2022 Lucid Air Grand Touring Performance Review: Simply Sensational
One of the best things I've done in my career was scoring the world's first drive review of the Lucid Air electric sedan. It was a big moment, one that I'm still amazed happened. That said, the headline-grabbing part of the two days I spent driving an Air Dream Edition R—that we drove from Los Angeles to San Francisco and then some on a single charge—didn't go the way I wanted. Oh, in terms of the sheer traffic and interest that first drive generated, it couldn't have gone any better. But to achieve the impressive range that we did, my co-driver (and Lucid CEO Peter Rawlinson) did the unimaginable. We went the speed limit. Oh, the humanity! Truth be told, going 70 in a 70-mph zone freaked me out, so I kept cranking it up to 72 mph. The thing made 966 horsepower, people! And 57 in a 55 sucks even worse. Fast forward 11 months and my assignment is to jet up to the Bay Area, grab the new 1,050-hp Air Grand Touring Performance, and drive it back to Los Angeles. All by myself. Speed limits? We don't need no stinking speed limits!
About six months ago, after the Air took home our 2022 MotorTrend Car of the Year honors, Lucid gave me a quick opportunity to drive its Dream Edition P—that's the 1,111-hp version that's well and truly sold out. More interesting, however, was another car that was also there: a development mule of the Air Grand Touring. What was so special? The handling, specifically because of changes made to the front end. Driving the two back to back was fascinating. Sure, the Dream Edition P made more than 300 additional hp than the 819-hp Grand Touring, but I massively preferred how the latter felt. The improvement was apparent just leaving the parking lot.
How the Lucid Air Improved
Two things made the difference. First, the front suspension received some new dampers. Second, the car's suspension software had been altered, adjusted, and improved. The story of the process is worth sharing. Lucid's director of chassis and vehicle dynamics, David Lickfold, Turo'd himself a 991.2 Porsche GT3 RS and spent a weekend driving the two vehicles. Just him, by himself, working until the wee hours of the morning. David would do a run in the Porsche, then one in the Lucid, pull over, plug his laptop into the latter, and tweak away. The results impressed the hell out of me. Naturally, I was looking forward to driving the 1,050-hp version of the Grand Touring.
After a brief meeting with Lucid's head of design, Derek Jenkins, I left the company's Newark, California, headquarters with 87 percent of the Air GTP's battery charged. That meant I had a range of 388 miles, seeing as how the Performance variant of the Grand Touring only comes on 21-inch wheels and has an EPA range of 446 miles. The "regular" GT has a range of 469 miles on 21-inch wheels, or a whopping 516 miles on 19-inchers. As the crow flies, it's 359 miles from Lucid's headquarters to my house. However, my plan (that I'd spent about six adolescent seconds on) was to reverse the route we took the last time but go faster. Essentially, that meant heading down the 101 South until Paso Robles, taking advantage of an Electrify America location, then heading over to the 5 South for the bulk of the rest of the trip. What could possibly go wrong?
Soul-crushing traffic, for one. (If I can diverge into a little provincial Hatfield and McCoy-style nonsense for a second, anyone from the Bay Area that says Los Angeles has bad traffic is projecting.) A drive that should have taken just over two hours to Paso Robles turned into a four-hour slog. By the time I got to the charging station, I was down to 162 miles of remaining indicated range. Which means I used 211 miles of range to cover 177 road miles. That's not actually bad, especially given I had the A/C set to "meat locker," the massaging seat going full bore, and the pretty damn great stereo cranked up to a high volume. And, yes, I also had the adaptive cruise (or Dream Drive as Lucid calls it) set to 84 mph and was enjoying occasional bursts into triple-digit territory when traffic would allow. Hey, the car makes 1,050 hp and I'm a doctor of automotive journalism, dammit. Besides, those Priuses parked in the left lane ain't gonna pass themselves.
Charging-Station Challenges
Then the inevitable happened. All three chargers plopped incongruously in a Bank of America parking lot were occupied. I got out of the GTP and heard, "Hey, us and this car are ahead of you." I nodded at the Chevy Bolt owner and admired the Hyundai Ioniq 5 waiting behind him. Just then, the couple that was standing next to their VW ID4 threw their hands up in celebration. "It's working," the man said into his cell phone, presumably to the poor EA employee who'd just reset the charger, an all too common occurrence. "How'd you get it to work?" asked a flustered Kia Niro EV owner. Then a Ford F-150 Lightning pulled in and I made the decision to just go eat lunch. I had about 160 miles of range left, and there's a 350-kW Electrify America station a bit further south in Pismo Beach. The Electrify America app does tell you when all the chargers are in use; I stopped in Paso Robles specifically because the app had erroneously reported two chargers as available. Welcome to EV road trips using the nascent charging infrastructure.
There's a back way to Pismo that offers a few miles of twisting roads, too, so I figured this would be the time to get some dynamic driving done. Look, the Air GTP is a monster. There's no other way to say it. To get its full capabilities, touch the on-screen button to activate Sprint mode to unleash full power and all 921 lb-ft of torque. The Air's default comfort drive mode is Smooth, a sportier mode is called Swift, and Sprint is like track mode. In Sprint, the suspension, braking, torque vectoring, throttle, and steering responses are all tweaked for maximum yeehaw. Not only can you use all 1,050 horses—a preposterous statement, I'm aware—but mein gott this thing sticks to the pavement when cornering. In fact, the more you treat it like a track car by using as much of the lane/road as possible, the happier and more impressive it is bounding from apex to apex. We've yet to weigh a Grand Touring Performance, but the "regular" Air Grand Touring clocked in at 5,266 pounds; figure this new car to be roughly identical. But, hand to heart, it feels like 1,000 of those pounds magically disappear when the Lucid is driven angry. Like a GT3 RS? Not quite, but perhaps like a 2.6-ton GT3 RS.
Luxury Liner
Yeah, yeah—these Lucids make incredible power and Lickfold's chassis team has found a way to put it all down and make the big girl dance a jig. But Lucid vehicles are pitched as luxury machines. How's the luxury? I mentioned earlier that I had the air conditioning going full bore. This was because once I got south of a little farming town called Gonzales, the external temperature was 97 degrees Fahrenheit. For the time being all Lucid Airs have these massive glass roofs and in the sort of California sun I experienced on the drive, you just get cooked. I don't care how much UV-jamming, anti-solar whizbangery Lucid claims it's treated the glass with—it gets very warm. I've brought this up several times with several Lucid executives, including Rawlinson, and they acknowledge my point. The entry Pure model will only come with a steel roof, and the next-step-up Touring will make the glass canopy an option. So, that's nice if you want to save some dough and not have to wear a hat when it's sunny.
Going beyond that peeve, the other negatives are minor. The lane departure warning graphic is overeager, the map takes five seconds before it fully loads, and sometimes the car needs 10 to 15 seconds to completely wake up when you first jump inside. But here's the awesome part about software-defined vehicles (SDVs). There's an over-the-air update (OTA) coming in a couple of months that will radically revise all of this. Just like that. Also, hot tip, when the integration's ready, owners will get Apple CarPlay and Android Auto, too.
Enough with the bad stuff. The seats are incredible, not just because of the design and comfort, but because of how powerful the massage settings are. Like, dang man. A couple of the programs felt vaguely inappropriate—you have to love that. The materials are top shelf (especially the fabrics), the screens aren't too omnipresent, and the large lower screen can be stowed out of the way, which not only opens up a big, purse-size cubby but also reduces the amount of visual clutter fighting for your eyeballs' attention. I also love the physical temperature, fan speed, and volume switchgear. I find it luxurious not having to dig into a damn screen for every single little thing. Let's not forget that our buddy, Randy Pobst, just lost Pikes Peak because he couldn't easily access the Tesla Model S Plaid's fan.
I pulled into the charging station in Pismo and—hooray!—found an open 350-kW charger. The car was showing 96 miles of range left. I plugged in and watched how the Lucid's 912-volt electrical architecture helps the battery just suck down the kilowatts. The juice was flowing into the car at speeds from 245 to 275 kW, adding 19 miles of range per minute. Five minutes later (another) Hyundai Ioniq 5 plugged in next to me and the charging speed was cut in half. Nineteen minutes later, the car had absorbed 205 miles worth of energy. The range read 301 miles as the battery was charged to 68 percent. Did I mention the Air charges faster than any other EV? I only had to drive about 175 more miles, so I figured I was good. Spoiler alert: I was good. I made it home with 49 miles of range left, plugged the GTP into my Rivian charger, and awoke to an 80 percent full battery (where'd I'd set the charging limit), meaning the GTP was good for 360 miles of driving. Well, if you're one of those go-the-speed-limit types.
We don't give out our Car, Truck, or SUV of the Year trophies willy nilly. Despite what you may have heard, it's the most rigorous, repeatable, and labor-intensive process in the industry. If a vehicle receives the Golden Calipers, it's earned them. Still, I always find it nice to go back and recheck our math. Spending a day with the Lucid Air Grand Touring Performance reminded me why I was so blown away by this machine that first time out. Nothing on earth has the power/range combo of this EV, and at this point in time, no other company's even close.
Lucid isn't stopping there. It's creating a 360-degree luxury brand, where every aspect of the customer experience—from the website to the studios (Lucid-speak for showrooms) to the promotional photography—is curated in-house. The result is an epic brute in a suit, a car that effortlessly blends mid-century modern with a California ethos, a technological tour de force that obsoletes its competitors. And this is just the first Lucid—the Gravity SUV will be its second vehicle—and one that hasn't even been in production for a whole calendar year yet. I'm excited about what Lucid will dream up next. Hopefully I'll get to tell you about that one first, too.
Looks good! More details?2022 Lucid Air Grand Touring Performance Specifications BASE PRICE $180,500 LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door sedan MOTORS 2 AC permanent-magnet electric, 1,050 hp/921 lb-ft (comb) TRANSMISSION 1-speed auto CURB WEIGHT 5,200-5,250 (mfr) WHEELBASE 116.5 in L x W x H 195.9 x 76.2 x 55.4 in 0-60 MPH 2.6 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 112/112/112 mpg-e (MT est) EPA RANGE 446 miles ON SALE Now Show AllYou may also like
The 2023 Chevrolet Colorado is a brand-new midsize pickup truck. If you're thinking, "well, that's obvious," you're right. But we do point it out because, when Chevy resurrected the previously compact Colorado as a midsize truck for 2015, it introduced a not-quite-as-new rig, a modified version of a truck it had been selling for years in global markets such as Thailand and Brazil.Alas, with a Silverado-derived frame, American-market-specific powertrains and cabin appointments, the Colorado was hardly some cobbled-together beast. The outgoing pickup is one of the best midsize pickups out there—to be accurate, it is the best, despite its age. Snatching an existing truck from Thailand proved to be such a savvy move that Ford basically did the same thing when it brought back the once-compact Ranger from the dead as a larger midsize truck—and Colorado competitor—for 2019. Given how the old Colorado was in some ways already several years old when it landed stateside eight years ago, the 2023 Colorado's ground-up newness, therefore, is one of its biggest standout features.New Is as New DoesJust looking at the new Colorado, the styling clearly benefited from this redesign. Where the old Colorado was soft-edged and fairly generic-looking, in keeping with the more budget-conscious global model, the new truck adopts a bold, assertive new look that positively screams "America, truck yeah!"Chevy moved the front axle forward, lengthening the wheelbase 3.1 inches in the process and shortening the front overhang. The net effect is a longer, more horizontal hood and improved approach angles for the nose, a boon off-road. The designers capitalized on this blocky new shape with a Silverado-like mug with slim headlights and bold inserts that give the impression of a full-width, full-height grille yawning from the bumper to the hood. (Also like on the Silverado, that mug is slightly different on nearly every trim level.) Along the body sides, there is a deeper channel cut into the door skins, which help visually puff out the squared-off fender bulges front and rear.Another big change? The previous-generation Colorado's entry-level extended-cab body style was pitched in the dustbin. You can now only purchase the Colorado as a four-door crew cab with a short bed (5-foot, 2-inch bed). Chevy says this move simplifies things on its manufacturing end, but primarily gets in line with the configuration that attracted the most buyer interest on the last Colorado. One Little Engine that CanAlso simplifying the lineup is the 2023 Colorado's move to a single engine choice. A 2.7-liter turbo I-4 engine replaces the old Colorado's entry-level 2.5-liter I-4 (which was limited to base Work Truck models anyway), 3.6-liter V-6, and 2.8-liter turbodiesel I-4 options. This engine isn't entirely new; it was introduced a few years ago on the larger Silverado 1500, and strategy-wise, it is comparable to the Ford Ranger's single, lineup-wide 2.3-liter turbo I-4 engine.Unlike the Ranger's four-cylinder, the Colorado's is available in three states of tune, offering up at least some choice. Entry-level Colorado Work Truck and LT models make 237 hp and 259 lb-ft of torque. Optional on those Colorados and standard on the Z71 and Trail Boss models is a 310-hp, 390-lb-ft version. And limited to the range-topping Colorado ZR2 (which we've covered in depth here), the ultimate off-road iteration of the new truck, is a 310-hp, 430-lb-ft 2.7-liter I-4. Chevy says that, for the most part, the power differences are achieved via tuning of the computers, though the lowest-output version has some minor hardware differences. Every Colorado mates its 2.7-liter I-4 to an updated eight-speed automatic transmission.Fuel economy estimates for the new engine are forthcoming, but the power story—both compared to the old Colorado and its primary competitors—is interesting. With 310 hp in top guise, the Colorado ties the Nissan Frontier's V-6 in terms of hp, but smashes it in the torque department in its upper two states of tune, so we're dubbing it the most powerful midsize pickup you can buy. Granted, the old V-6 at one time held the same title (in both the Colorado and its GMC-badged twin, the Canyon), with 308 hp, before the Frontier's current engine arrived for 2020; the now-discontinued diesel engine produced a mighty 369 lb-ft of torque, but that figure's easily eclipsed by the midrange 2.7-liter I-4. Even the new base models generate nearly as much torque than the old V-6, albeit at a higher rpm (5,600 vs. 4,000). The higher-output 2.7s deliver their peak torque at just 3,000 rpm.The 2.7-liter turbo is a truck engine through and through, having been designed from the outset for duty in the full-size Silverado (and playing an unusual secondary role in the Cadillac CT4-V). In the smaller, lighter Colorado, it should prove quite burly. It also includes standard cylinder deactivation, which can shut down two cylinders under light loads. Yep, that means this'll be the only (temporarily) two-cylinder midsize pickup you can buy.Five Grades, Mostly Off-RoadEven though the Colorado comes in Work Truck, LT, Z71, new-to-Colorado Trail Boss, and hardcore ZR2 guises, all five models share key standard features, including a new (sharp-looking) 11.3-inch touchscreen with wireless Apple CarPlay and Android Auto, an 8.0-inch fully digital gauge cluster, eight bed tie downs, and a segment-exclusive electronic parking brake. Chevy says the base Work Truck and mid-grade off-road Trailboss models share a more "rugged aesthetic that is ready for work and play" inside, which we take to mean more basic, abuse-resistant, and plastickier cabin materials. The LT swaps in silver trim, plusher accents, and a leather-wrapped steering wheel, while the Z71 gets a "sportier ambiance" with black and red accents and a mix of cloth and vinyl on the seats.Again, like the newly bold exterior, the Colorado's interior goes from uninspired to competitive, with a brash, full-width dashboard panel and its round outboard air vents giving us plenty of Camaro feels. The new touchscreen perches in the middle, tombstone-style, but close to the steering wheel for what looks like a comfortable reach. There are more upmarket details throughout, though most examples—the stitching on the dashboard and padded panels around the center console—are limited to the higher trim levels. And like the Camaro, the central air vents are buried low on the dash; that pays off for the ergonomics of the climate controls, which nestle up under the touchscreen, but is probably not great for airflow above chest height for front-seat occupants. A drive mode selector lives on the left of the console on models so equipped (mostly the off-road models), pushing the shifter to the right.Other differences between the models are clearer from the outside. The Work Truck gets an all-black-plastic face like the larger Silverado WT, 17-inch steel wheels, and that's pretty much it. LT models distinguish themselves with more streetable 17-inch wheels and tires, more body color elements on the front end, and more chrome. Finally, there are the trio of off-road versions, ranging from the relatively tame Z71 to the Trail Boss (which gets a 2.0-inch suspension lift and burlier tires) to the ZR2 (which sits 3.0 inches higher than WT/LT/Z71 models and has a wider track). The grille and bumper treatments get wilder the closer to the ZR2 you get, with the ZR2 out-crazying the rest of the lineup with flared fenders, meaty bumpers, and even an available bed-mounted roll bar with lights and beadlock-capable wheels via a special-edition Desert Boss package.Off-road equipment varies from optional four-wheel-drive on the WT and LT to a standard limited-slip rear differential (standard on Z71 and Trail Boss) to power-locking front and rear diffs on the ZR2, which also once again rides on Multimatic DSSV spool-valve, frequency selective dampers. Those fancy shocks passively take the edge off the worst terrain with valving that slows faster inputs and handles slower amplitudes more softly. The net result is better wheel control over washboard surfaces and more controlled bump stop events. Ground clearance tops out at an outstanding 10.7 inches for the ZR2, with the Trail Boss standing 9.5 inches off the deck and the other Colorados perched at 7.9 to 8.9 inches.If you're thinking Chevy's inclusion of three off-road models and switch to more aggro styling and the single crew-cab bodystyle signals an intent to chase after adventurous types with the new Colorado, you're right. The automaker also hopes the new truck bed's available 110-volt household outlet, motorcycle-tire indents in the forward bed wall, and newly available in-tailgate storage will appeal to weekend warrior types. That tailgate storage, in particular, carries whiffs of the Honda Ridgeline's in-bed "trunk," an underfloor, watertight cubby with a drain that doubles as a cooler. The Colorado's lockable, weathertight hollow tailgate is less useful, probably, but at 45 inches wide and 4 inches deep can still probably be stuffed with ice and some cold snacks.If Chevy can keep the current truck's decent road manners and roomy interior in place while improving things with the new 2.7-liter engine and expanded off-road offerings, consider the 2023 Colorado a ringing success. But it'll have stiff competition: Ford is on the cusp of launching its also-all-new 2023 Ranger, and Toyota's sales-leader Tacoma is about to be redesigned, as well. We'll see how the new Colorado shakes out when it goes on sale midway through 2023.2023 Chevrolet Colorado Specifications BASE PRICE $28,000-$50,000 (est) LAYOUT Front-engine, RWD or 4WD, 5-pass, 4-door truck ENGINE 2.7L/237-310-hp /259-430-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed auto CURB WEIGHT 4,750-5,300 lb (mfr) WHEELBASE 131.4 in L x W x H 213.0-213.2 x 84.4 x 78.8-81.9 in 0-60 MPH 7.0-7.5 sec (MT est) EPA CITY/HWY/COMB FUEL ECON TBD EPA RANGE, COMB TBD miles ON SALE Spring 2023 Show All
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
No Softie in StylingHoneycomb All the InteriorsPlatform Shared with Civic and HR-VSmall but Mighty Base Engine ReturnsReworked Hybrid System Likely Bound for Future Accord2023 CR-V Trims—TrailSport on the Way?Safety ImprovementsNorth American Made2023 Honda CR-V Specifications BASE PRICE $30,000-$39,000 (est) LAYOUT Front-engine, FWD/AWD, 5-pass, 4-door SUV ENGINES 1.5L/190-hp/179-lb-ft turbo DOHC 16-valve I-4; 2.0L/143-hp/129-lb-ft (est) Atkinson-cycle DOHC 16-valve I-4 plus two electric motors, 204 hp/247 lb-ft (comb) TRANSMISSIONS Cont variable auto; 1-speed auto CURB WEIGHT 3,600-3,900 lb (est) WHEELBASE 106.3 in L x W x H 184.8 x 73.4 x 66.6 in 0-60 MPH 6.8-8.0 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 26-39/31-34/28-37 mpg (est) EPA RANGE, COMB 400-500 miles (est) ON SALE Fall (MT est) Show All
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