2022 Ford F-150 Lightning Interior Review: Fancy and Functional

lamborghini huracan Full OverviewAge has not wearied it, nor the years condemned. The 5.2-liter V-10 that powers the 2023 Lamborghini Huracán Tecnica may trace its origins back to a time when the iPhone was an idea and Amazon a work in progress, but one full-throttle acceleration run, one hot lap of a racetrack, one flat-out blast along a challenging back road is enough to convince you: It's one of the all-time greats. An engine for the supercar gods.It roars and bellows and shrieks and snarls, this engine, performing a heroic horsepower opera that's neither muffled by turbos nor synthesized by electric motors, and it punches harder than Tyson Fury in a bad mood. It's the reason the Tecnica will be wistfully remembered when we're all whooshing around in mega-horsepower EVs.But it's not the sole reason.The genius of the Huracán Tecnica is simple, though its execution is rather more nuanced. The Tecnica combines the 631-hp and 417-lb-ft version of the V-10 from the edgy, track-focused Huracán STO with a rear-drive, rear-steer chassis that's been tuned for all-around road work. The cabin can be trimmed with the most luxurious materials in the Lamborghini catalogue and offers all the connectivity and functionality expected in a modern car—from Apple's CarPlay to Amazon's Alexa—controlled via a redesigned user interface that will also call up arcane nuggets of performance data on demand.All that is wrapped in bodywork massaged to give the Tecnica a longer, lower profile, a visually wider stance, and more sophistication to its menace. Think Tyson Fury in a Zegna suit.There's a new front bumper with the black Y-shaped graphic derived from the wild Terzo Millennio concept. The revised greenhouse riffs on that of the limited-edition, track-only Essenza SCV12. At the rear is a reshaped bumper and diffuser, and the lower edges of the rear fenders have been pulled inward to expose more of the rear tires. Two massive hexagonal exhaust outlets hint at the bellicose ferocity lurking in the engine bay.Both the front and rear hoods are carbon fiber, the latter with a clear section that exposes the top of the V-10, and both contributing to a 22-pound reduction in weight over the Huracán Evo RWD. A vertical rear window nestles between the flying buttresses that extend rearward over the air intakes.There's improved function in the new form, too. The new front bumper design incorporates an air curtain and directs air through the front wheel wells to increase downforce and improve brake cooling. The fixed rear wing is a major contributor to the 35 percent increase in rear downforce compared with the Huracán Evo RWD, along with a 20 percent reduction in drag.Compared with the manic STO, it only takes a mile or so behind the wheel to understand that the Tecnica is a kinder, gentler Huracán. The revised suspension means the ride won't shake the fillings from your teeth and it's nowhere near as noisy at cruising speeds on the freeway, especially with the car in the softest of its three drive modes, Strada, and the seven-speed dual-clutch transmission left in Auto. But that's just the velvet glove over the iron fist.Thumbing the little button at the base of the third spoke on the steering wheel into Sport mode gives the powertrain a triple shot of espresso. Throttle response is sharper, and shift times shorter. And the electronics that control the car's adaptive shocks and the rear-steer, traction control, and torque-vectoring systems get a revised set of orders from the Lamborghini Dinamica Viecolo Integrata (LDVI) system, with its accelerators and gyroscope sensors at the Tecnica's center of gravity that monitor lateral, longitudinal and vertical loads, as well as body roll, pitch, and yaw.The result is a car that feels more urgent, more focused, and yet more playful; willing to oversteer if you want to showboat on the track, but still possessed of terrific traction and stability when you need it.Corsa mode isn't quite the Spinal Tap experience it is in the Huracán STO, but the Tecnica with its race-face on is still a weapon on the track, especially when equipped, as our test cars were for the lapping sessions, with the optional Bridgestone Potenza Race tires, which are treaded and street-legal but, as Lamborghini engineers coyly put it, "are for dry roads."In Corsa, the powertrain is calibrated to provide optimized track-oriented throttle response and the fastest gearshifts, and the omniscient LDVI instructs its electronic minions to deliver maximum lateral and longitudinal grip. Part of the Corsa protocol includes locking the rear-steer system. Shutting down what is pitched as a dynamic driving aid might seem slightly counterintuitive, but it delivers purer, more precise handling at the limit.If you're good enough.That's not to say the Huracán Tecnica will throw you under the bus if you get things wrong. It won't; this is as sweet a Lambo at the limit as has ever been built. But as in the Huracán GT3 race car, nailing a truly quick lap time means finding the balance between the vivid front-end response and the rush of power and torque to the rear wheels when get on the gas.Yes, the LDVI is there, working furiously in the background to support you, and it's nowhere near as fine a balancing act as in the race car. But this subtly analog element to taming the Tecnica; the sense that extracting the last little bit of the car's performance is down to you, is a big part of this Lambo's appeal.You can use Corsa mode on the road, of course, but Sport is the best all-round setup for a blast through the twisties. There's a little more support from the traction and stability control—useful when you can't see that greasy patch around the next corner—and the rear-steer system delivers both agility and stability. The direct ratio steering, uncorrupted by a driven front axle, is a joy; precise and communicative, with just the right amount of weighting.Priced at $239,000, the Tecnica is the sweet spot of the Huracán lineup. It gives you nearly all the thrills of the borderline silly STO in a mature, grown-up supercar you can realistically drive every day. This Huracán is a feel-good Lamborghini, one that makes you smile every time you hit the gas.It's also a Lamborghini that feels like the end of an era.An all-new Huracán replacement is scheduled to appear at the end of 2024. It's rumored to be powered by a mild-hybrid twin-turbo V-8. Oh, it will undoubtedly be better supercar than the Tecnica by any objective measure; quicker, with even more confidence-inspiring handling. But we'll miss the 5.2-liter V-10's sound and fury. Especially the sound.Looks good! More details? 2023 Lamborghini Huracán Tecnica Specifications PRICE $239,000 LAYOUT Mid-engine, RWD, 2-pass, 2-door coupe ENGINE 5.2L/631-hp/417-lb-ft DOHC 40-valve V-10 TRANSMISSION 7 -speed dual-clutch auto CURB WEIGHT 3500 lb (MT est) WHEELBASE 103.2 in L x W x H 179.8 x 76.1 x45.9 in 0-60 MPH 3.2 sec (mfr est) EPA FUEL ECON, CITY/HWY/COMB N/A ON SALE Now Show All

volvo c40-recharge Full OverviewProsFabulous design and detailingProvocatively quick accelerationMakes brake pedal almost obsolete ConsSupercar-esque rear visibilitySoftware needs polishingMediocre range and chargingLaunching to 60 mph in 4.2 seconds, the 2022 Volvo C40 Recharge electric SUV vaulted itself into a tie for the title of quickest Volvo ever. And this fastback crossover EV's acceleration never ceases to amuse. It reacts instantly to pressure on the go pedal, angling its grilleless front end slightly skyward as the motors hum happily along.But the C40 Recharge isn't the only electric SUV with sports-car-rivaling speed. The Tesla Model Y outperforms it in each of our testing criteria—and in criteria that matter greatly to everyday living. So why would the C40 Recharge be worth consideration in an expanding field of electric luxury SUVs? Simple: Because it's cool.Volvo's Second Electric SUV (Sort Of)What is the C40, anyway? Begin with the Volvo XC40, which went on sale in the United States for 2019 and quickly climbed to the top of our subcompact luxury SUV rankings. For 2021, Volvo revealed the XC40 Recharge, a battery-powered version of the XC40 and the first of many all-electric vehicles due from the Swedish brand. Then, following fashionable trends, Volvo reworked its conventional SUV to wear a sleek fastback roofline. The result is the C40 Recharge.Fundamentally, the C40 Recharge and XC40 Recharge are the same machine. Both are based on Volvo's CMA architecture and feature a battery pack with 75 kWh of usable capacity beneath the floor. In each, a dual-motor AWD powertrain spins out an impressive 402 hp and 487 lb-ft of torque. Although both recharge at a maximum of 150 kW, the C40 ekes out a slight range advantage, scoring 226 miles instead of 223 in EPA certification. The XC40 Recharge has a lower starting price, at $52,795, but equipping it in high-end Ultimate trim (the only trim offered on the C40 for 2022) brings it to within $600 of the C40. Both are currently eligible for $7,500 in federal tax incentives.Think of it this way: The C40 Recharge is to the XC40 Recharge what the BMW X4 is to the X3 or the Audi E-Tron Sportback is to the E-Tron. However, the XC40 can be had with either gasoline or electric power. The C40 Recharge is exclusively an EV—if you want its good looks, you have to go electric.Statement- (and Sale-) Making StyleIndeed, design is a primary selling point for the C40, and starting with the XC40 could only mean great things for its vogueish adaptation. The sleek greenhouse contrasts against chunky lower body panels, all hunkered down on aero-emphasizing 20-inch wheels. Its unique headlights and taillights perform an LED animation whenever it's locked or unlocked. Aerodynamic elements at the top and bottom of that raked rear glass add a touch of sportiness.Aesthetic allure persists inside the C40, which alters the XC40's attractive and functional cabin with a few key enhancements. That's not leather on the steering wheel or suede on the seats; the C40's materials are entirely animal-free, but they look and feel convincingly upscale. Our test car's cosmopolitan blue carpeting perfectly matched its exterior paint. An especially stylish detail is the trim panels, which are formed to resemble the topography of Sweden's Abisko National Park. At night, backlighting shines through them at varied brightnesses, creating an ambiance quite unlike any other car's.As an artistic exercise, the C40 succeeds, standing out with its sculptural stance and delightful flourishes. Even better, it's really fun to drive.A Very Unassuming DragsterAs stated above, the C40 is rapid. In acceleration testing it's essentially even with XC40 Recharge, hitting 60 mph in 4.2 seconds, 100 mph in 10.6 seconds, and the quarter mile in 12.8 seconds at 109.0 mph. It whooshes from 45 to 65 mph in just 1.9 seconds. These results are shockingly similar to certain V-8-powered muscle cars.Out and about, the C40's driver has a sensation of imperious power that belies the SUV's style-centric image. Its accelerator pedal is ultraprecise, letting you zip ahead instantly with just a few millimeters of foot movement. Some EVs dampen accelerator response for smoothness, but the C40 seemingly doesn't, giving it an extremely linear, almost raw feel. Don't take this to mean that it's difficult to drive the C40 normally, though. Any challenge to that lies with your self-discipline, not the pedal's programming.Accelerator is perhaps a misnomer for the right-side pedal, as it so effectively controls deceleration, too. When one-pedal drive mode is engaged, you can subtract speed with exactitude by relaxing your ankle. Doing so activates the motors' regenerative braking effect, converting kinetic energy into deceleration while sending charge back to the battery. With how intuitive it becomes, and that it can bring the C40 to a complete stop, pushing the brake pedal becomes a rarity. If you do, you'll find it firm and strong. Even so, we recorded a 125-foot stop from 60 mph, longer than the 118-foot distance posted by the XC40 Recharge.Given that both Volvos roll on identical EV-spec Pirelli tires, high track temperatures that test day were a likely culprit in those and other performance discrepancies.The C40 averaged 0.78 g on the skidpad, while the XC40 Recharge held on to 0.84 g. Both went around the figure eight in 26.3 seconds, at 0.72 and 0.70 g average, respectively. On the road, the C40's handling is dialed more toward simplicity than involvement; its steering is light and a bit dull. Despite suspension tuning on the firmer side, it's generally comfortable and retains a solid, planted feel, aided by its low, heavy battery pack.Here's the thing, though: The Tesla Model Y—in many ways, still the EV SUV benchmark—outperforms the C40 across the board. However it's configured, it's quicker to 60, stops shorter, and holds the road better. Comparing their battery capabilities further dims the value of the Volvo.Looks Only Go So FarEven if you have the ability to charge at home, the C40's 226-mile range rating isn't competitive when you consider the Model Y Long Range can cover more than 100 additional miles. Its 150-kW charge rate is slow, too, now that rivals like the Genesis GV60 can absorb electrons at 235 kW. These factors shouldn't deter you entirely, but carefully consider how you'll use this EV. Last year, Volvo was able to boost the XC40 Recharge's range from 208 miles to 223 using only a software update, so it's possible that eventually even more miles could be coded in.Hopefully, other over-the-air updates will address the software bugs we experienced on our C40 test car. At different times, a tire pressure warning wouldn't reset, the backup camera wouldn't come on, and only the rear doors would unlock. There's also the matter of its Google-designed infotainment, which has useful functionality and voice-recognition capabilities but doesn't react as quickly as other automakers' systems or your smartphone.The C40's hardware—that is to say its very shape—creates compromises, too. Maximum cargo capacity is 49.0 cubic feet, down from the XC40 Recharge's 57.5-cubic-foot measurement. Visibility through the raked rear window is more problematic, in that it's terrible. We're surprised that a company as safety-focused as Volvo would sign off on letting its customers drive with such a limited view of what's behind; the C40 is a perfect candidate for a digital rearview mirror. At least the C40's standard blind-spot monitoring works well, as do its other driver assist systems.Too Cool to CareFinite differences in specs or our test data aren't what'll sell a person on the C40. The reason to choose this EV over any other—ones that go farther, carry more, or perform better—is because of the experience it delivers. Unlike some of its competitors, C40 is not a prosaic zero-emissions mobility appliance. With its great looks, funky interior, and frisky road manners, there's no getting bored of the C40. This small electric SUV is too cool for that.Looks good! More details?2022 Volvo C40 Recharge Twin Specifications BASE PRICE $59,845 PRICE AS TESTED $60,540 VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 201 hp (fr), 202 hp (rr); 402 hp (comb) TORQUE (SAE NET) 243 lb-ft (fr), 243 lb-ft (rr); 486 lb-ft (comb) TRANSMISSIONS 1-speed automatic CURB WEIGHT (F/R DIST) 4,742 lb (52/48%) WHEELBASE 106.4 in LENGTH x WIDTH x HEIGHT 174.8 x 73.7 x 62.8 in 0-60 MPH 4.2 sec QUARTER MILE 12.8 sec @ 109.0 mph BRAKING, 60-0 MPH 125 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 26.3 sec @ 0.72 g (avg) EPA CITY/HWY/COMB FUEL ECON 94/80/87 mpg-e EPA RANGE, COMB 226 miles ON SALE Now Show All

mercedes-benz eqs-class Full OverviewSolid and dependable, comfortably composed on any road at any speed, sometimes conservatively styled yet always unmistakably premium, the Mercedes-Benz E-Class sedan has for decades been the car whose core values have defined the Mercedes brand. But not for much longer. Mercedes-Benz's dramatic pivot to focus almost entirely on electric vehicles means there is no new E-Class under development in Stuttgart. Instead, its role as the company's touchstone is being handed to the new, all-electric Mercedes-EQ EQE.Think of it as a heart transplant for the three-pointed star.What Is the EQE?The EQE is the smaller sibling of the new EQS sedan, built on a slightly compacted version of the same EVA2 electric architecture. At 196.7 inches, the EQE is 10.6 inches shorter overall than the EQS, but, significantly, its 122.8-inch wheelbase is only 3.6 inches shorter. It has the same swoopy one-box profile as the EQS—at 59.6 inches its overall height is the same—but with the wheels pulled farther to the corners of the car, it has a chunkier stance.The more compact dimensions mean the EQE will only be available with the smaller 10-cell, 91-kWh battery pack. (The EQS is available with a 12-cell, 108-kWh battery.) Even so, Mercedes says in its most efficient specification—single motor, rear drive on steel springs and 19-inch wheels—the EQE has a WLTP-certified 410-mile range. (Official EPA ranges are often 20 percent or more lower, but figure 300-plus miles in any event.) The car can handle fast-charge rates up to 170 kW, which means up to 36 kWh, enough for 155 miles on the WTLP standard, can be added to the battery in just 15 minutes.The EQE also shares much of the technology available on the EQS. The massive Hyperscreen is available as an option, along with air suspension and rear-wheel steering, which pivots the wheels either 10 degrees or 4.5 degrees depending on the wheel/tire package. Speaking of which, the entry-level wheel is a 19-incher, with 20s or 21s available, though selecting those will trim the range by about 5 percent. What you won't be able to get on the EQE—for now, at least—is the Level 3 autonomous Drive Pilot system that made its debut on the new S-Class and is now available on the EQS.Although the EQE looks a lot like the EQS, it's not just a Shrinky Dinks version of the bigger car. Apart from its proportions, the front end is subtly different with its own headlight graphics. And unlike the EQS, which is a hatchback, the EQE has a conventional trunk. The reason, says EVA2 vehicle development chief Holger Enzmann, who's driving me around Stuttgart in a pre-production EQE350+, is to improve rear headroom by eliminating the need to package the hatch's hinges in the roof.I try the rear seat at a stop. Although it feels cozier than an E-Class', there's plenty of leg- and knee room, and the H-points on the front and rear seats are 3.2 inches farther apart than in the E-Class. There's also more than an inch of clearance (I'm 6-foot-2) between my head and the optional glass roof fitted to the car. The rear seat also simply looks smaller than the E-Class', particularly in the squab, but Enzmann says the shoulder room is the same. You do have to duck under the header rail to get in and out, however, and the view through the dramatically sloping rear backlight is like looking out of a mailbox.The Ride Stuff: Our ImpressionsThe white EQE350+ Enzmann is driving has a single 288-hp, 391-lb-ft electric motor driving the rear wheels. It feels brisk enough when he punches it to merge onto the autobahn, despite the EQE's 5,300-pound mass. More powerful versions such as the dual-motor, all-wheel-drive model are coming, and there'll be an AMG EQE with about 670 horsepower. Think of the EQE350+ as analogous to the entry-level E350 sedan, though Enzmann's brought along a well-optioned car, fitted with the Hyperscreen, a glass roof, the 10-degree rear steering system, air suspension, and an AMG Line appearance package, which includes a slightly more aggressive-looking front fascia and 20-inch wheels.From the front passenger seat, at least, the EQE hews closely to traditional E-Class values. With the battery under the floor, the front seating position is 2.6 inches higher than in an E-Class, and there's just over an inch more shoulder room. It feels spacious.You expect an electric car to be smooth and quiet, but the air-suspended EQE rides beautifully and is eerily silent, with nary a hint of a whine from the six-phase permanently excited synchronous electric motor or any harmonics from the 255/40 Pirelli SottoZero winter tires. "An internal combustion engine masks all sorts of noise," Enzmann says, "but in an EV there's nowhere to hide." The noise-suppression features include isolating both the motor and the inverter and control electronics, which are packaged in a special sandwich sheet steel with a plastic central layer.We'll wait until we get to drive and test one on roads we know, but first impressions suggest the EQE350+ with air suspension is a benchmark midsize luxury EV in terms of ride and refinement. It makes a Tesla Model S feel like an antique.In case you don't want to waft along in near silence, the EQE offers three sound experiences, artificial noisescapes piped through the audio speakers that rise and fall in concert with speed and acceleration, their intensity linked to whether you're driving in Eco, Comfort, or Sport modes. Silver Wave is a sort of gentle ambient sound, Vivid Flux is a robotic electronic noise, and Roaring Pulse sounds like someone trying to suffocate an AMG GT Black Series under a giant pillow. Quite why you'd want any of them, I don't know, but they're there. And if that's not enough interior entertainment, you can also select an ambient lighting mode that also responds to speed and acceleration.The aforementioned drive modes change the same sorts of things as in the regular E-Class, with Individual mode allowing drivers to mix and match accelerator mapping, suspension settings, steering weighting, and traction and stability settings as they desire.The Verdict—So FarFirst impression: The EQE is the E-Class electrified. No, the interior package is not the same—though roomier up front and with more rear legroom—as that sloping roofline makes the rear seats feel slightly more cramped. But the EQE350+ feels to have the same overall demeanor of the three-pointed star's touchstone car. And that's a good thing.But the E-Class, of course, is more than just a sedan. One in three E-Classes sold in Europe last year was a wagon, and in Germany wagons accounted for 50 percent of E volume. And then there is the E-Class Coupe and its Cabriolet cousin, both still solid sellers. Do they simply go away when production of the internal combustion E-Class finally ends?Enzmann demurs, then hints EQ versions of those models are likely to appear toward the end of this decade, when the EVA2 architecture is superseded by the new MB.EA architecture under development in Stuttgart.An AMG EQE wagon? Sign us up.Looks good! More details?2023 Mercedes-EQ EQE 350+ Specifications PRICE $57,000 (est) LAYOUT Rear-motor, RWD, 5-pass, 4-door sedan ENGINE 288-hp/391-lb-ft permanent-magnet electric TRANSMISSION 1-speed automatic CURB WEIGHT 5,300lb (MT est) WHEELBASE 122.8 in L x W x H 196.7 x 77.2 x 59.6 in 0-60 MPH 6.5 sec (MT est) EPA FUEL ECON, CITY/HWY/COMB Not yet rated EPA RANGE, COMB 339 miles (est) ON SALE 2023 Show All