Once upon a time, from 1995-1999, there was a two-door Chevrolet Tahoe. It was square 'n boxy with its stacked headlights and 1990s Chevy truck demeanor, riding on a GMT400-based platform shared with GM trucks of the era. The Tahoe name came about for the 1995 model year, essentially a rename and relaunch of the simultaneously discontinued full-size Blazer. As in, the death of the big Blazer resulted in the Tahoe. (On the GMC side, the Yukon replaced the full-size Jimmy a little earlier, for 1992.) The Blazer name lived on, of course, but not as a full-size.Interestingly, the debut of the Tahoe for 1995 brought with it the introduction of a four-door version (late availability, though, which is why the four-door Tahoe was eligible to win—which it did—Motor Trend's 1996 Truck of the Year award). That means the Tahoe technically debuted as a two-door 4x4 SUV, which, ironically, only lasted through the 1999 model year. (Yukon lost its two-door in 1997.) The four-door was 11 inches longer and had a wheelbase 6 inches longer than the two-door.In addition to the standard 250 hp 5.7-liter "Vortec 5700" V-8 engine, there was a diesel 6.5-liter "L56" V-8 option. According to our Of The Year writeup, the "torquey 6.5-liter/180-horse turbodiesel V-8 [was] optional in two-door, four-wheel-drive models." Yes, the rare two-door had an ever-rarer diesel option.Fast-forward nearly 30 years, and the Tahoe name persists in the form of a vibrant, technologically-advanced SUV that's as popular now as it ever was. It's pretty easy to spend $75,000 on a new one. That's crazy, but wanna know what's even crazier? It's possible to spend more than half that on one that dates back to the previous century. A pristine two-door 4x4 1999 Chevy Tahoe (with the 5.7-liter, not even the super-rare 6.5-liter) just sold for $42,900 at a Mecum auction in Harrisburg.What could it have been worth new? According to our article: "The two-door, 4x2 Tahoe starts at $22,886, the 4x4 version at $25,136, moving up to the four-door models at $28,264 for the 4x2 and $30,460 for the 4x4. That prices even a heavily optioned Tahoe a few thousand dollars less than a comparable Suburban, and about on par with fully equipped (yet lighter-duty) smaller sport/utes like the Explorer and Grand Cherokee." Our Mecum example, with 86,770 miles on the odometer, sold for much more than new—even if pricing changed a tiny bit for a 1999 versus this 1996 data.Was this $42,900 two-door 1999 Chevy Tahoe Mecum specimen an anomaly, or are two-door Tahoe prices becoming outrageous? Our quick research leads us to think that this is probably the most expensive two-door Tahoe ever sold at Mecum. The handful of four-door Tahoes that have sold for more were much, much newer variants that have special reasons for demanding mega-money. Interestingly, the next-most-expensive two-door Tahoe was a custom slammed red one featured in Truckin Magazine that sold for $38,000 way back in 2014. (Two-door Tahoes, like this Classy Hoe, have been ever-popular in the custom truck world. ) After that, a lifted blue two-door went for $35,000, followed by a pair for $29,700, then a pair at $28,600. We could go on and on, but do we need to? All of these examples outpace what they were new.To be fair, not all two-door Tahoes are worth top dollar; don't go buy one as a sure-fire investment. A bulk of Mecum examples fall into the $10,000 range, with some two-doors even falling under $5,000. A rare diesel variant, which you'd think would demand top dollar no matter what, only went for $11,000.So has the two-door Tahoe turned classic, or did this buyer just throw down a modern man's salary on it for some reason known only to them? Perhaps it's a sentimental vehicle. There's no clear-cut answer. With each year that clicks by, old square-body GM trucks and SUVs become less available and more sought after. Arguably classic, arguably rare (1995-1999), the two-door Tahoe market seems to be taking on a life of its own.
acura integra Full OverviewProsVersatile hatchback form factorZippy and fuel-efficient engineUniquely positioned and priced within the segment ConsNot necessarily better with the manualUnimpressive at the test trackCan't escape comparison to the Honda CivicHaving now lived with and tested the new 2023 Acura Integra, we know it isn't a revival of the driver-focused, straightforward hatchback the internet commentariat yearns for. This may dismay Acura acolytes, and indeed we'd celebrate the arrival of such a car in our crossover-saturated market.But don't forsake the 2023 Acura Integra because it doesn't meet your preconceived expectations. Even though it feels similar—perhaps too similar—to the Honda Civic Si, Acura sufficiently elevated the Integra to the luxury realm. It's a genuine rival to its European competitors, with some uniquely distinctive attributes. If you read on and discover it's not the Integra you wish it would be, well, maybe you need to grow up—the Integra certainly has.How Quick? Not ParticularlyOne of those attributes—the one most crucial in this test—is its transmission. Automatics are prevalent among luxury subcompact cars, but choosing the Integra in A-Spec trim and adding the Technology package unlocks a no-cost option to swap the standard CVT for a six-speed manual gearbox. As in every Integra, it's joined to a 1.5-liter turbocharged I-4 that sends 200 hp and 192 lb-ft to the front wheels. In manual Integras, the power is regulated by a limited-slip differential.Pauses introduced by clutch and shifter actuation are factors in the Integra's 7.7-second 0-60-mph time. All of its two-pedal rivals do the sprint in less than 7.0 seconds. Likewise, the Integra crosses the quarter mile in 15.7 seconds at 91.0 mph, trailing many of its adversaries in both metrics. Even so, the engine feels strong for its size, delivering a torquey surge on-boost that's accentuated by little wastegate whistles. What's more, its fuel economy rating of 26/36 mpg city/highway tops many of the 2.0-liter mills common in the set.Manuals typically enhance involvement at the expense of outright acceleration, and the Integra's shifter justifies the trade-off. It moves between gates precisely and is weighted so it requires deliberation but not undue effort. Automatic downshift rev-matching is activated by default—don't worry, you can deactivate it, but don't knock it till you try it. The clutch is less tactile than the shifter; it's light and engages vaguely at the upper end of its stroke. In fact, it caught out a few of our drivers with unexpected wheelspin.Fun-ishThe turbocharged, lightweight, manual 2023 Acura Integra embodies buzzwords that set enthusiast hearts aflutter. In most situations it's entertaining, moving with poise and pep that evinces the great engineering in its architecture. But the Integra is not a particularly sporty car, as proven by its test results and how it feels when driven hard.A 60-0-mph braking distance of 123 feet is on the longer end in this category. Fade was generally a nonissue even under repeated heavy braking, but the pedal, soft at the top and requiring significant depression, doesn't seem tuned for dynamic driving. This setup disposes it to around-town use, as does the brake auto-hold function, which works flawlessly—not always the case in manual cars.The Integra's 0.87-g skidpad average is about what's expected for the class, but the Acura's figure-eight time of 27.2 seconds at 0.63 g average doesn't impress, considering its rivals run the lap in the 26-second range. Our test team was frustrated by meddling traction control, which never seems to truly turn off and prevents full power unless the steering wheel is straight. Such interference negates the differential's benefit in on-limit driving.Out on the road, the Integra is willing to play up to a point. Its tidy size and weight let it flow between corners, but the verve it initially presents evaporates if you ask too much of it. Instead, the Integra becomes overwhelmed by understeer and imprecision. Truly sporty cars come across as a vivid conduit between driver and road—the new Integra doesn't.Our Civic DutyAt this point we'd be remiss to not mention how the 2023 Acura Integra compares to the Honda Civic Si. The chassis, powertrain, and amenities in these vehicles are largely identical, and perhaps unsurprisingly they drive very much alike. The shared shifter and clutch play a part in that. But our tests verify Honda's interpretation is the higher performer: It's quicker, stops better, and is grippier all around. Crucial to that are the optional summer tires equipped on every modern Si we've tested; all-seasons are standard on the Si and the only choice on the Integra.Much more important than the Si's fractional test-figure advantages, though, is the fact the Honda is sharper, louder, and more direct—simply put, more fun to drive. At the point where the Integra falters, the Si stays hungry for the road ahead. It's remarkable how two vehicles so similar in hardware, performance, and general feel end up with such different personalities.All Hail the HatchbackThis is not to suggest the Civic Si is necessarily better than the Integra. Aspects of the Acura make it more appealing than its platform counterpart, and—critically—cars in the luxury subcompact category.Its hatchback format is high on the list. With a conventional small sedan, there will come a time when you'll size up its trunk opening, contemplating how you'll get some rather large thing inside. There's little such issue with the Integra: Lift the rear enclosure and revel in the big cargo area, made bigger by folding the second row. This setup makes Integra living realistic for anyone who carries bulky items or lifestyle gear. Its tall lift-over height is only a slight hindrance.The luxury quotient is there, too. Adaptive dampers fitted on the Integra A-Spec bring a suitably smooth ride in Normal and Comfort modes and stiffen just so in Sport. Plush centers and firm, supportive bolsters make the front seats quite comfortable. Beyond a standard 10.3-inch digital gauge display, the 16-speaker audio system, wireless charger, and head-up display added by the Technology package qualify the Integra to run in today's luxury league.Likewise, the cabin's layout and quality of materials are suitable for an entry-level luxury car. Yet the interior's similarities to the Civic are obvious. Acura could have done more to avoid such comparisons, particularly by distinguishing touchpoints like the steering wheel, shift knob, or infotainment system layout. But given how nice the Civic's interior is to begin with, how the Integra builds on it is no bad thing.The same notion extends throughout the experience: that the Civic is its starting point bodes well for the Integra. If you recall, the Civic was a finalist in our 2022 MotorTrend Car of the Year contest, and we deemed it "one of the best vehicles on sale" in a comparison-test win. Most of the Civic's great things are present, if not enhanced, in its Integra transformation.The Nicer Version of a Nice CarAcura succeeded in creating a rival to starter cars from other luxury brands and offering a unique, practical vehicle to drivers who want something more upscale than a Honda. The Integra's pricing—slightly more than $30,000 to start and less than $40,000 in our fully loaded test car—undercuts the field by potentially many thousands of dollars to make it an undeniable value. It's luxury on the cheap that feels nowhere near cheap.Yet even with its vaunted manual transmission, the Integra isn't the hot hatchback seemingly everyone across the internet insists it must be. That might be you. If so, accept the fact the Integra of 2023 isn't exactly like the Integras of yore. Time and progress ran their course, and Acura built a car that represents what it is now. If that's not enough, don't despair: This entry in the Integra tale is only at its beginning, paralleled promisingly by the reemergence of the Type S performance badge.Looks good! More details?2023 Acura Integra A-Spec Specifications BASE PRICE $33,895 PRICE AS TESTED $37,395 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door hatchback ENGINE 1.5L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 200 hp @ 6,000 rpm TORQUE (SAE NET) 192 lb-ft @ 1,800 rpm TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 3,040 lb (60/40%) WHEELBASE 107.7 in LENGTH x WIDTH x HEIGHT 185.8 x 72.0 x 55.5 in 0-60 MPH 7.7 sec QUARTER MILE 15.7 sec @ 91.0 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.87 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.63 g (avg) EPA CITY/HWY/COMB FUEL ECON 26/36/30 mpg EPA RANGE, COMB 372 miles ON SALE Now Show All
It's never a bad day when an automaker announces that a vehicle will be manufactured here in the U.S. for American consumers. But that's only part of the story of the 2023 Volkswagen ID4, the compact electric SUV that's seeing production expanded from Germany to the United States, as it's also coming in with new pricing and a new entry-level battery pack to price it under $40,000. It also gets some new standard features, updated exterior colors and trim, and a new interior design.American MadeAs part of its $800 million investment in Tennessee, Volkswagen will begin assembly of the 2023 ID4 at its Chattanooga factory, not far from its recently built battery lab for EV battery production and research. Unfortunately, despite being assembled in the U.S. (and no longer requiring a long boat trip to reach our shores), the ID4 retains its destination charge for the 2023 model. That charge has recently risen from $1,195 to now $1,295. Not a huge increase, sure, but disappointing to see that not go down given how the VW is now locally sourced.Four New TrimsIn addition to the ID4 Pro and Pro S in RWD and AWD, there are now a few new trims. First is the ID4 Standard (yes, that is its trim name) that comes with a smaller 62 kWh battery. This is the new entry-level ID4; above it sits the also-new S trim, which gets the same 62 kWh battery. There also is a new Pro S Plus trim that slots above the Pro S, replacing the Gradient package that was offered in 2022 and bringing a suite of unique features. All Pro models will get the larger 82 kWh battery pack along with the 170 kW DC Fast Charge rate. At the time of writing, VW did not state what the DC Fast Charge rate would be for the 62 kWh battery pack.Prices Have Gone Up, But You Do Get More for Your ID4While the new Standard is cheaper than last year's least-expensive ID4, the $42,525 Pro, there are a few price increases on the carryover trims (Pro included). A 2023 ID4 RWD Pro costs $1,365 more than the 2022 model, while the AWD Pro $1,485 more, the RWD Pro S costs $1,865 more, and the AWD Pro S sees a $1,985 increase. (Those price hikes include the $100-pricier destination charge, too.) Those extra dollar signs are at least offset by some new features and technology. Plug&Charge, the bi-directional J1772 CCS socket that both charges the ID4 and can power other EVs, is now standard across the line.All ID4 trims come with dashboard stitching, leatherette steering wheels and seat features; heated seats; forward collision with emergency braking with pedestrian and cyclist detection; active blind spot assist, high beam light assist, parking assist with memory parking and distance assist; LED lighting with auto headlights that come with rain sensing wipers; and IQ.Drive that features lane keep assist, traffic sign recognition and Emergency Assist 3.0. For your advanced driver assist needs, the ID4 also has Travel Assist 2.0 on all trims that features stop-and-go cruise control and driver-initiated lane change functionality. On top of all that, owners will get three years of free 30-minute DC fast charging sessions at Electrify America stations.What Separates Each ID4 Trim?While the Standard and Pro are rather basic (when compared to S trims) with their features and 19-inch wheels, they do feature their own unique interior colors and melange fabric and leatherette heated manual seats. The two interior treatments are Stone (gray and black accents) and Nutmeg (brown hues). The rear seats are a 60/40 split design with no other features. Going with the Pro model, you get the option of AWD which nets you a 2,700 lbs towing capacity and a heated front windshield. The Pro models are also the only way to get the 82 kWh battery pack, as mentioned earlier.Stepping up into the S trims, you get leatherette seat seat inserts rather than the cloth, but the inserts have a design perforated into the material and are 12-way power with a memory function. Color options for the inside are Galaxy where its leatherette inserts are black with platinum gray bolsters, door inserts, dash, a black leatherette heated steering wheel, and a black display. Cosmic features gray leatherette inserts with blue bolsters, door inserts, and dash with a white leatherette heated steering wheel, and a white display. You also get a 30 color ambient lighting rather than the multi-color ambient lighting system. For the rear seats, S trims get a 60/40 split seat with pass-through and a folding center armrest with cupholders. You and your passengers are also treated to a panoramic roof with an electric sunshade. The LED lights on the S Trims feature VW's AFS adaptive front lights and a lighted front and rear "VW" emblem and grille accent. The non-Pro S trim also only gets the 62 kWh battery pack and RWD but it and the Pro versions get 20-inch wheels.Want an ID4 with the most stuff? Look at the Pro S Plus in either RWD or AWD. Along with the S and Pro features, you also get unique 20-inch wheels, a three-zone climate control with rear passenger controls, and digital sound package that includes a subwoofer. The 60/40 passthrough seats are also heated (outboard positions only). Silver accents replace gloss black trim on both the front and rear bumpers; the mirrors feature accent lighting that are both power folding and heated; and this is the only trim to get a surround view camera over the standard rearview camera.How Much is a 2023 Volkswagen ID4?While the price increases year-over-year for the carryover ID4 models are expected, the cost of the 2023 ID4 is still relatively affordable when compared to new crossovers and other EVs of its size. The ID4 Standard will run you $38,790 (again, thousands less than last year's cheapest ID4, albeit with less battery) while stepping up to the ID4 S jumps up to $43,790. The RWD version of the ID4 Pro is $43,790 while the AWD version is $47,590. The Pro S RWD is $48,790 and the AWD version is $52,490. The top-of-the-line ID4 is the Pro S Plus, which runs $51,490 with the RWD and $55,290 with AWD. And remember, the ID4 still qualifies for the $7,500 federal EV tax credit, in addition to any local EV incentives a full battery-electric car might qualify for. Below we've gathered every 2023 ID4 trim level's price, range, and battery size for comparison: Battery / Motor Range Price ID4 Standard 62 kWh / single motor 208 miles $38,790 ID4 S 62 kWh / single motor 208 miles $43,790 ID4 Pro 82 kWh / single motor 275 miles $43,790 ID4 Pro AWD 82 kWh / dual motor 255 miles $47,590 ID4 Pro S 82 kWh / single motor 275 miles $48,790 ID4 Pro S AWD 82 kWh / dual motor 255 miles $52,590 ID4 Pro S Plus 82 kWh / single motor 275 miles $51,490 ID4 Pro S Plus AWD 82 kWh / dual motor 255 miles $55,290 Show All
A 2022 Toyota GR86 owner is apparently being punished for posting a photo of their car drifting at a testing and tuning event. The GR86 suffered an engine failure, allegedly due to oil starvation—a relatively common and known issue on this model—but the owner was rejected under the Toyota warranty after the photo of the car drifting turned up in the automaker's investigation. Evidently, Toyota initially rejected the warranty claim because of evidence the car was driven at an off-street event, which seems ridiculous considering the encouraging nature of the model's marketing materials.The story comes from Blake Alvarado on Facebook posting to the SCCA Official Members group, whose GR86 suffered its engine failure after just 13,770 miles on the road and two oil changes. Alvarado says a post-failure engine teardown revealed grey sealant material in the oil pickup, an issue that is now being tracked in a spreadsheet by GR86.org, which currently lists five suspected instances of the issue causing engine failure, not including similar claims dating back all the way to 2013, as Alvarado says.But, Toyota wouldn't know firsthand about the cause of Alvarado's engine failure, as he says the assigned field technician never checked the engine in determining his warranty claim. Here's what happened, according to the Facebook post: "Instead either he or someone at the dealer looked me up on social media. They showed me a photo of me taken at a local Test & Tune event (untimed, non-competition) in late March (I was testing different setups and playing around with tire pressures. This was the only time the car was driven in the way the photo shows). They also showed me an onboard video of me driving in someone else's white GR86 (mine is Black)."Based on this "evidence," his warranty claim was denied and Alvarado was instead quoted an $11,000 repair estimate, or told he had to remove his car from the dealership. His attempt to negotiate with the dealer's service manager was denied, so Alvarado had the car towed to a Subaru specialty shop where he was quoted $7,000 for a low-mileage engine replacement.The real kicker in this situation is Toyota's own marketing materials. As Alvarado points out, Toyota's marketing frequently mentions the GR86 being "track tested," and even let new owners sign up for a complimentary NASA track day as a promotion, which is used for the Toyota Supra, as well. MotorTrend reached out to Toyota, and a spokesperson provided the following response:"Toyota takes its customer concerns seriously. We work hard to deliver a rewarding ownership experience, and we stand behind the quality of our products. A vehicle's warranty excludes damages from activities such as misuse, improper maintenance, or modifications. Toyota is currently looking into the case you referenced and will continue to work with the customer directly on this issue. As always, we encourage customers who experience any issues with their vehicle to contact their authorized Toyota dealer or call the Toyota Brand Engagement Center (1-800-331-4331) when a dealer is not able to resolve a matter."Alvarado urges other enthusiasts to be wary about posting photos and videos of their warranty-covered cars out of extra precaution, as you never know how an automaker is going to respond to vehicles being driven in any manner other than daily duty.But Wait, There's More!Update, August 4, 2022: Speaking to The Drive, Alvarado has confirmed that Toyota's executive office reached out to him after all of the social media coverage of his blown engine and has ultimately decided to cover the issue under warranty. The Drive reports a Toyota representative said Alvarado and others should be able "to use the vehicle at future autocross and track day events without putting [the] warranty in jeopardy.
audi a4 Full OverviewProsFeels powerful and quickFunctional and understated interior designKiller audio system ConsFirm rideGlitchy and inconsistent techLesser mild hybrid setupAn exceptional sport sedan can be your everything. Everyday commuter, long-haul road tripper, airport taxi, canyon carver. The latest-generation Audi A4 was introduced for 2017 and got a midcycle refresh for 2020; as it sits this year, the German automaker's podium-ranked sport sedan is quite good but not exceptional. We tested a 2022 Audi A4 S Line to break it all down.Not Your Average AudiAudis are known as the subtle, under-the-radar choice in the luxury compact segment, compared to more ostentatious options like an extravagantly styled Alfa Romeo Giulia or a tail-happy BMW 3 Series. Our test car was not the dark gray, black interior, fade-to-the-background Audi that usually comes to mind.Instead of a grayscale bankermobile, the 2022 Audi A4 S Line that arrived in our test fleet was ticket-me Tango Red Metallic and featured a Black Optic Plus package. The latter decked out the badging, side mirrors, grille, rocker panel detail, and front and rear bumper trim in high-gloss black. The package also adds red brake calipers, unique interior trim, and a knockout set of 19-inch five-spoke wheels that look straight off a previous-generation Audi S4. If you want a luxury car that blends in, this version of the A4 isn't it.Don't worry about the styling being too over the top; there's enough go to match all the show. Our Audi A4 S Line test example was fitted with the more powerful of the A4's 2.0-liter turbocharged I-4 options (badged A4 45 TFSI), producing 261 hp (more on that later) and 273 lb-ft of torque delivered to all four wheels with help from a seven-speed dual-clutch automatic and Quattro all-wheel drive.Opting for the more powerful engine buys the Audi S Line package, similar to what BMW would supply with its M Sport offerings. In the A4, it means a 0.9-inch-lower sport suspension, ventilated disc brakes with larger rotors, larger and wider wheels, and illuminated aluminum door sills. Think of the A4 S-Line as a would-be four-cylinder S4.How Quick Is an Audi A4?For a sport sedan lacking M, RS, or AMG badges, the 2022 Audi A4 S Line is legitimately quick. In our testing, the A4 S-Line reached 60 mph in 5.2 seconds on its way to a 14.0-second quarter mile at 98.8 mph.Based on the test figures and our on-road driving impressions, we wager this engine makes more than its claimed 261 hp. Two direct competitors, the Alfa Romeo Giulia Ti and Cadillac CT4-V, squirted to 60 mph in 5.2 and 5.1 seconds, but those cars produced 280 and 325 hp, respectively. They both weigh within 100 pounds of the A4 S Line.This Audi is a clear outlier, but that said, our test drivers said the A4's engine didn't feel as gutsy as the 300-hp four-cylinder found in the Volkswagen Arteon we tested on the same day.However, the test car did not drive like a standard A4. The S Line's larger ventilated brake rotors and the summer tires that came with the optional 19-inch wheels paid off, too, keeping the chassis stable under hard braking and capable of stopping from 60 mph in 111 feet—surprisingly good for a non-S4.The transmission was reluctant to downshift around our figure-eight course, even using the paddle shifters mounted to the steering wheel, which dulled the car's thrust response significantly. Brakes were easy to modulate and turn-in was solid; the steering was notably precise, if slightly numb.As for the numbers, the A4 S Line completed its figure-eight lap in 25.9 seconds at 0.70 average g. Those figures slightly trail the Alfa's 25.7-second lap at 0.71 average g, but the A4 took a narrow victory on the skidpad at 0.92 g compared to the Giulia's 0.91.Living With the Audi A4Treating the 2022 Audi A4 S Line the way an owner might, the car has notable strengths and room for improvements. First, the interior. This cabin is outstanding and full of tech, minimalist but not barren, and a showcase of the build quality Audi is famous for.Among our favorite details is the shifter, a beefy thing that fills your palm just right. We also have praise for the controls' layout. Where higher-end Audis utilize a secondary touchscreen for climate controls, the A4 offers elegant physical buttons and switches that are easy to operate while keeping your eyes on the road. Little details like a frameless rearview mirror elevate the A4 above range-topping trims from sub-luxury brands.A special shout-out to the volume knob just to the right of the shifter; more recently redesigned Audis swapped this setup for a quarter-sized touchpad you must approach like a DJ scratching a tiny record. We'll take a physical rotating knob any day, especially if it controls the A4's outstanding 19-speaker Bang & Olufsen audio. The system is every bit as rich and powerful as buyers fantasize about when they debate shelling out for an optional premium setup. Lower frequencies at high volumes excited a light rattle from the driver's side door panel, but we chalk that up more to the wattage sent to those speakers than the A4's otherwise seemingly stellar build quality.The back seat isn't so bad, either. Sitting behind my own driving position at 6-foot-1, I still had a couple inches between my knees and the seat back, though my head was firmly against the headliner. There is zero downgrade in material quality, though, which is to say the leather upholstery is fitting of a luxury sedan. The cupholder design in the fold-down center armrest is clever but will struggle to accommodate American-sized soft drinks.The 10.1-inch touchscreen infotainment system is the same unit you see in a six-figure Audi S8, and although the layout is intuitive and the display quick to respond, this is one area where the A4 could use work. There's no anchor point for your thumb to aid more accurate touch inputs, but that was the least of our issues.Numerous times upon starting, the screen would pop up mostly blank as if it had been tripped up loading an asset. Tapping one of the menu icons to the left returned the system to its normal operations. We also had issues with Bluetooth and wireless Apple CarPlay pairing; each took multiple attempts. Especially compared to the multimedia systems in the Tesla Model 3 and new Mercedes-Benz C-Class, the A4 infotainment doesn't look as impressive, either.Driving the 2022 Audi A4 S Line was less frustrating. This powertrain is more than capable of scooting the A4 around with alacrity, and as we mentioned, we wouldn't be surprised to find it makes an extra 50 hp or so. The steering has purposeful weight, if little feel, and though the brakes are a little grabby, after an adjustment period by the driver they're easy to modulate and trustworthy in an emergency.Two other notes. First, this is an older version of Audi's 2.0-liter turbo-four, and although it gained a mild hybrid system for the 2021 model year, it's a 12-volt system rather than the 48-volt setup in newer Audis. (Remember, the most recent A4 redesign occurred for the 2017 model year.) If the new system is jalapeno, the A4's is bell pepper.The most notable consequence here relates to low-speed behavior. Audi's auto stop-start system is imperceptible in the new-for-2022 Audi A3 but sends a rumble reverberating through the A4's body. And the A4's dual-clutch gearbox can fumble while creeping along in traffic, which isn't an issue when a more powerful hybrid system can ease you along.Second, in S Line trim with our test car's sweet-looking 19-inch wheels, the A4 rides firmly and exhibits major road noise over anything but perfect pavement. The suspension pays off in body control—the 0.9-inch drop and wider rolling stock contribute more stability in corners—but detracts from the A4's aspirations as a do-everything sport sedan. Don't expect to experience a cosseting ride home from the airport, in other words.Flawed, Still FantasticThe 2022 Audi A4 S Line can't be your everything. It's too stiff and noisy to pass as a pure luxury car, the transmission can be clumsy for performance driving, and the tech isn't quite there for 2022. Rather, the A4 S Line is for buyers who put style and sportiness first but who will happily trade the extra power of an S4 or M340i for better fuel economy and more feature content at a similar price point.Looks good! More details?2022 Audi A4 Quattro S-Line Specifications BASE PRICE $43,095 PRICE AS TESTED $55,665 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 2.0L turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 261 hp @ 5,250 rpm TORQUE (SAE NET) 273 lb-ft @ 1,600 rpm TRANSMISSION 7-speed automatic CURB WEIGHT (F/R DIST) 3,712 lb (56/44%) WHEELBASE 111.0 in LENGTH x WIDTH x HEIGHT 187.5 x 72.7 x 55.3 in 0-60 MPH 5.2 sec QUARTER MILE 14.0 sec @ 98.8 mph BRAKING, 60-0 MPH 111 ft LATERAL ACCELERATION 0.92 g (avg) MT FIGURE EIGHT 25.9 sec @ 0.70 g (avg) EPA CITY/HWY/COMB FUEL ECON 24/31/27 mpg EPA RANGE, COMB 408 miles ON SALE Now Show All
ram 1500-trx Full OverviewWe beat up our long-term RAM 1500 TRX good. I mean real good. How, you ask? Well, you might remember that little Rivian R1T on the Trans-America Trail story we did? You know, the one that took over 40 days because we covered 7,700 miles off-road? Well, our support vehicle for the trip was our 2021 Ram 1500 TRX. Did we beat it like a rented mule? Yes. But for various reasons now lost to the winds of time (or is that an archived Slack channel?) we decided that a not-so-quick, totally hardcore cross-country off-road journey was the proper way to welcome the mighty TRX—our 2021 Truck of the Year—into MotorTrend's long-term fleet. Little did we know that due to the supply chain crisis, fixing our TRX meant it was out of commission for about four months. Please read on.The first ouchie that occurred was a flat tire on the first wave of the Trans-America Trail, somewhere in Virginia. Hey, those things happen. We'd brought several spares along, so that wasn't too much of an issue. In a separate incident, now in North Carolina, the driver's side running board got dented just behind the front wheel. Expected when you travel off-road.The second wave, running from Georgia to Oklahoma was the only wave where the TRX didn't suffer any tire drama (nice driving, Renz), but the Ram did sustain a few injuries. We wound up putting a nice dent in the passenger side rear fender while trying our damndest to maneuver through some dense trees. Eventually we had to break out the chain saw. We also obliterated the windshield.We had a list of numerous pieces of content we wanted to produce based on the various adventures we got up to on the trip. And on that sheet was a bullet point that said, "Rivian R1T vs. TRX Drag Race. " One thing we really liked about the Ram when we named it our Truck of the Year was how it put its massive power down, hitting 60 mph in 4.0 seconds flat, making it the quickest truck MotorTrend had ever tested up until that point. At that point in time, we had yet to test the Rivian R1T, our eventual 2022 Truck of the Year, with a 0-60-mph time of 3.1 seconds. But again, we didn't know. A drag between the two super trucks seemed like a natural, brilliant idea.Full disclosure time: The white R1T we drove on the TAT was a pre-production truck that had some software in it that was never intended for production. We were shown an Engineering Mode that featured something called "Max Power mode". What did Max Power do exactly? Dunno, other than it played a 30-second Simpsons clip where Homer changes his name to Max Power, and it makes the Rivian even quicker. Did the driver of the Rivian surreptitiously sneak it into Max Power mode? Who's to say (hi, Mom!)? The trucks were lined up on a gravel road (this whole thing really wasn't well thought out), someone yelled "go" over a walkie-talkie, and the Rivian humiliated the poor Ram in a straight line, literally leaving it in a cloud of dust and cracking its windshield in three places. Should probably wait a while before telling the folks back in the office what happened, yeah?Wave 3 took possession of the TRX in Bartlesville, Oklahoma, (eat at Murphy Burger!), and tech editor Frank Markus (weirdly) decided to wash the truck to photograph it next to a Frank Lloyd Wright skyscraper. Why was that weird? Well, if you spend five minutes on the TAT, you're well aware of the Sisyphean nature of trying to keep a vehicle clean. It's just not going to happen. Wave 3 admitted to one flat tire but actually got two flats; poor Wave 4, which snaked through Utah, had to change a flat as soon as they saw the Ram parked in an airport parking lot. Then, once underway, a wheel nearly fell off the TRX. I'll let Scott Evans explain."We changed the left rear tire at the airport on arrival as it was flat. There were bad vibrations while driving, which we chalked up to the bucketloads of mud caked in all the wheels. Roughly an hour later, at 80 mph, I noticed the left rear wheel wobbling like crazy in my door mirror. I pulled off the road quickly and safely before it came off. Three of the wheel studs had sheared off, and the other three's lug nuts were very loose. It was moments away from breaking off the truck entirely. We had it towed into town, where a local shop recommended by Nina Barlow replaced all six wheel studs and lug nuts that night and got us back on the road. We junked the rim as the lug holes were no longer round. Other than that, two more flat tires. But no further damage."You've seen Rashômon, right? Because that was Scott's version of the Wave 4 damage report. William Walker's is quite different, "Lots of rock strikes on Leg 4. By the end, the windshield was more cracked than not, and you could feel the cracks on the inside of the windshield. I also "squared off" the exhaust pipes in Moab." This poor truck. William continues, "By Wave 5 [from Utah to Oregon], the brake rotors were warped badly and the vibration under braking was disturbing. There was a leak into the passenger compartment, and it tends to be damp underneath the rubber floormats. And we noticed the sunroof got damaged because of mud and dust." Man, that's pretty bad.We almost forgot there was a third driver on Wave 4, Alexander Stoklosa, who had his own damage report, "By Leg 4, with the fan speed set to 'high' or max, the airflow through the interior vents was akin to me opening my mouth and talking (no hot air jokes, please). Wouldn't blow cold air, just lukewarm air. Air velocity was similar with the heat on. My guess is that the system had either lost some refrigerant, suffered debilitating blockage, possibly damage to the blower, or all three. I believe someone had shaken out the cabin filters around that time, and it made no difference."No one owned up to it, and the damage no doubt occurred while rock crawling in Moab, but the front bumper had to be replaced. It was that repair, more than any others, that really held up the truck. A few months after the truck came back, Walker noticed that at low speeds he could hear a noise coming from the rear driver's side wheel if he had the window down. We investigated, and it was a failed bearing that was attached to the rear axle shaft, and the entire thing was replaced as a unit. We think this repair is related to the busted lugs way back on Wave 4, but we have no way to prove it. Moral of this story? Sometimes it's more than consumables you need to worry about if you plan on overlanding across a continent.Looks good! More details?For more on our long-term Ram 1500 TRX:The Ram 1500 TRX joins the MT GarageWhich is quicker—a Charger SRT 392 Scat Pack or the TRX that towed it to the track?…And what about a Ram 1500 TRX or a Rivian R1T?The TRX isn't a great forest service truckBut it is a good mudderHuge power saves this ship
genesis g90 Full OverviewA relative newcomer, Genesis has been staking its claim in the luxury arena with bold designs and fresh takes on traditional segments. The South Korean automaker—it's the luxury arm of Hyundai—launched its first nameplate with the full-size G90 in 2017 and impressed us right out of the gate, winning a comparison test on the strength of its well-appointed cabin and high-tech features.Since then, Genesis has fleshed out its lineup with a stable of sedans and crossovers. The G70 sport sedan won our 2019 Car of the Year, and the GV70 compact SUV took home our Golden Calipers as the 2022 SUV of the Year. Sales have reflected the brand's overall excellence, as well; Genesis managed to move nearly 50,000 units in 2021—more than double its previous best and more than a third as many as Cadillac despite that brand's century-plus head start. The G90, however, had merely been face-lifted since it arrived. It remained a strong value in terms of features and comfort but lacked the stateliness of newer versions of long-running nameplates.Now, the 2023 Genesis G90 is all-new and ready to challenge the full-size luxury sedan establishment once more, boasting a fresh exterior design, gorgeous interior, and new mild hybrid drivetrain.A Striking SedanWe were intrigued by the 2023 G90 as soon as the first images of the new luxury sedan emerged online. Genesis calls its design language "athletic elegance," which is apparent in its mixture of organic and straight lines. Additionally, Genesis uses a two-line graphic for the LED headlights and twin taillight bars to give the G90 instantly recognizable front and rear visages; we particularly like how the lighting elements flow into the wheel wells and reappear just ahead of each front door.The signature "crest grille" mimics the shape of the shield at the center of the Genesis logo, a motif also reflected in the shape of the exhaust finishers. Both the grille and available 21-inch wheels make use of a layered design, with tiers of texture for additional nuance and depth. The result is a vastly more elegant car than the outgoing model, with the style and presence necessary to sit at the top of the Genesis lineup.First-Class CabinThe improvements extend to the G90's interior, which both looks and feels the part of a contemporary luxury flagship. High-quality leathers, metals, and other trim materials are on display, while exposed plastics are few and far between. Twin 12.3-inch displays include a fully digital instrument cluster that's configurable to a variety of styles, as well as a main infotainment display with gorgeous graphics and quick responses to inputs. However, scrolling through the horizontally aligned thumbnails can get frustrating if a menu item happens to be at the end of the list. Otherwise, the interior layout is very user friendly for the driver.Unfortunately, buyers who only drive their G90 won't experience one of its finest points, the incredible back seat. Like other executive sedans from the long-benchmarked German and Japanese brands, Genesis generously equips its second row. Features include heated, massaging, and ventilated seats; the best spot in the entire car is the passenger-side rear seat, which can be fully reclined and offers a motorized leg rest. The front passenger seat folds away, as well, to open enough space for most adults to stretch out and wiggle the tips of their toes. Button-activated power soft-closing front and rear doors add to the overall feeling of opulence.G90 variants equipped with this feature also receive a Chauffeur mode, which alters suspension damping for maximum comfort for rear passengers. When we arrived in Miami, Genesis sent a driver in a G90 to pick us up from the airport. With all the rear shades up to block out the hot Florida sun, the ventilated seats activated, and a massage cranking away, this felt like a serious upgrade from flying coach. All these features can be controlled via a display on the rear middle armrest. This small screen is easy to navigate and is positioned next to a large volume knob. Genesis told us its home market in South Korea will take advantage of this setup at a much higher rate than U.S. consumers will, as even wealthy Americans tend to drive their own cars.First Drive ImpressionsSince most American owners will find themselves in the driver's seat, the G90's road manners really matter. Fortunately, Genesis offers two powerful drivetrain options that provide ample grunt to haul around this large sedan and its occupants. The base engine is Genesis' familiar 3.5-liter twin-turbo V-6 producing 375 hp and 391 lb-ft of torque. The top-spec car that we drove makes use of an upgraded version of that powerplant. Genesis equips the most powerful drivetrain option with an electric supercharger powered by a 48-volt mild hybrid system. Total output increases to 409 hp and 405 lb-ft of torque, with the torque curve improving dramatically because the electrically driven supercharger doesn't need to be spun by the engine itself. In fact, its battery is recharged via brake-based regeneration.On the road, this engine is responsive yet relaxed. The unstressed nature of the drivetrain lends itself to an overwhelmingly calm driving experience. Shifts are smooth and fade into the background as the eight-speed automatic transmission, standard for both engines, shuffles through gears. All-wheel drive is standard on all G90s, as well. If you end up in a hurry, the big sedan feels brisk from a standstill. There's no sporty character whatsoever, but that speaks to the focus Genesis had in making this sedan feel as luxurious as possible. That's evident in the unobtrusive engine stop/start feature, as well. However, even when the V-6 is actively idling, it's nearly imperceptible; the engine turns at just 500 rpm when the G90 is stationary.On our top-trim test car, adaptive air suspension with adjustable ride height gives the G90 a cushy feel over most road surfaces. When the pavement gets gnarly, the electronically controlled multilink system does a great job of blunting the impact of bumps or ruts. The steering is numb, as one might expect from a car like this, but it's accurate and rear-wheel steering provides uncanny nimbleness in parking lots.Highway stability was excellent, too, and the G90 simply crushed miles of Florida's arrow-straight highways. Sport mode firms everything up, most notably adding heft to the steering, but had little effect on the way the G90 comported itself. Ultimately we preferred Comfort mode for the majority of our test drive, because of course.We did find a couple roads and as many freeway ramps as possible with enough curves to get a sense of the G90's handling. Its body, which is said to be 12 percent more rigid than the outgoing G90's, felt well-controlled as we slithered through the bends. Even with the car softened in Chauffeur mode, our rear passenger reported feeling totally at ease during brisk runs onto the highway outside of Miami Beach. It's truly impressive the progress made to this flagship in just one generation.High-Tech AppointmentsThe G90 comes equipped with the latest versions of almost all of Genesis' technology. Genesis partnered with Apple and Samsung to allow drivers to use their phones as a remote key. Seven ultra-wideband sensors allow the car to detect a mobile device as one approaches the G90, triggering the greeting procedure that includes a light show and extending door handles. A total of four digital keys can be active at one time, and the vehicle's owner can share keys with friends and family on demand with the Genesis Connected Services app. This same software allows the G90 to perform functions like flashing its lights, honking its horn, and starting or stopping the engine, as well. For this test drive, Genesis sent us a digital key via text message. We added it to our Apple Wallet and had no issues using it to lock, unlock, and start the car throughout the day. Two traditional key fobs are included with every G90, but it was surprisingly easy to get used to simply using your phone instead.Genesis equips all versions of the G90 with a Bang & Olufsen sound system. Base models receive a 15-speaker setup, while top-trim versions have a premium 23-speaker arrangement. One of the car's party tricks is a configurable soundscape that uses seven microphones in the cabin to help emulate large and small spaces, such s Boston Symphony Hall or a living room.A plethora of safety features are also included with every G90. Genesis equips the latest versions of its highway driving assist semi-autonomous technology, hands-on detection warning, advanced rear occupant alert, forward collision avoidance assist, reverse collision avoidance assist, and remote smart parking assist on the entire range.Buyers may miss a few features they expect on a pricey luxury sedan, though. Genesis's Face Connect facial recognition, which is available on the GV60 electric crossover, is not being offered on the 2023 G90. Wireless CarPlay and Android Auto are absent, as well. When pressed, a representative from Genesis said this was done because the wired versions of these phone connectivity systems are so much more responsive and stable than their cord-free alternatives, but we think it should be up to the buyer to choose how they connect their device to the car. Wireless charging, on the other hand, is available in both the front and second rows. Otherwise, the G90 is as tech laden as flagship vehicles come, especially as over-the-air updates are standard for all G90 models and included for the entire lifetime of the car, even as it passes to new owners.Should I Buy a Genesis G90?Historically, the G90 was something of a value play within the full-size luxury sedan segment. It offered impressive materials and comfort at a far lower price than the competition. That's changed some with this new generation. The 2022 G90 started at $74,950; the base 2023 G90 3.5T AWD starts at $89,495. The version we drove, which Genesis calls the G90 3.5T E-SC AWD, starts at $99,795. As equipped, our car stickered at $100,370, factoring in the $575 metallic Saville Silver paint. Matte paint colors add $1,500.That pricing puts the G90 above the 2022 BMW 740i, which starts at $87,795, as well as the 2022 Lexus LS500, which starts at $77,175. The Mercedes-Benz S-Class starts at $112,150, however, which still makes a fully loaded G90 a deal in comparison.Although the Genesis G90 doesn't exhibit better, more engaging driving dynamics than most of its rivals, the South Korean luxury automaker's hyperfocus on luxury and interior appointments make this sedan stand out in its segment, and it's leaps and bounds ahead of the first-generation model in terms of refinement, opulence, and—most crucially—presence. With incredible attention paid to the smallest details, Genesis just may have another winner on its hands.Looks good! More details?2023 Genesis G90 AWD Specifications BASE PRICE $89,495-$99,795 LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINES 3.5L/375-hp/391-lb-ft twin-turbo DOHC 24-valve V-6; 3.5L/409-hp /405-lb-ft twin-turbo and electrically supercharged DOHC 24-valve V-6 TRANSMISSION 8-speed auto CURB WEIGHT 4,850-5,200 lb (mfr) WHEELBASE 125.2 in L x W x H 207.7 x 76.0 x 58.7 in 0-60 MPH 5.0-5.3 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 17-18/24-26/20-21 mpg EPA RANGE, COMB 386-405 miles ON SALE August 2022 Show All
Dear Jonny,I was terribly distressed to learn of your recent bout of COVID-19 and your unfortunate but necessary withdrawal from our long-anticipated rendezvous with the 2022 BMW M5 CS, the 2022 Cadillac CT5-V Blackwing, and the 2021 Mercedes-AMG GT63 S.Equally disappointed was your dear friend Reggie Watts, the delightful band leader of The Late Late Show with James Corden and quite the car expert. Much to our relief, our mutual friend Ed Loh was able to make time in his busy schedule to take your place as our third.Still, I recognize what a great letdown this must be for you, so you have my word I'll write often of our experience so that you may find some small comfort in your time of recuperation.Sincerely, Scott2022 BMW M5 CSDear Jonny,I hope my letter finds you well; may the following good news hasten your recovery. Today's activities reminded me of when we were last together with Ed. We had just become acquainted with the greatly anticipated M5 CS but were equally disappointed to learn BMW was unable to equip it with the proper tires. How sad we were the car couldn't perform at its best.It is with much delight that I inform you this wrong has been put right. Finally, BMW has secured a set of the coveted Pirelli P Zero Corsa tires for our evaluation, and the difference is palpable to the skilled driver. No longer does the car seem skittish and struggling to maintain its hold of the road. Its monstrous power and sharp responses now are equaled by its purchase on the asphalt, doing away with the past concern the car would simply overpower the tires' rubber at a critical moment.Curiously, these welcome subjective revelations are not supported by objectivity. Our colleagues in the testing department report the M5 CS is slightly less exceptional in all performance measurements on this gummy tire than on the Michelin tire we last experienced the car with, the one we both agreed wasn't up to the task. As highly as we regard our instrumented findings, surely you agree with Ed, Reggie, and myself that the confidence the operator has in the automobile is paramount. Ed and I, having previously flogged the car with the other tires, are of the same mind: These new tires are the driver's choice.The M5 CS is an imperfect thing in some ways. None among us had kinder words for the front seats than we did the last time we were forced to occupy them. We also remained unenchanted by the needlessly thick steering wheel. Veteran critic Ed found it "fatiguing," and our newly minted judge Reggie agreed: "If I had to do a bunch of runs with that steering wheel, man, my hands would be so tired."Less passionately, we were also disenchanted with the brake pedal response, which we all found soft under initial contact before firming up nicely. As Reggie put it to us, it's "a little light at the beginning of travel, and then it kind of bites down. Once you get used to it, it's fine, but I usually like—from beginning to end—a more firm pedal."As you may suspect, we remain unimpressed with the complexity of the interface required to tailor the car's myriad performance settings. I know you disagree, but having the Cadillac and Mercedes on hand was illustrative of how the system could be simplified without losing its range of customization. It's rare we find cause to advocate for more features to migrate to the touchscreen, but done well it effectively corrals all the buttons necessary to adjust vehicle systems in one intuitive place rather than scattering them across the vehicle's interior.Quibbles aside, we collectively found the M5 CS to be utterly enthralling on a fine mountain byway. The ferocity of its acceleration, the ceaselessness of its grip on the pavement, and the nimbleness of its responses impressed us greatly.Sincerely, Scott2022 Cadillac CT5-V BlackwingDear Jonny,I write in hopes your recovery has progressed since my last letter. I was recently reacquainted with a dear friend of ours who was with us when last we were together with Ed, the CT5-V Blackwing. These many months have been far too long, and we were thankful to have this time together again. It was as if nothing had changed, though the Cadillac did trade its lovely manual transmission for a more fashionable 10-speed automatic.We introduced the Blackwing to our mutual friend Reggie in hopes they would hit it off, but it was not to be. Much as he enjoyed the car's poise and capability, he simply could not reach an accord with the programming of the automatic transmission. In addition to the Cadillac's many adjustable performance parameters, the manufacturer has of late introduced a performance gear-shifting algorithm that attempts to identify a driver's intent and deliver the transmission's most raceworthy calibration. While Ed and I took no issue with it, the program simply did not suit Reggie's driving style, and it frustrated him to no end.The only other manner in which the Blackwing failed to endear us was in its top-end power delivery, an artifact of its pushrod-valved and supercharged engine design. In any normal circumstance, the car's power is intoxicating, but in the company of vehicles with enormous top-end power that never seems to taper off, the Blackwing never felt as powerful as the M5 CS or GT63 S despite having the greatest output of the three.This dichotomy is represented clearly in the measured testing results and undoubtedly attributable to its status as the only rear-driven car present. In choosing not to route power to the forward axle, Cadillac has foregone the performance advantages offered in favor of the vehicle's dynamic character.What a character it is! We have to say this is the best rear-drive sedan ever made. The Blackwing's ability to effectively translate such overwhelming power to just two wheels boggles the mind. The driver can be just about as aggressive with the accelerator as they like while exiting a corner, and the car is able to apply its power almost wholly to acceleration rather than lose some amount to oversteer. It is truly remarkable.Equally impressive is the CT5-V Blackwing's ability to decelerate. We were all in agreement, the stopping power and tactile feedback of the Blackwing's brakes stood head and shoulders above the others'. Even Reggie, who found the Cadillac's transmission so disagreeable, said its brakes were the best in his estimation.We were all similarly infatuated with the car's handling and composure. We deemed it the most capable of absorbing roadway imperfections without disturbing its balance and deeply confidence-inspiring in its movements and reactions. We even found its seats the most comfortable while still providing adequate adjustable lateral support.We must tip our hat to Cadillac for remaining steadfast in its commitment to the powerful rear-drive sedan, not as an anachronism but as a statement. We applaud the firm not only for standing on principle but also for putting in the elbow grease necessary to bring this concept to its fullest potential in the Blackwing.Sincerely, Scott2021 Mercedes-AMG GT63 SDear Jonny,I am optimistic this letter will see you soon reaching the end of your convalescence. I find occasion to write again after bumping into an old acquaintance, the GT63 S. It was The Before Times when last we met, and I remember thinking the AMG a skilled operator with a cold and detached personality. My memory served me well, as it has not changed its demeanor over the intervening years. Nor could it have recently, as Mercedes opted not to produce any for the 2022 model year.Ed and Reggie agree. "It's sporty, but weirdly I didn't really want to drive it fast," Reggie said. "I drove it quickly, but not fast. This car's a really refined, badass tank that has power and can definitely corner, but it feels to me more luxurious than it does sporty."Indeed, the instrumented results show it's either as capable as the BMW or nearly there in every metric. It is a truly quick car with stupendous brakes and delightful cornering prowess, but it makes no emotional connection with the driver. It's a shame, really. A car this capable ought to have no issue being enthralling.Not just dispassionate, it hides its speed, as well. Each of us recounted at least one moment of arriving at a corner far more quickly than anticipated, the lack of feedback disguising the vehicle's true velocity. Thankfully, we found the brakes excellent, though they couldn't top the feel of the Blackwing's pedal.Otherwise, the GT63 S is a fine piece of work. The interior is really quite an accomplishment, finely crafted in rich leather and sturdy stitching. True, the on-screen interface remains cumbersome and overly layered, but the new row of shortcut buttons is welcome. If only they weren't capacitive, and the same goes for the steering wheel controls.The other issue meriting a mention is the dismal rear window. The car's massive hatch is certainly accommodating to cargo, but the necessary reinforcements encroach on the glass area. This would be a minor annoyance if not for the fixed rear wing, which bisects the window, further reducing visibility.Although the GT63 S' flaws are few in number, the aloofness considerably dampened our enthusiasm for the car—especially considering its notably higher price.Sincerely, ScottA Final CorrespondenceDear Jonny,I hope this last letter sees you fully recovered. I had a wonderful conversation with Ed and Reggie regarding our comparison and thought I should share our conclusions.Between the M5 CS, CT5-V Blackwing, and GT63 S, we all shared a preference for the BMW. The power of its performance, the gracefulness of its handling, and the passion it showed us left us each in its thrall. It was a unanimous decision: The M5 CS is the greatest sport sedan in the land.Our thoughts were less in lockstep regarding the other two. Ed and I were impressed by the poise and precision of the Blackwing, especially considering its two-wheel-drive chassis. Reggie, however, was still so frustrated by the transmission he ranked the Cadillac third.We were similarly divided by the GT63 S. Here, Reggie found its style and demeanor appealing enough, but Ed and I remained unmoved. We struggled to find connection with the car despite our best efforts.Sincerely, Scott3rd Place: 2021 Mercedes-AMG GT63SProsCrazy quickIncredible InteriorLeast ostentatious ConsNo personalitySquishy brake pedalObnoxious touch-sensitive buttonsVerdict: Crazy capable but still unable to connect with the driver on an emotional level. 2nd Place: 2022 Cadillac CT5-V BlackwingProsPuts the power downExcellent brakesMost comfortable seats ConsSlowest despite being the most powerfulPerformance shift algorithm is wonkyDoesn't feel as fast as it isVerdict: The best rear-drive performance sedan ever made. 1st Place: 2022 BMW M5 CSProsWickedly fastEndless gripShockingly nimble ConsUncomfortable seatsToo many buttons for performance setupChunky steering wheelVerdict: At BMW, "CS" now means what just "M" used to—the M5 CS is the performance division at its greatest. 2022 BMW M5 CS Specifications 2022 Cadillac CT5-V Blackwing Specifications 2021 Mercedes-AMG GT63 S 4Matic+ Specifications DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, RWD Front-engine, AWD ENGINE TYPE Twin-turbo direct-injected DOHC 32-valve 90-degree V-8, alum block/heads Supercharged direct-injected OHV 16-valve 90-degree V-8, alum block/heads Twin-turbo direct-injected DOHC 32-valve 90-degree V-8, alum block/heads DISPLACEMENT 4,395 cc/268.2 cu in 6,162 cc/376 cu in 3,982 cc/243 cu in COMPRESSION RATIO 10.0:1 10.0:1 8.6:1 POWER (SAE NET) 627 hp @ 6,000 rpm 668 hp @ 6,500 rpm 630 hp @ 5,500 rpm TORQUE (SAE NET) 553 lb-ft @ 1,800 rpm 659 lb-ft @ 3,600 rpm 664 lb-ft @ 2,500 rpm REDLINE 7,000 rpm 6,500 rpm 7,000 rpm WEIGHT TO POWER 6.5 lb/hp 6.4 lb/hp 7.4 lb/hp TRANSMISSION 8-speed automatic 10-speed automatic 9-speed automatic AXLE/FINAL-DRIVE RATIO 3.15:1/2.02:1 2.85:1/1.82:1 3.27:1/1.99:1 SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar STEERING RATIO 14.3:1 11.6-15.5:1 14.4:1 TURNS LOCK-TO-LOCK 2.3 2.2 1.6 BRAKES, F; R 15.8-in vented, drilled, carbon-ceramic disc; 15.0-in vented, drilled, carbon-ceramic disc 15.7-in vented cast-iron disc; 14.7-in vented cast-iron disc 15.8-in vented, drilled, 2-pc carbon-ceramic disc; 14.2-in vented, drilled, 2-pc carbon-ceramic disc, ABS WHEELS, F;R 9.5 x 20-in; 10.5 x 20-in forged aluminum 10.0 x 19-in; 11.0 x 19-in forged aluminum 10.0 x 21-in; 11.5 x 21-in, forged aluminum TIRES, F;R 275/35R20 102Y; 285/35R20 104Y Pirelli P Zero Corsa (star) 275/35R19 100Y; 305/30R19 102Y Michelin Pilot Sport 4S 275/35R21 103Y; 315/30R21 105Y Michelin Pilot Sport Cup 2 M01 DIMENSIONS WHEELBASE 117.4 in 116.0 in 116.2 in TRACK, F/R 64.0/62.8 in 63.3/62.3 in 65.7/65.2 in LENGTH x WIDTH x HEIGHT 196.4 x 74.9 x 57.8 in 194.9 x 74.1 x 56.5 in 199.2 x 76.9 x 57.0 in TURNING CIRCLE 41.4 ft 42.6 ft 41.3 ft CURB WEIGHT (DIST F/R) 4,104 lb (56/44%) 4,253 lb (54/46%) 4,637 lb (54/46%) SEATING CAPACITY 4 5 4 HEADROOM, F/R 40.7/38.5 in 39.0/36.3 in 40.8/38.2 in LEGROOM, F/R 41.4/36.5 in 42.4/37.0 in NA/28.6 in in SHOULDER ROOM, F/R 58.7/55.9 in 56.7/55.7 in 57.7/57.2 in CARGO VOLUME 14.0 cu ft 11.9 cu ft 13.0 cu ft ACCELERATION TO MPH 0-30 1.1 sec 1.6 sec 1.0 sec 0-40 1.6 2.2 1.5 0-50 2.2 2.9 2.1 0-60 2.9 3.7 2.9 0-70 3.7 4.5 3.7 0-80 4.5 5.4 4.7 0-90 5.5 6.5 5.8 0-100 6.7 7.6 7.1 0-100-0 10.5 11.6 11.0 PASSING, 45-65 MPH 1.4 1.5 1.5 QUARTER MILE 10.9 sec @ 127.9 mph 11.6 sec @ 124.9 mph 11.1 sec @ 124.6 mph BRAKING, 60-0 MPH 101 ft 100 ft 103 ft LATERAL ACCELERATION 1.07 g (avg) 1.01 g (avg) 1.05 g (avg) MT FIGURE EIGHT 23.3 sec @ 0.88 g (avg) 23.8 sec @ 0.85 g (avg) 23.3 sec @ 0.88 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,600 rpm 1,400 rpm CONSUMER INFO BASE PRICE $143,995 $90,390 $163,950 PRICE AS TESTED $148,995 $110,635 $199,910 AIRBAGS 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee 7: Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 6 yrs/70,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited miles 6 yrs/70,000 miles 4 yrs/50,000 miles FUEL CAPACITY 20.1 gal 17.4 gal 17.4 gal EPA CITY/HWY/COMB ECON 15/21/17 mpg 13/22/16 mpg 16/21/18 mpg EPA RANGE, COMB 342 miles 272 miles 380 miles RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium ON SALE Now Now Sold out Show All
The Honda Civic isn't just the car that turned one of the largest motorcycle companies into a big-time automaker. It's also the car that lit up the small-car performance movement. Before the Civic, compact cars with satisfying driving dynamics, reliability, and generally not sucking just didn't exist. It helped cement Honda's reputation for affordable, quality vehicles here in America, and the Civic has changed just as much as the sort of people who buy, drive, and modify them have. Now in its eleventh generation and with more than 22 million of them built, the Civic is a mainstay of the auto industry, a top seller in its class, and even carries performance cred thanks to its generations of sporty Si models and—available elsewhere for years but only recently here—hardcore Type R variants. So, let's take a deeper look at one of the longest-running nameplates in automotive history as it turns 50 years old in 2022:
WHAT IT IS: Ram's entry in the full-size electric pickup truck segment. Here, our artist has illustrated what the new truck could look like, based on teaser images and our sources.WHY IT MATTERS: Full-size pickups are big business, and Ram's 1500 is an award-winning choice. But Ram finds itself late to the party when it comes to an electric truck. A 2024 launch puts it behind the 2023 Ford F-150 Lightning, Chevrolet Silverado and GMC Sierra EVs, the 2022 GMC Hummer EV, and the Rivian R1T. Ram must work to stand out when it arrives.PLATFORM AND POWERTRAIN: Ram's electric pickups will ride on the new STLA Frame dedicated electric vehicle architecture. STLA will support the Ram 1500 light-duty EV and a Ram heavy-duty electric truck, including a fleet variant that uses a fuel cell to generate its electricity. It might also come with a range extender, which Ram calls the Range Electric Paradigm Breaker.Electric motors front and back will provide all-wheel-drive capability. Battery packs could range up to 200 kWh to provide the promised 500 miles of range, and the 800-volt architecture will speed up the fast charging. Ram is going for a dramatic, sleek, and modern look to differentiate the EV from the conventional truck lineup. The brand says it will make up for its tardiness with class-besting towing, payload, range, and charge time. And with it being Ram, we expect a top-notch interior with clever features, big screens, and myriad high-quality materials.ESTIMATED PRICE: $45,000EXPECTED ON-SALE DATE: 2024
We thought we spotted a Ford Maverick Tremor prototype a few weeks ago. It turns out the more rugged-looking Maverick we spied was indeed a Tremor, making it the fourth truck to get the off-road Tremor trim level, joining the Ranger, F-150, and Super Duty. Welcome to the family, baby Tremor. It's a good look.Want a Maverick with the Tremor package? You'll need to spring for a Maverick XLT or Lariat model equipped with the available 250-hp, 277-lb-ft 2.0-liter EcoBoost I-4 engine. That means—for now—the front-wheel-drive-only standard hybrid powertrain and entry-level XL trim cannot be combined with the Tremor, which Ford describes as "an entry-level option for buyers seeking greater off-road capability and bold styling." It's kind of like a souped-up FX4 Off-Road Package already offered on all-wheel-drive Mavericks. So, it's mostly entry-level.Visually, the Maverick Tremor wears a healthy dose of signature Tremor Orange accents, reminiscent of its F-150 brethren. The orange hue coats the tow hooks, fender vents, grille, and wheels. And of course the Tremor bedside logo is in Tremor Orange.Tremor logos are stitched into the Black Onyx seatbacks, which fittingly also have Tremor Orange stitching. There's a dose of non-orange customization in the form of a unique grille finish and blacked-out Ford logos, headlights and taillights.There's also a separate Tremor Appearance Package that includes a Carbonized gray roof and mirror caps. It also includes black side graphics on the hood and lower body.The 17-inch dark gray aluminum wheels are wrapped in 235/65R17 Wildpeak all-terrain tires, though you'll probably only notice the Tremor Orange on the inside pocket of one of the spokes. The speckle of orange almost gives the appearance of orange brake calipers when in motion.The Maverick Tremor gets "off-road tuned suspension with increased ride height" in the form of a 1-inch lift, with claimed "unique front and rear springs and shocks." We're not sure if this includes any of the mechanically similar Bronco Sport SUV's Badlands HOSS (High-Performance Off-Road Stability Suspension) system, or if Ford came up with new bits for the Maverick. Either way, the visual effect is a tougher Maverick.Paring nicely with the upgraded suspension are a tapered front bumper (for an improved approach angle of 10 degrees over the front-wheel drive Maverick Hybrid) and steel skid plates for undercarriage protection. There's also a heavy-duty transmission cooler and upgraded half-shafts.The Maverick Tremor gets five selectable drive modes, but the real story is Trail Control and the upgraded all-wheel-drive system complete with a torque-vectoring rear differential (think Bronco Sport Badlands), both of which the Maverick FX4 does not have. Trail Control is like off-road cruise control, where the driver sets the speed and steers while the truck controls throttle and braking to maintain a (slow) velocity. The torque-vectoring, also new to Maverick, includes a twin-clutch rear-drive unit with a differential lock that allows virtually all rear axle torque to go to either wheel.The 3,807-pound Maverick Tremor is, naturally, the heaviest of the Maverick clan. It can tow 2,000 pounds (indicating it's not offered with the 4K Tow Package, which ups the truck's total to 4,000 lbs) and has a payload rating of 1,200 pounds, 300 pounds less than the other Mavericks.The 2023 Ford Maverick Tremor Off-Road Package comes with $2,995 price tag, and the Tremor Appearance Package is $1,495. Ordering is available in September, with production beginning in fall.
ford f-150-lightning Full Overview How Much Can the Ford F-150 Lightning Tow?2022 Ford F-150 Lightning Towing Capacity Standard-Range Battery Extended-Range Battery Pro XLT Lariat Platinum Show AllThe Test: Towing the LineThe Results: How Far Can a Ford F-150 Lightning Tow?2022 Ford F-150 Lightning Platinum Towing Test Forest River R Pod RP-153 Coachmen Freedom Express 246RKS Grand Design Imagine 2910BH TRAILER WEIGHT LENGTH APPROXIMATE FRONTAL AREA MT ROAD-TRIP RANGE Show AllWhat's It Like To Tow With the Ford F-150 Lightning?Looks good! More details?