2021 Lincoln Corsair Grand Touring First Test: Luxury Trumps Performance
The 2021 Lincoln Corsair Grand Touring sounds like a losing proposition. Why pay Nautilus midsize SUV money for a compact SUV? Well, the Corsair's design for starters. The 2021 Lincoln Corsair's attractive curves gracefully slice through the luxury SUV noise—look elsewhere for angular or sporty styling. Now consider the Grand Touring model's plug-in hybrid powertrain, and the Corsair begins to make sense. This intriguing Lincoln is one refresh away from true excellence, but the Corsair Grand Touring already offers enough to steer open-minded shoppers away from Audi, Volvo, and Lexus dealerships.
A Shrinking Segment
With plug-in hybrid versions of the Mercedes-Benz GLC and BMW X3 discontinued for the U.S. market, only four players remain. Lexus burst onto the scene with the new NX450h+, Volvo has the long-running XC60 T8, Audi offers the Q5 TFSI e, and Lincoln sells the Corsair Grand Touring. All four deliver on the promise of plug-in hybrids—great efficiency like a hybrid, but with miles of electric-only range. Recharge them by plugging in at night, then set out the next day on EV-only propulsion once again. When it's time for a road trip, the SUV turns into a conventional hybrid; the gas-fueled engine takes you wherever you want to go. That's what makes plug-in hybrids so appealing. Despite their greater powertrain complexity, they can serve as an introduction to electric cars.
If you aren't ready to try fully electric models, the Lexus NX350h also exists in this space. A standard non-PHEV hybrid, the NX350h undercuts the Lincoln and its direct competitors in price but can't match the flexibility a plug-in provides.
Grand Touring = Best Performing Lincoln Corsair?
Comfort and smoothness are higher priorities for Lincoln than sportiness, but who says you can't enjoy those qualities swiftly? The 2021 Lincoln Corsair Grand Touring (and essentially the unchanged 2022 model, which starts at $51,525 and would cost $62,125 similarly equipped) enter the plug-in compact luxury SUV segment with 266 hp from an Atkinson-cycle 2.5-liter I-4 and its electric motors. Acceleration to 60 mph takes 6.3 seconds, quicker than the base 250-hp Corsair 2.0 (7.3 seconds) and two tenths of a second ahead of the 295-hp Corsair 2.3. The Corsair Grand Touring's 6.3-second performance comes in hybrid mode; travel in EV-only mode, and responses are more leisurely unless you press the throttle all the way down—the Lincoln will then get the message and turn on the gas engine again.
The 2021 Lincoln Corsair Grand Touring faces quicker competition outside of the Lincoln dealership. The last Volvo XC60 T8 Recharge we tested hit 60 in just 5.0 seconds. An updated model offered alongside the standard T8 Recharge version is said to shave a half second from that time, which would match a 2021 Audi Q5 plug-in hybrid we tested. The Audi hybrid reached 60 in only 4.5 seconds. As for the new NX450h+, a 5.5-second time means Lexus is still certifiably quick unless your other car is a Corvette or Tesla.
What the Lincoln Corsair Grand Touring numbers don't tell you is how the engine sounds. For a luxury SUV, it's simply too loud. If you never drove the competition, you might never know to expect better, but of course we have—and we do. The Audi, for one, is quieter for around-town driving when the engine is on.
Otherwise, the Corsair Grand Touring delivers on the unofficial Lincoln promise of quiet and comfortable cruising. An adaptive suspension is standard on the plug-in, and the ride quality is good, even on our test SUV's gorgeous 20-inch wheels. You'll experience slightly more body motions from the Lincoln than you might from the Audi, and the steering lacks feel. The Lincoln's planetary continuously variable transmission is smoother in everyday driving, however, and the brakes feel fine until the very end of their travel, when they pull back more than you'd expect. Drivers can get used to this Grand Touring quirk without much trouble, and no SUV in this four-vehicle segment has perfect brake feel. There's room for improvement, but Lincoln did a good job here.
In 60-0-mph panic braking, the 2021 Lincoln Corsair Grand Touring comes to a stop in 115 feet, which compares to 131 feet for the 2022 Lexus NX450h+, 116 feet for the 2021 Audi Q5 plug-in, and 114 feet for the Volvo XC60 T8 Recharge. One note from our test team about the Lincoln: The brakes began to smell during this part of its time at the track, which involves four consecutive stops from 60 mph. In figure-eight testing, which evaluates braking, acceleration, handling, and the transitions in between, the Corsair fared surprisingly well for a luxury-first SUV. The Lincoln completed the MotorTrend course in 26.9 seconds at 0.64 g (average), far better than the 2022 Lexus NX450h (28.4 seconds at 0.57 g) and not much different from a 2020 Lincoln Corsair 2.3 (27.3 seconds at 0.67 g)
On the road, the Corsair lacks the light and entertaining feel that defines the Ford Escape, one SUV the Lincoln shares its platform with. With Lincoln's focus on luxury, however, that's not a huge loss. Drive the Corsair Grand Touring sensibly, and the Lincoln remains in its element.
Lincoln Range and Efficiency vs. Lexus, Audi, and Volvo
Range is hugely important in a plug-in hybrid; models with greater range allow you more time to luxuriously glide along under electric power. The Lincoln has a 14.4-kWh lithium-ion battery pack and manages the second-best EPA-rated PHEV efficiency rating, behind only the Lexus. Electric-only range comes in at 28 miles, again second best to the class-leading Lexus. Volvo trails the pack in efficiency and EV range but is preparing another T8 Recharge model with a claimed 32 miles of EV range.
Vehicle EV Range PHEV Efficiency, EPA Combined Efficiency as a Hybrid, EPA Comb. 2022 Lincoln Corsair Grand Touring 28 miles 78 mpg-e 33 mpg 2022 Lexus NX450h+ 37 miles 84 mpg-e 36 mpg 2022 Audi Q5 TFSI e 23 miles 61 mpg-e 26 mpg 2022 Volvo XC60 T8 Recharge 19 miles 57 mpg-e 25 mpg Show AllAfter your electric miles are up, the Lincoln's four-cylinder engine takes over seamlessly, and the luxury SUV operates as a hybrid. As with the competition, drive modes allow you to save your EV juice for later if you want. Put it all together, and the Lincoln can travel farther in EV or normal hybrid modes than the Audi and Volvo models presently rated by the EPA, but not as far as the Lexus.
We just wish the Lincoln Corsair didn't have a worst-in-class 11.1-gallon gas tank. The tiny tank means you'll stop sooner on long highway road trips. But for day-to-day driving, the average luxury SUV customer will likely want the Lincoln's extra EPA-rated range over the electrifying speed of the Audi and Volvo. Once the updated XC60 T8 Recharge arrives in the U.S., the extra EV range may make it more of a player. The Corsair Grand Touring, however, undercuts that Volvo and others by thousands with its low-$50,000 base price. Our optioned-up test SUV carried an MSRP in the low-$60,000 range, like the Lexus and Audi but still below the Volvo.
With the Lincoln, expect charging to take around 3.5 hours on a Level-2 240-volt charger, or 11 hours with a standard 110-volt outlet. As this is written, the Lincoln qualifies for a $6,843 tax credit. That's less than the $7,500 you can get for the Lexus and the 2022-model-year Audi but more than the Volvo's $5,419. (The new longer-range XC60 qualifies for the full $7,500.)
Lincoln Luxury Inside Is a Mixed Bag
Inside, the 2021 Lincoln Corsair's interior mostly justifies its $61,035 price, depending on what you seek from a luxury SUV. We still appreciate the Detroit Symphony Orchestra-sourced entry chimes and the soft material on the inside of the door pulls—the latter is a detail Lincoln and Lexus regularly get right. The center stack of controls might look intimidating at first, but over the course of our time with the SUV, we found them easy to use without even looking down. The Audi has a higher standard of interior quality, but more of the Lincoln's interior controls can be operated quickly, from volume and tuning to temperature and fan speed. That's thanks to the angle of the center stack—it's not completely vertical like so many other cars—and because of its mix of tabs and physical knobs.
The biggest drawback inside isn't materials or the large Ford-sourced key fob. Rather, it's the tech. The Corsair's 8.0-inch screen isn't angled toward the driver the way the screens in the Audi and Lexus are, nor is it big enough to meet today's standards. No, bigger isn't always better, but in this case the size is a downer, whether you're using the split-screen display within Apple CarPlay or using the 360-degree camera system.
Lincoln's 12.3-inch digital instrument cluster has style but could also use some updating. The configurable system's pared-back aesthetic looks premium, and there are even a couple plug-in hybrid-specific displays. Even so, we hope future Corsairs will display more characters in the audio display; with so much available screen space, the song title shouldn't cut off as often as it does. Elsewhere in this segment, we're not fans of the XC60's narrow, vertical infotainment touchscreen, but the 10.1-inch touchscreen in the Q5 and 14.0-inch touchscreen in the NX work well.
In the Lincoln, you can sooth any tech frustrations with the available massaging seats. Thanks to the Corsair's lower base price, adding options still allows you—in terms of bang for your buck—to add even more options. That means it's easy to check the box for the massaging front seats and the superb 14-speaker Revel sound system. Also, despite the Corsair's smaller overall length compared to the others, it offers a good-sized 26.9 cubic feet of cargo space.
The Verdict
Try the Lincoln Corsair if you're comfortable driving a luxury vehicle that's no Lexus or Audi in terms of brand cachet. Where the Lincoln charts its own course in this segment is its clear focus on luxury, not sportiness—that's going to be a good thing for the right buyer. Although the Corsair Grand Touring lacks standout appeal in this foursome of SUVs, the Lincoln compensates for it with generally good scores almost everywhere else.
Say it with us: There's no such thing as a perfect car. But if you can handle a small touchscreen and above-average engine noise, the Lincoln Corsair Grand Touring is worth considering, even against rivals from Audi, Volvo, and Lexus. We just can't wait for the refresh.
Looks good! More details?2021 Lincoln Corsair (Grand Touring AWD) SPECIFICATIONS
BASE PRICE $51,485 PRICE AS TESTED $61,035 VEHICLE LAYOUT Front-engine, front/rear motor, AWD, 5-pass, 4-door SUV ENGINE 2.5L port-injected Atkinson-cycle DOHC 16-valve I-4 plus permanent-magnet elec motors POWER (SAE NET) 163 hp @ 6,250 rpm (gas), 67+48 hp (elec); 266 hp (comb) TORQUE (SAE NET) 155 lb-ft @ 4,500 rpm (gas), 173+111 hp (elec) TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 4,573 lb (54/46%) WHEELBASE 106.7 in LENGTH x WIDTH x HEIGHT 180.6 x 74.3 x 63.8 in 0-60 MPH 6.3 sec QUARTER MILE 14.8 sec @ 95.1 mph BRAKING, 60-0 MPH 115 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 26.9 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 34/32/33 mpg (gas), 83/72/78* mpg EPA RANGE, COMB 430* mi ON SALE Now *EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes. Show AllYou may also like
We're at the end of an era for luxury sport compact sedans. The segment that BMW invented with the 1986 M3 has long embraced change. The little four-cylinder homologation specials that matured the segment beyond icons such as the 2002 eventually became V-8-powered cruise missiles in the early '00s. The engines have since downsized to forced-induction sixes as times changed, and with nearly every automaker now promising to electrify their lineups in the near future, we're witnessing yet another transition. But thanks to cars such as the new 2022 BMW M3 Competition and 2022 Cadillac CT4-V Blackwing, the internal combustion luxury sport compact sedan is going out with a bang.Spec RundownPitting the M3 Competition (the top dog of the M3/M4 lineup) against the CT4-V Blackwing (effectively a reskinned ATS-V) may seem like a mismatch, but there's a method to our madness. The ATS-V, despite never winning a comparison test, had always been one of our favorite vehicles in the segment. The new CT4-V Blackwing, simply put, makes the ATS-V better. Its 3.6-liter twin-turbo V-6 gets a small output boost, now churning out 472 hp and 445 lb-ft of torque, and it's paired with an optional quick-shifting 10-speed automatic (a six-speed manual is standard). It's also crucially fit with the latest generation of MagneRide dampers, and well, that's really about it. Prices start at $59,900, but the CT4-V Blackwing you see here stickers for $80,235.With 473 horsepower and 406 lb-ft of torque spilling forth from its 3.0-liter turbocharged I-6, the standard M3 seems to be an even matchup for the Cadillac. Except when we drove the latest manual-equipped M4 (the two-door version of the M3) back to back with the CT4, it was no competition—the Caddy was just plain better to drive. More fun, more planted, and more capable, it made the M4 feel like a midgrade M440i. So, with an M3 Competition on hand and in the interest of making things, well, interesting, we decided the M3 Competition would take the M4's place.The Competition turns the wick up a bit on the basic M3/M4 formula. Thanks to more boost and upgraded cooling, output rises to 503 hp and 479 lb-ft of twist. To make the most of the newfound power, BMW equips the Competition with an eight-speed automatic, and on our test car, defeatable all-wheel drive (meaning you can force it into a rear-drive-only mode). Prices for the M3 start at $70,895, while the all-wheel-drive M3 Competition xDrive starts at $77,895. A good chunk of our M3 Competition xDrive's $108,545 sticker is eaten up by optional M carbon-ceramic brakes ($8,150) and the dividing (literally) M Carbon bucket seats ($3,800), though the vast majority of the options on our test car are inconsequential cosmetic and luxury options.Hitting the RoadAlthough the outright performance of both the CT4-V Blackwing and M3 Competition is what will get buyers into showrooms, how they drive in the real world is what will sell them. So let's ignore the numbers, shall we? May the most fun-to-drive car win—because after all, "fun" is what this segment is all about.Riding on GM's rear-drive Alpha platform, the Cadillac is, as senior features editor Jonny Lieberman puts it, "a stud." Aided in part by the latest MagneRide dampers and more accessible Performance Traction Management (PTM) modes (now handily operable via a switch on the steering wheel instead of buried in fiddly menus), the CT4-V Blackwing shines on a good back road. Steering is quick and communicative; the chassis feels light, poised, and well balanced; and the car is damn near impossible to upset. The Cadillac's brakes are worthy of praise, too. Despite lacking fancy (read: expensive) carbon-ceramic brake rotors, we are enamored by the steel rotors' stopping power and the CT4's brake tuning. "Makes the M3 Competition feel like it has 320i brakes," features editor Scott Evans said. "Immediate bite, perfect modulation, and it stops so much harder than the BMW."If the Cadillac has a weak spot, its low-revving V-6 is a good candidate. We weren't taken with this engine back when it first appeared under the hood of the ATS-V, and the addition of 8 extra horsepower hasn't made it any better. That's not to say the CT4-V's powertrain is bad. The twin-turbo V-6 is punchy and delivers a broad torque curve, while the 10-speed auto is among GM's best performance automatics yet, with quick, decisive up- and downshifts, and bang-on tuning for hard driving. It's just so … incredibly uninspiring, with a dull, flat exhaust note and a relatively low 6,500-rpm redline. A naturally aspirated V-8—like the one currently available in the CT4's Chevrolet Camaro SS 1LE platform mate—would do much to wake the CT4-V Blackwing up.The M3 Competition, on the other hand, feels as if its "engine runs on Tannerite," as deputy editor Alex Stoklosa puts it. The Bimmer is explosively powerful and gloriously unhinged. Capable of revving to 7,200 rpm, the M3's inline-six feels like a Minuteman missile on a hair trigger, throwing its power down so violently that we question its 503 horsepower rating.But the M3 is more than just an underrated engine. In a welcome change of pace from modern BMWs, steering is quick, and feel is light but direct. The all-wheel-drive system is impressively neutral, too, helping tame the manic engine without negatively impacting steering feel. "The chassis feels very balanced front to rear," Stoklosa said, "and I found it very easy to transition between over/understeer. It's supremely easy and satisfying to meter out just enough throttle to tuck the nose in or kick the M3 into a controllable, easily placed slide."Still, it's not all roses for the BMW. For starters, there are way too many adjustable settings in the M3 and no easy way to cycle through them while on the move; it is much easier to find your Goldilocks setting in the Cadillac. Some editors found the BMW's carbon-ceramic brakes difficult to modulate smoothly when driving hard, though we were all impressed by their stopping power.Do Numbers Even Matter?With any car—but especially performance cars—it's really tempting to get bogged down in the numbers. Surely, they must tell us something, right? Honestly, though, they really don't in this particular case. There will always be cars that are quicker or faster than a BMW M3 Competition and Cadillac CT4-V Blackwing. These cars—among the last of their kind as we approach widespread electrification—are about the way they feel, the way they drive. The emotional response rises above other considerations.You're more than welcome to geek out over performance numbers by scrolling down to the chart at the bottom of the page, but spoiler alert: The more expensive, more powerful, grippier M3 comes out ahead in all of our instrumented tests. But again, in this particular case, so what?Which Car Is Best?When it comes to picking the winner, ignoring everything but the way these vehicles make us feel when unleashed on our favorite roads, the BMW M3 Competition earns the victory. The Cadillac CT4-V Blackwing is a fantastic riding and handling car that's ultimately held back by an uninspiring engine and a general lack of fireworks. The M3 Competition, on the other hand, is everything we're going to miss about internal combustion—loud and unapologetic but also an absolute joy to drive. It's an engaging and organic powder keg and a return to form for BMW. Just a shame about that nose, no?2nd Place: 2022 Cadillac CT4-V BlackwingPros: Well-balanced chassis with great handlingSuperb brakesRelatively cheapCons: Uninspiring engineCould handle more powerBoring exhaust note1st Place: 2022 BMW M3 CompetitionPros: Unhinged engineTransparent all-wheel-drive systemExceptional steeringCons: PriceyCarbon-ceramic brakes aren't worth the upgradeIt's quite rough to look atPOWERTRAIN/CHASSIS 2022 BMW M3 Competition (xDrive) Specifications 2022 Cadilac CT4 V Blackwing Specifications DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, RWD ENGINE TYPE Turbo direct-injected DOHC 24-valve I-6, alum block/head Twin-turbo direct-injected DOHC 24-valve 60-degree V-6, alum block/heads DISPLACEMENT 2,993 cc/182.6 cu in 3,564 cc/217.5 cu in COMPRESSION RATIO 9.3:1 10.2:1 POWER (SAE NET) 503 hp @ 6,250 rpm 472 hp @ 5,750 rpm TORQUE (SAE NET) 479 lb-ft @ 2,750 rpm 445 lb-ft @ 3,500 rpm REDLINE 7,200 rpm 6,500 rpm WEIGHT TO POWER 7.8 lb/hp 8.2 lb/hp TRANSMISSION 8-speed automatic 10-speed automatic AXLE/FINAL-DRIVE RATIO 3.15:1/2.02:1 2.85:1/1.82:1 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 STEERING RATIO 15.0:1 11.6-15.5:1 TURNS LOCK-TO-LOCK 2.0 2.2 BRAKES, F; R 15.7-in vented, drilled, carbon-ceramic disc; 15.0-in vented, drilled, carbon-ceramic disc 15.0-in vented disc; 13.4-in vented disc WHEELS, F;R 9.5 x 19-in; 10.5 x 20-in, forged aluminum 9.0 x 18-in; 9.5 x 18-in cast aluminum TIRES, F;R 275/35R19 100Y; 285/30R20 99Y Michelin Pilot Sport 4S 255/35R18 94Y; 275/35R18 99Y Michelin Pilot Sport 4S DIMENSIONS WHEELBASE 112.5 in 109.3 TRACK, F/R 63.7/63.2 in 60.5/60.5 in LENGTH x WIDTH x HEIGHT 189.1 x 74.3 x 56.4 in 187.6 x 71.4 x 56.0 in TURNING CIRCLE 41.4 ft 38.8 ft CURB WEIGHT (DIST F/R) 3,899 lb (54/46%) 3,888 lb (53/47%) SEATING CAPACITY 5 5 HEADROOM, F/R 40.6/37.8 in 38.3/36.5 in LEGROOM, F/R 41.6/35.6 in 42.4/33.4 in SHOULDER ROOM, F/R 56.0/54.6 in 55.2/53.9 in CARGO VOLUME 13.0 cu ft 10.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.0 sec 1.5 sec 0-40 1.7 2.2 0-50 2.3 3.0 0-60 3.0 4.0 0-70 3.8 5.1 0-80 4.8 6.4 0-90 5.9 7.7 0-100 7.2 9.4 PASSING, 45-65 MPH 1.5 1.9 QUARTER MILE 11.1 sec @ 124.7 mph 12.4 sec @ 114.0 mph BRAKING, 60-0 MPH 105 ft 106 ft LATERAL ACCELERATION 1.03 g (avg) 1.05 g (avg) MT FIGURE EIGHT 23.3 sec @ 0.89 g (avg) 23.8 sec @ 0.84 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,500 rpm CONSUMER INFO BASE PRICE $77,895 $59,900 PRICE AS TESTED $108,545 $80,235 AIRBAGS 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 6 yrs/70,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited miles 6 yrs/70,000 miles FUEL CAPACITY 15.6 gal 17.4 gal EPA CITY/HWY/COMB ECON 16/22/18 mpg 16/24/19 mpg EPA RANGE (COMB) 281 miles 331 miles RECOMMENDED FUEL Unleaded premium Unleaded premium ON SALE Now Now Show All
With Acura's NSX supercar being sunsetted this year after the final run of Type S variants is built, the Performance Manufacturing Center (PMC) where it is assembled by hand is going to need purpose. Well, a different purpose, at least—and Acura's been trying to give it some over the past few years with its normal-looking-on-the-outside, secretly hand-built batches of PMC Editions of its mainstream models. These mostly ordinary Acura models are usually gifted some special paint—a lustrous red on the 2020 TLX PMC Edition, a blazing orange on the 2021 RDX PMC Edition, etc.—and carry the distinction of being hand-built in the same factory as the NSX supercar, by the same technicians, even. The newest addition to this PMC family? The latest-generation TLX sedan.As mentioned, there has been a TLX PMC Edition previously, but that was based on the previous-generation TLX. This 2023 Acura TLX PMC Edition blends not only the newest TLX with the PMC treatment, but also the TLX in its spicier 355-hp Type S form, which also gets Acura's torque-vectoring Super Handling All-Wheel Drive. This sport sedan with a name of many characters will, ironically, be limited in number, though Acura hasn't outlined yet what that number will be. (Past PMCs were built in numbered runs, with each model wearing a plaque inside with its unique figure; there is a similar plaque pictured on the new '23 TLX, but it only shows "001," not how many that number is out of.) It is, of course, built by hand at Acura's PMC in Ohio, and for an added dash of fancy, each car will be delivered in a covered, single-car transporter to its delivery dealership in order to keep the paint free from blemishes.In no small part because this TLX PMC Edition is based on the already saucy looking Type S version of Acura's midsize sedan, it is an altogether more serious-looking machine than the old one. Acura steps up the visuals with copper-colored 21-inch wheels, carbon-fiber rear spoiler and diffuser pieces, and Berlina Black (a classic Honda color) roof and door mirrors. Three colors will be available, and (go, America!), they're Curva Red (with a black interior), 130R White (red interior), and Long Beach Blue (with a white interior)—perfectly timed for a certain celebratory weekend in the U.S.A. All three colors are borrowed from the NSX, too.Other enhancements on the PMC include Pirelli P-Zero summer tires, carbon fiber interior trim, backlit "Type S" door sill plates, and blacked-out badges. The result is a TLX Type S that is subtly different, but in a hard-to-place way if you just saw one on the street.Of course, the delicious, even subtler aspect of these PMC cars has long been their hand assembly, which is just plain unusual for cars not priced in the stratosphere. Like with past PMC Editions, we anticipate the TLX Type S version won't break the bank, costing a few thousand bucks more than a regular one. Again, imagine someone paying just a little more for, say, a hand-built Ford F-150 or Honda Civic. It's both weird and kind of, secretly, maybe cool. We'll know final pricing and, likely, how limited production will be when the order books open for the TLX Type S PMC Edition later this year.
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
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