 5's $41,000 base price it'll be an absolute steal. Even if Hyundai ends up charging a few thousand dollars more, it'll still be cheaper than a Model 3 and a better all-around car. We find ourselves saying this a lot, but in this case we can't help ourselves: The EV market had better watch out, because Hyundai is coming.Looks good! More details?

It's finally happening: The iconic Meyers Manx is being reborn for a third time, now as a pure electric vehicle. No, it's not the ID Buggy concept Volkswagen cruelly teased us with a few years ago before crushing our dreams, it's an all-new model from the original outfit. Meet the Meyers Manx 2.0 Electric.Real DealLest you think this is another one of those startups that has nothing to do with the original, the EV dune buggy is being produced in California by the Meyers Manx company in partnership with "a U.S.-based manufacturing entity." Manx fans will know that founder Bruce Meyers died in February 2021 at age 94, and a year prior had sold his eponymous company to Trousdale Ventures to ensure its continuation after his passing. Trousdale founder and Meyers Manx chairman Phillip Sarofim hired legendary car designer Freeman Thomas, who penned the Volkswagen New Beetle among other notable projects, to create this next-generation Manx EV.Thomas' work is refreshingly true to the original while incorporating modern components and working around a wildly different drivetrain. Even so, it likely has more in common with the original Manx than the later models you know. The first Manx featured a custom fiberglass monocoque body with embedded steel mounting points and reinforcements. Too expensive to mass produce, Meyers switched to using a shortened Volkswagen Beetle platform with a fiberglass body after 12 unprofitable cars were built.Small Battery, Lightweight, And Plenty Of RangeThis new model utilizes an aluminum monocoque covered with a body made of an unspecified material. Indeed, a number of technical details are unclear or unannounced at this time. Regardless, hidden somewhere under the retro body work is a choice of two battery packs, one 20 kWh and one 40 kWh. Those are small by EV standards, but unlike a Tesla, the Manx 2.0 Electric only weighs an estimated 1,500 to 1,650 pounds depending on battery size.Thanks to its low weight, Meyers Manx estimates the buggy will go 150 miles with the small battery and 300 miles with the big battery. A Level 2 (6 kW) onboard charger is standard and DC Fast charging capability is optional, though only at 60 kW. Here again, the stats are unimpressive for a road-going EV, but the Manx 2.0 Electric's batteries are so small they shouldn't take too long to charge even at those speeds. We can't say for sure, though, because the company has not shared charging times.Regardless of battery size, power will be sent to a pair of electric motors mounted on the rear axle, one driving each rear wheel for precise traction control and torque vectoring. Meyers Manx doesn't have specs on the motors paired with the smaller 40 kWh battery but says that model buggy will hit 60 mph in an estimated 4.5 seconds. Go for the big battery and the motors will put out 202 horsepower and "up to" 240 pound-feet of torque. The company didn't provide a zero-to-60 estimate for that model but it'll certainly be quicker.Ready To Go Off-RoadLike the original, the Manx 2.0 Electric will feature independent front and rear suspension, but we don't have any details on the design used. Photos indicate a trailing arm front suspension like the original air-cooled Beetles and the original Manx. The rear, however, appears to be a modern multi-link design rather than old swing arm setup. Both look to have plenty of travel as an off-roader should, but the company hasn't provided those specs or official ground clearance.Unlike the old Beetle-based kit car, this new one features disc brakes all around instead of drums and also adds regenerative braking on the rear axle, not to mention an electric parking brake. Up front, the Manx 2.0 Electric gets electric power steering and even windshield wipers.In all the most important ways, though, it's true to the original. It's rear-wheel drive, has knobby off-road tires, seats two, and the roof comes off. Inside, the seats appear to be wrapped in a vintage tweed pattern and the minimalist dashboard features a single retro-modern round gauge. The roof appears to be one piece that lifts off the car and gets left in the garage. Like the old days, there are no doors. We hope there's more lockable storage in the front and rear now that there's no engine or gas tank in those spots.No Price Yet, But You Can Be An Early AdopterThe biggest unanswered question we have is what the price tag will be for this adult-sized beach toy. Meyers Manx says they haven't set one yet, but if you don't care and want to get your name on the list now, reservations will open on the company's website after the car's public debut at The Quail show on Friday, August 19, during Monterey Car Week. Deliveries will begin in 2024.If you want to be a real early adopter, though, 50 buyers will be selected to participate in a beta program in 2023. In return for special access, you have to agree to provide feedback to the company while they work out the final kinks before full production begins.

If you see a riveted travel trailer that resembles an Airstream but isn't, it may be a Bowlus. That's assuming you're extremely lucky, too—there simply aren't many of these rare, upscale campers out there, so spotting one is like peeping Bigfoot.The company roots trace back to an aircraft builder named Hawley Bowlus, creator of a riveted, polished metal travel trailer back in 1934 to transport flight crews to remote locations. The brand has since been reinvented by Geneva Long, CEO of modern-day Bowlus. Characterized by an upright rounded front that tapers into an upside-down canoe-shaped rear, Bowlus trailers appear quite distinct in their Streamline Moderne design, almost steampunk-like in detail and complexity. Now, those Bowlus models—the Terra Firma, Endless Highways Performance Edition, and the Endless Highways Edition—are joined by a new model, called the Volterra, that takes the classic format and fully electrifies it for a new era.EV Trailerin'Bowlus makes some pretty bold claims regarding its brand-new, all-electric 2023 Volterra model, including that it is the first production RV to be 100-percent electric; the first to apply AeroSolar; the first with high-speed satellite internet; and the first to offer an induction cooktop. We'll work through these aspects one by one.The Volterra is all-electric, meaning it's devoid of a generator or propane fuel, the common power sources for running appliances while boondocking and figuratively (and literally) keeping the lights on. It has 17 kwh of lithium iron phosphate batteries (for a 100-percent increase in battery capacity over its Terra Firma model). It has 20-amp outlets to give an EV tow vehicle a little bit of juice in the case of an emergency, and the EV (or, we suspect, a hybrid with substantial power generation capabilities such as an F-150 PowerBoost Hybrid—can likewise recharge the Bowlus while driving.Bowlus is proud of its AeroSolar setup that has up to 480 watts of solar power absorption. Compared to aluminum-framed glass panels, the AeroSolar panels feature monocrystalline cells with PERC technology that make the cells more efficient and the panels lightweight and durable. They're paired with a smart MPPT solar controller that coordinates the flow of vital juice. The solar panels fit the roof perfectly, and there are two optional suitcase panels for extra solar.Want to do some remote streaming or download some giant files to your mobile office in the middle of nowhere? The Bowlus Volterra has Elon Musk's Starlink satellite internet for fast and reliable internet in most places. Starlink for RVs is relatively new and can be expected to hit a bounty of nomadic setups in the near future.Whereas most (if not all) trailers normally have propane stoves, the Bowlus Volterra has an induction cooktop, excelling in energy efficiency while providing precise temperature and cooking control. One could argue induction cooktops are safer, too, as the surface works with a magnetic field rather than physically getting hot, which also means you don't necessarily heat up the whole trailer while cooking dinner. The downsides of induction tops are that they require induction-ready cookware, and they're simply more expensive.The Volterra sleeps and dines four inside the fully vegan, limited-edition interior theme that's been named "La Cumbre," for the name of a mountain peak behind Santa Barbara, California. "Ynez" seating with "Rafael" accent piping recreate a beautiful California sunset. Black and old rose striped 100-percent linen duvet covers, blankets, and throw pillows are included.The Bowlus Volterra measures just over 27 feet long and has a base weight of 3,250 pounds (4,000-pound GVWR), indicating it's pretty lightweight. It has a 50-gallon freshwater tank, which Bowlus considers "perfect for extended off-grid time or longer showers." We'd like to see double that amount of fresh water—but that would exceed the GVWR in water alone. A cool feature when it comes to navigating into tight camping spots is its 120-degree color backup camera that's rechargeable, waterproof, and compatible with all iOS and Android devices.Getting into a Bowlus Volterra will set owners back at least $310,000. That's hard to wrap your mind around, right? This helps explain why you don't see very many in the wild. To put this into perspective, the most expensive Airstream, the 33-foot Classic, starts at $206,500. If you ever see a Bowlus, it's okay to stare.

hyundai santa-fe Full OverviewProsSpacious and practical interiorHigh features-per-dollar valueExcellent safety scores ConsBusy front stylingFuel economy could be betterA couple of button blanks at the SEL levelWhile the midsize SUV segment moves farther out of reach every year, the Hyundai Santa Fe holds its ground. And we love that. It feels like we blinked and the sub-$35,000 slice of the midsize SUV class shrunk; the Ford Edge and Honda Passport now start just under $40,000. On the other side of the market, the Hyundai starts around $30,000 before accounting for any potential dealer markups. We recently spent time with a 2022 Hyundai Santa Fe SEL 2.5 to see just how well the turbo-less SUV performs against affordable competition like the Subaru Outback. With less than 200 hp, does the midsize Santa Fe feel like a penalty box? Here's what we found.PerformanceDespite an impressive lineup with four engines (including a hybrid and plug-in hybrid worth considering and a turbo model we'd avoid), many buyers stick with the standard engine. Versions of this 2.5-liter naturally aspirated I-4 have been used on various Hyundai models; here, the powerplant is good for 191 hp and 181 lb-ft of torque, and it's mated to an eight-speed automatic. That's significantly less powerful than the Santa Fe 2.5 Turbo trims (281 hp/311 lb-ft) but about even with the 2023 Subaru Outback 2.5i (182 hp/176 lb-ft).Press the start button, and the 2022 Santa Fe's idle has just a touch of vibration and harshness, but it's acceptable—and the hushed Santa Fe Hybrid isn't for everyone. Driven in its natural habitat—on suburban roads and on the highway—and the Santa Fe 2.5 is surprisingly responsive.Most of the time, the transmission makes the most of the engine's limited power so that with a little planning ahead, you can execute a pass on the highway. Occasionally, the transmission upshifts too early, leaving the engine feeling underpowered, but it's a small price to pay for this decent compromise of features-per-dollar value, space, and performance. That's especially true considering how unrefined we've found the Santa Fe with its turbocharged 2.5-liter engine and eight-speed dual-clutch automatic.Otherwise, the 2022 Santa Fe is a competent driver. Steering feel is adequate, shifts are smooth, and the suspension is compliant. If you don't mind a slightly lower ride height and want the ultimate in ride quality, consider the Subaru Outback instead.Interior Space: Do I Hear an Echo in Here?Where that Subaru falls far short against the Hyundai is in perceived (and actual) interior space. This is where the Hyundai's shortcomings, such as the busy front design and only so-so fuel economy, are balanced out. There's tons of front and rear legroom, and rear passengers should appreciate the mostly flat floor, wide-opening doors, and easy to recline rear seats. Strangely, the Santa Fe's 36.3 cubic feet of cargo space behind the rear seats is outdone by the smaller Tucson's 38.7 cubic feet. Both Hyundais outdo the Subaru's 32.6 cubic feet, but all these figures are good; it's certainly better than the otherwise appealing Toyota Venza, whose cargo floor is a bit high and can only hold 28.8 cubic feet of stuff.The 2022 and 2023 Santa Fe also have extra storage compartments you may not notice on a test drive but should become useful in everyday life. The first is hidden under the center stack of controls and made possible by the push-button PRND controls. The second is a small Toyota Highlander-like nook in front of the front passenger.What About the 2023 Santa Fe?One of the most significant changes from the 2022 to 2023 Santa Fe at the SEL trim might be the addition of acoustically laminated front side glass. Previously standard one level up, the feature won't make the mixed interior quality any better, but it will make it a slightly quieter place to spend time. Also new for the 2023 Santa Fe SEL versus our 2022 test SUV is a leather-wrapped steering wheel, power liftgate, dual-zone climate control, and a larger 10.3-inch unit (replacing an 8.0-inch unit). We had no issues with the smaller 8.0-inch setup, which never felt like a punishment for lower trims thanks to its already decent size and positioning at the top of the dash for optimal visibility.All of this extra standard content at the SEL trim level will come at a price, of course, but the 2023 Hyundai Santa Fe will undoubtedly be priced competitively with the value-priced Subaru Outback and other midsize SUVs. (The Santa Fe XRT, another trim with the same engine, is also shown in the gallery.—Ed. )Good Midsize SUVs Under $35,000 Still ExistThe 2022 and 2023 Hyundai Santa Fe remain good though not great options in the midsize SUV segment. Our biggest disappointment with the base-engine model we drive isn't its satisfactory performance but its fuel economy, which is barely better than the more powerful turbo (22-25/25-28 mpg city/highway for the 2.5 versus 21-22/28 on the 2.5 turbo).But for SUVS with MSRPs below $35,000, the Santa Fe is a good choice. With three years or 36,000 miles of complimentary maintenance and a good mix of tech and features, the 2023 Santa Fe earns its place toward the top of MotorTrend rankings. No, the 2022 and 2023 Santa Fe aren't perfect, but they represent a solid sub-$35K option when the SUV-like Subaru Outback doesn't quite meet your needs.Looks good! More details?2022 Hyundai Santa Fe SEL 2.5 Specifications BASE PRICE $30,745 LAYOUT Front-engine, FWD, 5-pass, 4-door SUV ENGINE 2.5L/191-hp/181-lb-ft DOHC I-4 TRANSMISSION 8-speed auto CURB WEIGHT 3,800 lb (mfr) WHEELBASE 108.9 in L x W x H 188.4 x 74.8 x 66.3 in 0-60 MPH 8.9 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 25/28/26 mpg EPA RANGE, COMB 489 miles ON SALE Now Show All

There are likely tons of enthusiasts who think this comparison test would never be a fair fight. Conventional wisdom suggests all-wheel-drive sport compacts like the 2022 Subaru WRX are inherently better than front-drive cars like the 2022 Honda Civic Si, thanks to their four-corner traction. They offer stability and performance you supposedly can't get with only two driven wheels.Additionally, since the 1990s, Subaru has unlocked impressive grunt from its turbocharged flat-four engines—something Honda only figured out for its inline-fours in the past decade. In the important area (to hardcore fans, anyway) of racetrack worthiness, the Subaru always seemed to have so much more to offer than the Honda: more power, a better chassis, and traction for days. So where do we get off having an entry-level performance car like the 2022 Honda Civic Si challenging a rally-bred motorsports titan like the 2022 Subaru WRX?In fact, the Civic is positioned better than you might think. Certainly, Honda building more turbocharged cars of late is part of the 2022 Civic's current position of strength. Honda's powertrain engineers have had success with not just the model's 1.5-liter turbo inline-four engine but also the 2.0-liter forced-induction inline-four workhorse in the previous Civic Type R, as well as turbo-hybrid systems like the one in the Acura NSX.This explains why we rounded up a 2022 Civic Si with the grippier summer tires option and a 2022 Subaru WRX Limited for a little comparison test. The WRX Limited is presently the highest-trim model in the lineup that's available with a standard manual transmission. So both sedans are affordable sport compact standouts, but which makes the smarter all-around choice?SpecificationsHonda equips every 2022 Civic Si with the same 1.5-liter turbo-four engine as in the previous generation. It makes 5 fewer peak horsepower than the old Si, for a total of 200 hp, but its peak torque of 192 lb-ft of torque arrives sooner at 1,800 rpm. The engine also maintains more output when wound out to its 6,500-rpm redline.The 2022 Subaru WRX's new and larger 2.4-liter turbo-four seems huge by comparison. It develops a peak of 271 hp and 258 lb-ft of torque, which is 3 more hp and no more torque than the outgoing WRX's 2.0-liter boxer. Here, too, Subaru indicates the new unit's torque curve is broader than before.Both cars get a standard six-speed manual transmission, but only Subaru WRX Limited shoppers have the option of a CVT. Our judging panel agreed the shift action for both manuals was satisfyingly short and notchy.Both drivetrains are equipped with a limited-slip differential, and the WRX's continuous all-wheel-drive system also includes torque vectoring. MacPherson struts up front and a multilink rear suspension return on the Civic; the WRX is outfitted as always with MacPherson struts in front and a rear double A-arm and toe-link arrangement, plus electronically adjustable dampers. Curb weight for the 2022 Honda Civic Si with manual transmission is 2,981 pounds, and the shift-it-yourself 2022 Subaru WRX Limited checks in at 3,412.All 2022 Honda Civic Si models ride on 18-inch wheels, whether they be wrapped in the base grade's all-season tires or the sticker summer rubber. The WRX has a slight performance edge because its base configuration features summer tires on 17s, but the upgrade for the Limited is a wider summer tire on 18s—245 width compared to the Si's 235. That said, both sets of tires never seemed to quit.The Nitty GrittyNot unexpectedly, the more powerful all-wheel-drive 2022 Subaru WRX is quicker than the 2022 Honda Civic Si. When we tested it, our WRX Limited sprinted from 0 to 60 mph in 6.1 seconds and covered the quarter mile in 14.3 seconds at 97.8 mph. Most of our comparison drivers loved the Subie's grunt but lamented its narrow powerband and early redline. Features editor Scott Evans said, "All the action is between 4,000 and 6,000 rpm; we know boxer engines can rev higher. Make it happen, Subaru."The Civic Si needed an additional second—7.1 seconds in the sprint to 60 mph, 15.3 seconds in the quarter mile—in each test, and it finished the quarter mile traveling 5 mph slower. This highlights the Si's biggest drawback: It seems like there's barely any power on tap in comparison to the WRX. But although it's tame, the Honda's engine now pulls until redline, a bit of tuning that was absent in the last Si. "Makes the car feel quicker, even if it isn't," Evans said. "It's more rewarding to drive fast."Although the Subaru is swifter than the Honda, it's worth mentioning both cars are slower than the versions they replace. Every WRX we've tested since the 2013 model year has been slower than the one before it (an outlier 2018 model was marginally slower than the 2022). The Civic Si is slower than the turbo Si we tested as a 2017 model, and it's slower than every 2.0- and 2.4-liter naturally aspirated Si we've tested since the seventh-gen model (2000 to 2005).Handling BusinessBeyond the test track, there's never a shortage of grip in the WRX. In fact, the car still feels like the homologation Impreza model first issued decades ago so Subaru could compete with it in the World Rally Championship. There was a rawness to the old WRX that made the Subaru a fitting sparring partner for its former nemesis, the Mitsubishi Lancer Evolution, itself an AWD rally car for the streets. Some of that spirit—papered over by years of development—is still alive in the WRX today.Our judges were split on the WRX's handling feel at the limit, though. They either thought it was firm and forgiving or bumpy and choppy. Evans' take is probably the most succinct. "There's a lot of compliance in the suspension; it feels like it has a lot of wheel travel. But as much as it moves vertically, it's glued to the road. You quickly learn to stop worrying about the body movements because the tires are not letting go."We appreciated the modern WRX's power and grip during spirited canyon runs, but its ride was less likable in day-to-day driving. At modest speeds, road imperfections transmit into the car. This is an area where the Civic shines, striking a better handling balance between sport and comfort."It seems if Honda engineers had to make a choice between civility and agility, they chose civility, but only by the slightest of margins," summed up senior editor Aaron Gold. "I think that was the right decision. I doubt they could keep the body strapped down any better without making the ride unacceptably hard for day-to-day driving, and that's best left to the Civic Type R."Steering in each car felt direct, though there was a bit more heft to the Civic Si's tiller. This was another area of split opinions among our judging panel. Some, like executive editor Mac Morrison, gave the Honda steering a thumbs-up for "its weight and the size of the steering wheel, the way it feels, [and] how it fits my hands."But the WRX's lighter steering also had fans among our jurists, like features editor Christian Seabaugh. "I could see some ham-handed drivers being turned off by how quick and aggressive the steering is, but if you drive with your fingertips, it's so communicative and enjoyable."The 2022 Honda Civic Si's greatest performance metric in this fight might not be power, or quickness, or driving dynamics. You could say it's efficiency. Its engine produces 133 hp per liter compared to the WRX's 113 hp per liter. (Remember when Honda nerds made a big deal about the 1.6-liter naturally aspirated B16 inline-four's 100 hp-per-liter ratio back in the late 1990s?) And the Honda is rated at an impressive 27/37/31 mpg city/highway/combined compared to the Subaru's 19/26/22 mpg. With way better fuel economy, the Si offers almost 20 miles more range on a full tank of gas (384 miles) despite that reservoir being 4.2 gallons smaller than the WRX's.Both cars are equipped with disc brakes at all four corners, but the WRX comes with standard rear ventilated rotors (the Si's are solid). It took the Subaru 113 feet to bring the car to a stop from 60 mph in our testing; the lighter Honda needed 110 feet. Our panel was generally on the same page about brake feel for each. The WRX has soft initial bite, but the pedals in both cars were progressive, and the stopping power was easy to modulate.Equipment and SpaceYou'll find a bit more head- and legroom in the front row of the Subaru, but the Honda is more spacious in the back seat. The Civic Si's trunk can hold more, as well, 14.1 cubic feet compared to the WRX's 12.5 cubic feet. Both cars are designed with 60/40-split folding rear seat backs.Each also comes with standard automatic headlights, keyless entry, moonroof, trunklid spoiler, dual-exhaust finishers, and remote trunk release. Additional standard equipment includes push-button start, leather-wrapped steering wheel, rear center armrest with cupholders, sun visors with illuminated vanity mirrors, and sport pedals.Standard equipment the 2022 Subaru WRX Limited boasts beyond the Civic Si includes foglights, steering-responsive headlights, dual rear USB charge ports, and heated front seats. Where the Civic's seats are trimmed in cloth, WRX's feature faux suede. Meanwhile, Gold pointed out how the WRX's seating position "is very tall compared to other cars—feels like you're driving an SUV." Seabaugh was bummed by the lack of lumbar support in the Si's front seats.In fact, the Si's seats are fully manual when it comes to adjustments. The WRX, on the other hand, gets a 10-way power-adjustable driver's seat. Other WRX advantages include dual- versus the Si's single-zone climate control, and an 11.6-inch central touchscreen compared to the Si's 9.0-inch screen (though we preferred the Honda's smaller display for its conventional horizontal orientation).We also liked the Si's aluminum shift knob more than the leather-wrapped item in the WRX. Further Civic Si strengths include a 7.0-inch gauge cluster screen (only 4.2 inches in the WRX), wireless Apple CarPlay and Android Auto compatibility (both are wired in the WRX), and 12 speakers (the upgraded premium system in the WRX Limited gets only 11 speakers).Overall, there's a lingering familiarity to the 2022 WRX's interior. Materials and build quality are high, but the overall dash and center console designs haven't evolved much over the years. This is in sharp contrast to the 2022 Civic's redesigned cabin, which is clean and modern. Honda's choices in cabin textures—like the hexagonal honeycomb grille that extends across the dash, textured plastic trim pieces on the doors and center console, and ridged center-stack knobs—help the Civic look premium for its class.PricingThe base 2022 Honda Civic Si starts at $28,595, with summer tires adding just $200, which is a steal. Our test car also carried premium Blazing Orange paint for an additional $395, which took its final retail price to $29,190.That's more than $1,000 less than the 2022 WRX's base price of $30,600. And when you move up to the WRX Limited, which sits just below the GT top trim, the price jumps by almost $7,000 to $37,490. But the Subaru also gets features the Honda lacks, such as all-wheel drive, enhanced exterior lighting, nicer front seats, a bigger touchscreen, and rear USB ports.VerdictIf track sessions are in your future, the 2022 Subaru WRX isn't a bad choice. We might even argue it's the cooler car from a historical context. But the modern WRX is also frenetic to drive. Our judges were unanimous when it came to how much easier it was to pilot the Civic quickly. And with the way gas prices are, we'd be less inclined to take the Subaru out for fun days considering how thirsty it gets.The 2022 Honda Civic Si is a better choice for both its affordability and all-around excellence. Honda took a great foundation into the 11th-generation Civic and built a fun little machine that also comes through with plenty of practicality. It's not a "numbers" car by any stretch, but it does inspire confidence behind the wheel—enough so that we could repeatedly take it to its limits, and it simply kept chugging along. It also delivered refinement levels we've frankly never seen in an Si, and it might just be the most fun version yet.2nd Place: 2022 Subaru WRXProsQuicker and more powerfulStandard AWDLarger infotainment touchscreen ConsSlower than the previous WRXLackluster fuel economyNot a performance valueVerdict: The WRX is the same beast as always, but it's more sport than compact and lacks a small car's price or efficiency.1st Place: 2022 Honda Civic SiProsBetter suspension-tuning balanceGreat priceMore room ConsSlowNo power driver's seatFewer standard featuresVerdict: Just as the Civic has aged into a great all-arounder, the Si has matured into an entertaining sport sedan. 2022 Honda Civic Si Specifications 2022 Subaru WRX Specifications DRIVETRAIN LAYOUT Front-engine, FWD Front-engine, AWD ENGINE TYPE Turbo direct-injected DOHC 16-valve I-4, alum block/head Turbo direct-injected DOHC 16-valve flat-4, alum block/heads DISPLACEMENT 1,498 cc/91.4 cu in 2,387 cc/145.7 cu in COMPRESSION RATIO 10.3:1 10.6:1 POWER (SAE NET) 200 hp @ 6,000 rpm 271 hp @ 5,600 rpm TORQUE (SAE NET) 192 lb-ft @ 1,800 rpm 258 lb-ft @ 2,000 rpm REDLINE 6,500 rpm 6,000 rpm WEIGHT TO POWER 14.9 lb/hp 12.6 lb/hp TRANSMISSION 6-speed manual 6-speed manual AXLE/FINAL-DRIVE RATIO 4.35:1/2.98:1 4.11:1/2.74:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 11.5:1 13.5:1 TURNS LOCK-TO-LOCK 2.2 2.6 BRAKES, F; R 12.3-in vented disc; 11.1-in disc 12.4-in vented disc; 11.4-in vented disc WHEELS 8.0 x 18-in cast aluminum 8.5 x 18-in cast aluminum TIRES 235/40R18 95Y Goodyear Eagle F1 Asymmetric 2 245/40R18 97Y Dunlop SP Sport Maxx 600A DIMENSIONS WHEELBASE 107.7 in 105.2 in TRACK, F/R 60.5/61.7 in 61.4/61.8 in LENGTH x WIDTH x HEIGHT 184.0 x 70.9 x 55.5 in 183.8 x 71.9 x 57.8 in TURNING CIRCLE 38.1 ft 36.7 ft CURB WEIGHT (DIST F/R) 2,981 lb (59/41%) 3,412 lb (60/40%) SEATING CAPACITY 5 5 HEADROOM, F/R 37.6/37.1 in 38.8/36.7 in LEGROOM, F/R 42.3/37.4 in 43.1/36.5 in SHOULDER ROOM, F/R 57.0/56.0 in 56.7/55.6 in CARGO VOLUME 14.1 cu ft 12.5 cu ft ACCELERATION TO MPH 0-30 2.3 sec 1.7 sec 0-40 3.8 3.2 0-50 5.1 4.3 0-60 7.1 6.1 0-70 9.0 7.6 0-80 11.7 9.5 0-90 14.5 12.3 0-100 17.6 14.9 0-100-0 21.8 19.3 PASSING, 45-65 MPH 3.7 3.1 QUARTER MILE 15.3 sec @ 92.8 mph 14.3 sec @ 97.8 mph BRAKING, 60-0 MPH 110 ft 113 ft LATERAL ACCELERATION 0.93 g (avg) 0.94 g (avg) MT FIGURE EIGHT 26.3 sec @ 0.67 g (avg) 25.0 sec @ 0.74 g (avg) TOP-GEAR REVS @ 60 MPH 2,500 rpm 2,200 rpm CONSUMER INFO BASE PRICE $28,595 $30,600 PRICE AS TESTED $29,190 $37,490 AIRBAGS 10: Dual front, f/r side, f/r curtain, front knee 7: Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles 3 yrs/36,000 miles FUEL CAPACITY 12.4 gal 16.6 gal EPA CITY/HWY/COMB ECON 27/37/31 mpg 19/26/22 mpg EPA RANGE, COMB 384 miles 365 miles RECOMMENDED FUEL Unleaded regular Unleaded premium ON SALE Now Now Show All

chevrolet corvette Full OverviewMore than a few automakers have tried to build a supercar you can drive every day without much compromise. and Those efforts, whether cleansheet or adapting an existing car, have rarely succeeded. There's a meaning behind the saying "a jack of all trades and master of none." Something's gotta give. After 14 months behind the wheel of a 2021 Chevrolet Corvette Z51—our 2020 Car of the Year—that something isn't as big as you might think.Yes, we're really going to stand here and tell you a Corvette is the only car you need. Within reason, of course. People with kids or who regularly transport plywood will need another set of wheels. Everyone else? Get a 'Vette.See, I did about everything you could think of with this Corvette. Eight-hundred-mile road trips? Several times. Bring home the Christmas tree? Tied to the roof. Off-road? There was that one time Google Maps sent us on a shortcut that turned out to be a poorly maintained dirt road and we made it without damage. Hardware store? Done it. Grocery shopping? Every week. Beat a Porsche Cayman GT4 around a racetrack? All while costing nearly $47,000 less.Sure, there were a few times the thing we needed to move was too big. On those occasions, we handed the local big-box store $20 and rented a pickup for an hour, or had it delivered. Problem solved, and for a lot less money than owning a second vehicle.We could do all this because the Corvette really is as practical as it is a superlative performer. With two trunks and a removable roof, hauling most stuff home was no big deal. Neither was taking it all on vacation: We just packed multiple carry-on bags instead of one big one.Whether it was running down the street or crossing half the state, the C8's combination of class-leading ride quality, unusually comfortable sport seats, and high-speed stability made a drive of any length easy. Set to "My Mode"—customized with better brake feel, loud exhaust, soft shocks, and light steering—the car absolutely ate up miles. Should you happen to be on a dead-straight rural highway with no other car in sight, it'll happily cruise at 100 mph for hours at a time without beating you up in the slightest.Occasionally, you'll have to slow down for the big bumps, be they on a dirt road or pulling into your own steep driveway. When you do, the nose lift with GPS tagging is an absolute must-have. We stopped taking chances altogether and just raised the nose any time a driveway or speed bump or whatever looked like it might be trouble. Tagging all the spots in our neighborhoods and around the office made commuting much less stressful.The car also does Corvette things really, really well. Like putting that Cayman GT4 in its place. Or hitting 60 mph in as little as 2.8 seconds and embarrassing cars with significantly more power and fatter MSRPs. Also great for just tearing up our local canyon roads whenever the mood struck.The only thing that made driving this car even better was putting it in track alignment and leaving it there. Not only did it make for better lap times, it made the steering more responsive and communicative. True, it wore out the tires in less than 10,000 miles, but it was worth it. Worth it to the tune of $1,889.96 for tires and $100 for mounting and balancing by our friends at ZipTire. Maintaining supercars ain't cheap.Comparatively, though, the Corvette is pretty affordable to fix. The one service appointment we paid for set us back just $183, which is significantly less than the average luxury car service (usually well over $200 per visit) though a lot more than our long-term C7 2015 Chevrolet Corvette Z51, which came with complimentary maintenance for the first few years and didn't cost us a dime aside from tires. As it happened, the front trunk stopped opening right around the time the car needed service, which required ordering a new opener and returning 12 days later to have it installed, but that was covered under warranty along with a pair of minor recalls. Our C7 Corvette was a bit more trouble-prone than our C8.While nothing else needed fixing, we have a few suggestions for Chevrolet when the midcycle update comes around. Although we don't hate the long row of center-console buttons like some people, we agree the ergonomics just aren't there and it creates a wall for the passenger to reach over. While Chevy is rearranging all that, it can also move the wireless phone charger from behind your elbow to somewhere easier to reach. A set of hooks on the ceiling behind the seats to hang your jacket wouldn't hurt, either. It's not like you can see out the back window, anyway. More heat insulation in the rear trunk would also be great. Cold groceries go in the front trunk, always.Outside, it would be great if Chevy could figure out a way to keep rainwater pooled on the hood and decklid from pouring into the front and rear trunks when you open them. It would also be nice if they could slim down the decorative side blades. They're mounted on the widest parts of the door and are the first thing to hit the car parked next to you. Shaving them would make it easier to squeeze in the door when someone parks too close.All in all, these are little fixes that would make us happy, but they're hardly deal breakers. Thoughtful features like the front hood release hidden under the headlight, the downward-facing front cameras, automatic proximity locking, and automatic comfort entry/exit features make us forget most of our gripes.On a fairly regular basis, our friends and coworkers post photos of cars they've seen parked next to each other in the wild with a caption like "ultimate two-car garage." Great if you can't pick just one car and you have money to spend on multiple. If you can live with just two seats, though, you don't need a two-car solution. The C8 Corvette is the ultimate one-car-garage solution.Looks good! More details?2021 Chevrolet Corvette Stingray DRIVETRAIN LAYOUT Mid-engine, RWD ENGINE TYPE 90-deg direct-injected V-8, alum block/heads VALVETRAIN OHV, 2 valves/cyl DISPLACEMENT 376.0 cu in/6,162 cc COMPRESSION RATIO 11.5:1 POWER (SAE NET) 495 hp @ 6,450 rpm TORQUE (SAE NET) 470 lb-ft @ 5,150 rpm REDLINE 6,400 rpm WEIGHT TO POWER 7.4 lb/hp TRANSMISSION 8-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 3.55:1/1.71:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; control arms, coil springs, adj shocks, anti-roll bar STEERING RATIO 12.5-15.7:1 TURNS LOCK-TO-LOCK 2.3 BRAKES, F; R 13.6-in vented disc; 13.8-in vented disc, ABS WHEELS, F;R 8.5 x 19-in; 11.0 x 20-in, cast aluminum TIRES, F;R 245/35R19 89Y; 305/30R20 99Y Michelin Pilot Sport 4S DIMENSIONS WHEELBASE 107.2 in TRACK, F/R 64.9/62.4 in LENGTH x WIDTH x HEIGHT 182.3 x 76.1 x 48.6 in TURNING CIRCLE 36.4 ft CURB WEIGHT (F/R DIST) 3,643 lb (40/60%) SEATING CAPACITY 2 HEADROOM, F/R 37.9 in LEGROOM, F/R 42.8 in SHOULDER ROOM, F/R 54.4 in CARGO VOLUME 4.0 (frunk)/8.6 (trunk) cu ft ACCELERATION TO MPH 0-30 1.3 sec 0-40 1.8 0-50 2.4 0-60 3.1 0-70 4.0 0-80 5.0 0-90 6.2 0-100 7.6 0-100-0 11.4 PASSING, 45-65 MPH 1.5 QUARTER MILE 11.4 sec @ 120.4 mph BRAKING, 60-0 MPH 99 ft LATERAL ACCELERATION 1.01 g (avg) MT FIGURE EIGHT 23.4 sec @ 0.86 g (avg) TOP-GEAR REVS @ 60 MPH 1,300 rpm CONSUMER INFO BASE PRICE $67,295 PRICE AS TESTED $80,420 AIRBAGS 4: Dual front, front side/head BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles FUEL CAPACITY 18.5 gal EPA CITY/HWY/COMB ECON 15/27/19 mpg EPA RANGE, COMB 352 miles RECOMMENDED FUEL Unleaded premium ON SALE Now Our Car SERVICE LIFE 13 mo / 16,512 mi BASE PRICE $67,295 OPTIONS Z51 Performance pack ($5,995: 3.55:1 axle ratio, electronic limited-slip, rear spoiler, heavy-duty cooling, performance suspension, brakes, tires, and exhaust); Front lift w/memory ($1,995); Magnetorheological dampers ($1,895); GT2 bucket seats ($1,495); Red brake calipers ($595); Composite rockers ($550); Premium paint ($500); Carbon flash side mirrors ($100) PRICE AS TESTED $80,420 AVG ECON 17.0 mpg PROBLEM AREAS None MAINTENANCE COST $400.69 (2- inspection, oil change) NORMAL-WEAR COST $2,062 (set of tires) 3-YEAR RESIDUAL VALUE* $96,800 (120%) RECALLS None *IntelliChoice data; assumes 42,000 miles at the end of 3-years Show All

kia sorento Full OverviewAs a midsize crossover with three rows of seats, Sorento teeters on the precipice of brilliance and irrelevance. Some may find its in-betweener form factor ideal (it's really more of a full-time two-row with part-time third-row perches); others that something more decided—like Kia's smaller smaller, two-row Sportage or larger, three-row Telluride—would better fit their needs. Over the many months and more than 23,000 miles we spent with the 2021 Kia Sorento SX in our long-term review fleet, we decided that, here, segment-splitting works. Better than simply being functional, the Sorento gives lots more to like than not.Minimal TarnishLet's get the negatives out of the way. First and foremost is the dual-clutch transmission's low speed behavior, a gripe we've had with the Sorento since our first drive. When pulling away or creeping forward, particularly on an incline, it can stutter, leading to hesitant, jerky departures.Despite that evaluation, we'll qualify it as minor annoyance. We call it out mostly for drivers accustomed to traditional automatics. If that's you, you'll notice that the Sorento's dual-clutch doesn't let you depart in a consistent and immediate way. You'll also likely be able to overlook it. And after first gear, shifts are nearly invisible, perceptible audibly more than any other way.Relatedly, turning off the engine start/stop system became routine. It restarts too slowly, which combines with the transmission's fumbles to make smooth getaways impossible. We preferred sacrificing a little bit of fuel (and taking the emissions hit) for the sake of drivability.Fuel Efficiency and MaintenanceRegarding fuel, in 23,033 miles we averaged 22.8 mpg, not quite meeting the EPA's 24 mpg combined economy rating, but not missing it by much either. Regardless, its commendable, given MT drivers' eager right ankles, and that we had a bulky tent fixed to the Sorento's roof rails for well over 4,000 miles. Additionally, we bested the EPA's 425-mile range estimate several times, at one point draining 471 miles out of the tank.Two stops for scheduled service totaled $354.18, making the Sorento more expensive to maintain than similar long-term SUVs we've had in our fleet. And it would have cost even more had we bought the $300 advanced fuel system cleaning service proposed at the second visit. We spent less than $350 each on our 2017 Mazda CX-5 and CX-9, anda different Kia, our 2020 Telluride, was a bargain at $120 spent over a similar number of miles.Nevertheless, the Sorento remained reliable during its stay. The only thing resembling an unexpected issue was a subtle yet persistent creaking noise that began emanating from the headliner as the odometer neared 20,000 miles.A Serious Glow UpOn to the good stuff. We never got over the Sorento's crisp, angular styling. It's incomparably improved over the previous Sorento, and to our eye one of the better-looking vehicles in its segment, especially in our test vehicle's Crystal Beige hue.The cabin also convinced us with its functionality and ease of use. We appreciated Kia's preference—which seems to be changing—for unfussy physical knobs and switches, but the capacitive buttons mixed in worked as intended, too. Settling in was eased by the little bins on the center console, and getting out facilitated by the easy-pull door handles—Kia thought through the details, including those stylish geometric air vents. We have no gripes about our $42,190 SX-trim Sorento's 10.3-inch infotainment touchscreen, although a driver-information display larger than 4.2 inches would've been nice. Maybe it'll arrive in the mid-cycle update.Whether the second and third rows were upright or folded, the Sorento readily adapted to the situation. Its wide-opening rear doors made access a breeze, as did the super-simple folding operation of the second-row captain's chairs. Drivers who plan to frequently pack their SUV to capacity should probably size up, but with ventilation and USB ports the Sorento's far-back seats produced few complaints. Our crossover's enormous panoramic moonroof was a favorite feature for riders-along. Folding the rear seats opened up a great deal of cargo space, making it easy for this writer to toss in his mountain bike.Then there was actually driving the Sorento. During its evaluation at our 2021 SUV of the Year contest one judge called it "the feel-good hit of the competition," a sentiment that held true through our long-term test. With sensitive steering and nimble reflexes, the Sorento had that oft-praised attribute of feeling smaller than it is. Undulating pavement could set the ride afloat slightly, but the Sorento's overall handling verve made it enjoyable to pilot.Despite the aforementioned dual-clutch fumbles, the turbocharged 2.5-liter I-4 always delivered solid acceleration. We evaluated other Sorento powertrain options in parallel with our long-termer, and came away convinced that this turbo mill is the one to get even if it's not supremely refined or efficient. The all-wheel drive system behind it seemed unbothered by the few dirt roads we traversed.Over the many, many highway miles we covered—throughout California, and to Oregon, Utah, Nevada, Colorado, Arizona, and New Mexico—the Sorento's driver aids rarely faltered. The adaptive cruise control was responsive and consistent, aided by solid lane-keep assist which would take the lead in staying centered even in surprisingly tight curves.Good as GoldOn the 2021 Sorento's arrival, we found ourselves thinking about Kia's midsize crossover in an unusual way: Surprised to realize we were giving even a modicum of mental energy to a Sorento in the first place. Prior iterations never warranted much consideration, let alone actual affection. But now that our Sorento is gone, we find our thoughts cast in another unexpected direction—we miss it. Not only did it prove itself as the best Sorento ever, but as a worthy competitor to crossovers bordering it on either side of the size spectrum. It could be a while yet before a similarly multitalented SUV joins our long-term fleet.Looks good! More details?For More on our 2021 Kia Sorento:The Kia Sorento joins our long-term fleetMicrochips aren't the only thing in short supply these daysA trip to the trackWhat we learned over 4,000 miles of camping in our SorentoTech that works, and tech that doesn'tWhich Sorento engine is best?Up the Creek2021 Kia Sorento SX AWD Specifications DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE Turbocharged direct-injected DOHC 24-valve I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 2,497 cc/152.4 cu in COMPRESSION RATIO 10.5:1 POWER (SAE NET) 281 hp @ 5,800 rpm TORQUE (SAE NET) 311 lb-ft @ 1,700 rpm REDLINE 6,500 rpm WEIGHT TO POWER 14.5 lb/hp TRANSMISSION 8-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO N/A SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 13.7:1 TURNS LOCK-TO-LOCK 2.6 BRAKES, F; R 12.8-in vented disc; 12.0-in vented disc WHEELS 8.5 x 20-in cast aluminum TIRES 255/45R20 105V Continental CrossContact LX Sport (M+S) DIMENSIONS WHEELBASE 110.8 in TRACK, F/R 64.5/64.8 in LENGTH x WIDTH x HEIGHT 189.0 x 74.8 x 66.7 in GROUND CLEARANCE 6.9 in APPRCH/DEPART ANGLE 16.8/22.1 deg TURNING CIRCLE 37.9 ft CURB WEIGHT 4,084 lb WEIGHT DIST, F/R 57/43% TOWING CAPACITY 3,500 lb SEATING CAPACITY 6 HEADROOM, F/M/R 40.3/39.1/36.8 in LEGROOM, F/M/R 41.4/41.7/29.6 in SHOULDER ROOM, F/M/R 59.1/58.1/53.0 in CARGO VOLUME, BEH F/M/R 75.5/38.5-45.0/12.6 cu ft ACCELERATION TO MPH 0-30 2.4 sec 0-40 3.6 0-50 4.8 0-60 6.4 0-70 8.1 0-80 10.3 0-90 12.9 0-100 16.0 PASSING, 45-65 MPH 3.1 QUARTER MILE 14.8 sec @ 96.5 mph BRAKING, 60-0 MPH 117 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 26.6 sec @ 0.66 g (avg) TOP-GEAR REVS @ 60 MPH 1,600 rpm CONSUMER INFO BASE PRICE $40,965 PRICE AS TESTED $42,190 AIRBAGS 6: Dual front, front side, f/m/r curtain BASIC WARRANTY 5 yrs/60,000 miles POWERTRAIN WARRANTY 10 yrs/100,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles FUEL CAPACITY 17.7 gal EPA CITY/HWY/COMB ECON 21/28/24 mpg EPA RANGE, COMB 425 mi RECOMMENDED FUEL Unleaded regular ON SALE Now Our Car SERVICE LIFE 12 mo / 23,033 mi BASE PRICE $40,965 OPTIONS Cross bars ($360); Auto-dimming mirror with HomeLink ($350); Carpeted floor mats ($210); Cargo cover ($190); Carpeted cargo mat ($115) PRICE AS TESTED $42,190 AVG FUEL ECON 22.8 mpg PROBLEM AREAS None TOTAL FUEL COST $4,585 MAINTENANCE COST $354.18 (2- inspection, oil change, tire rotation; in-cabin air filter) NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $36,700 (87%) RECALLS Replace high-pressure fuel pipe *IntelliChoice data; assumes 42,000 miles at the end of 3-years Show All

ford f-150-lightning Full OverviewProsBig, clear screenNavigation with charging stations180-degree lie-flat seat backs ConsBorrows F-150's cabinNot as nice as a Rivian's interiorThe Ford F-150 has been the bestselling truck in America for decades, but its interior hasn't stood out much. And when the latest Ram 1500 made its debut, it became the new benchmark not only because of the way it drove, but also because of the cabin's attention to detail. Although pickup trucks are generally known for being work vehicles, Ram took its truck to the next level. And even though a new F-150 generation arrived for 2021, Ford kept most of its interior the same. However, with the introduction of the F-150 Lightning, Ford has finally upgraded its cabin experience.Similar but BetterThe 2022 Ford F-150 Lightning was made for existing F-150 customers interested in going electric. So there are many similarities between the two models, and just like its exterior design, the Lightning's interior comes straight from the regular F-150. There's no learning curve; everything is exactly where it's supposed to be, and you can still fold down the shifter and open the center console to set up your workstation.What's better, though, is the massive 15.5-inch screen that's straight out of the Ford Mustang Mach-E. Although we aren't usually fans of "soft" virtual buttons, Ford's screen makes it easy to adjust the temperature or fan speed and hop between menus. Everything is displayed via cool graphics, and the computing processor works quickly. What's more, the navigation shows all the electric charging stations nearby and will tell you where to stop and for how long, depending on your state of charge. It's not as useful as Tesla's supercharger map, which lets you know how many superchargers are available in real time, but it displays each station's brand and kilowatt-hour rating.The vertical display will also wow your friends; it takes up the entire center dashboard, upping the technology and in-cabin experience.Our 2022 Ford F-150 Lightning Lariat example came with a denim-like trim on certain parts of its door panels and dashboard, and it looked premium and different from the regular F-150. Other textured plastics around the cabin don't feel as nice as the materials inside the Rivian R1T, but it's not a huge drawback, as the rest of the truck feels fancy.Time to RelaxFord made some changes to the driver's and front passenger's seats, allowing them to recline 180 degrees so you can nap while the truck charges. This is a clever feature, but it's not the most comfortable position—your knees still have to be bent, and you have to lift the rear seats to get the full 180-degree experience. Still, it's nice to have and something we're sure some folks will use. (And, hey, why not take a nap when waiting at a public charger?) Overall, the seats are comfortable, supportive, and wide, should you want to turn on your side when catching some Zs.Just like the regular F-150, there's plenty of space in the back with lots of headroom and legroom for rear passengers. Heck, there's even more space than in a Mercedes-Benz S-Class.Should I Buy a 2022 Ford F-150 Lightning? We've already compared a 2022 Ford F-150 Lightning with a 2022 Rivian R1T, and although the competition was incredibly close, the F-150 Lightning claimed the win. Although these pickup trucks live in different segments, we found more value in the F-150. But it's worth noting that as software and over-the-air updates play a more important role in the EV market and in the vehicles' performance in the future, our comparison result could flip.All in all, the 2022 Ford F-150 Lightning's in-cabin experience is superior when compared to the regular F-150, and we appreciate the upgrades Ford's designers delivered. So if you're thinking of purchasing an F-150 soon, the Lightning is your best option and certainly worth taking a long look at.Looks good! More details?