2023 BMW iX M60 First Look: Electric Performance, Bavarian-Style

alfa-romeo stelvio Full OverviewProsPunchy engineStrong, beautiful designFun to drive ConsSmall infotainment screenToned-down cabinTight interiorEverything sounds better in Italian, and the badge applied to the 2022 Alfa Romeo Stelvio Veloce is no exception. "Veloce" means "quick" in English, but can you imagine a vehicle called, say, the Ford Quick or the Chevy Fast? Yeah, no. Yet in Italian, the same word sounds sexy. But best of all, the Stelvio Veloce is indeed fast, sporty, and spirited.The Veloce trim came on board for the 2022 model year, replacing the Ti Sport trim. It's the highest available model with the standard turbocharged 2.0-liter four-cylinder, which happens to be the most powerful base engine in the luxury compact SUV segment.Veloce but Not Molto VeloceWith 280 hp and 306 lb-ft of torque, there's no doubt the Stelvio has guts. Step on the throttle, and the response is immediate, and full torque is on tap from just 2,000 rpm. That's among the ingredients that make the Stelvio one of the sportiest SUVs, as is the eight-speed automatic transmission that likes to hold gears when Dynamic mode is active. Even the default Natural mode is a delight, though; the transmission is relatively snappy, and the perfectly linear steering delivers a wealth of feedback. In all modes, it's possible the Stelvio might ride a little too stiffly for some, but excellent damping takes the edges off the harshest impacts, and we enjoy having a better feel for the road.Unfortunately, there's a bit of un-veloce here: Despite that muscular turbo-four, at 5.9 seconds, the Stelvio Veloce is a little bit slower than some other compact luxury SUVs to 60 mph. The time is good overall, but in our testing it trails slightly behind the 2022 Porsche Macan (5.6 seconds), 2021 Audi Q5 (5.7 seconds), and even the last Stelvio we tested—a 2018 Ti Sport (5.4 seconds). But it's ahead of the 2022 Genesis GV70 2.5T (6.0 seconds), 2021 Acura RDXand 2022 BMW X3 xDrive 30i (6.4 seconds each).But the numbers aren't the full story. Combine its responsive powertrain with its capable, composed, and confidence-inspiring chassis, and the Stelvio Veloce is, in fact, perfectly veloce. Wherever you're driving it, the Stelvio behaves more like a lifted hot hatchback, feeling quick off the line and allowing drivers to attack back roads with a zeal that makes miles disappear faster than they might in a number of more appliance-like competitors. "I like that the steering is friction free and that the rim is thin," road test editor Chris Walton said. "This allows you to steer with your fingertips and not your palms."Overall, the experience behind that wheel is engaging, and the Stevlio's personality and captivating experience are what distinguish it from the rest of the segment—and make it the target of discerning drivers who need an SUV.Gorgeous Exterior, Subpar InteriorDespite being four years old, the 2022 Alfa Romeo Stelvio Veloce remains one of the best-looking SUVs in the segment. Like its Giulia sedan stablemate, the Stelvio has aged well and continues to look sharp even when newer models have entered the market. Unfortunately, that's not the case inside. Although there isn't anything wrong with the cabin, its plain layout lacks the attention to detail and sophistication of other SUVs in the segment.The 8.8-inch touchscreen is quite small for today's standards, and although we like its functionality and placement in the center console, the infotainment system feels antiquated and lacks updated graphics. There is no wireless Apple CarPlay or Android Auto, and it's a bit hard to explore or find what you need given the limited menu buttons.The rest of the cabin lacks the plushness we've seen in other SUVs, as well. There's nothing that will grab the attention of anyone getting into a Stelvio for the first time. The ergonomics are perfectly fine, with everything within reach of the driver, and there are hard buttons for the A/C and a volume knob, but designers missed an opportunity to make the interior more elegant and premium. In addition, interior space is a bit tight for those in the rear seats, with a big drivetrain hump that will make middle-seat passengers uncomfortable.If Alfa was aiming for a simplistic, driver-focused cabin that wouldn't draw attention from the sensational driving experience, then we suppose the layout, design, and technology make sense. But when compared against other compact luxury SUVs, the Stelvio stands out for lacking content important to buyers these days. Ventilated seats, for example, aren't an option on the Veloce, and some safety technologies standard in other SUVs (like lane keep assist) are part of a $1,495 package here. Given the excellence permeating the segment from the likes of, say, Genesis, Alfa would do well to up its game.Although lane keep assist is an option, the Veloce adds several driver assist features that were previously optional. Adaptive cruise control, blind-spot monitoring, lane departure warning, automatic high-beams, and front and rear parking sensors are now standard. Navigation, wireless charging, and heated front and rear seats are also included on all trims.Should You Buy a 2022 Alfa Romeo Stelvio Veloce?If you're looking for a sporty experience, an attractive design, and a cabin that delivers the basics, then the answer is assolutamente sì. But if you'd rather drive an SUV that focuses on comfort and interior amenities, there are better options.The 2022 Alfa Romeo Stelvio Veloce we tested checked out at $60,665, on the expensive side of the ledger. Compare that with the $64,670 of our long-term 2022 Genesis GV70 Sport Prestige with the optional 3.5-liter turbo V-6 engine, and the Stelvio suddenly feels short on value. The GV70 does a better job delivering a plush cabin with lots of attention to detail and premium materials, and it still feels sporty without sacrificing ride comfort.And yet, for a model that's only received light updates since it came out in 2018, the Stelvio is aging gracefully. It falls short in many objective areas, but every opportunity to drive it is another opportunity for fun, and that's high on our list of priorities. If it's high on yours, too, you'll likely think the Stelvio is simply spettacolare.Looks good! More details?2022 Alfa Romeo Stelvio (Veloce) Q4 Specifications BASE PRICE $53,895 PRICE AS TESTED $60,665 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L Turbo direct-injected SOHC 16-valve I-4 POWER (SAE NET) 280 hp @ 5,200 rpm TORQUE (SAE NET) 306 lb-ft @ 2,000 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,023 lb (50/50%) WHEELBASE 110.9 in LENGTH x WIDTH x HEIGHT 184.6 x 74.9 x 66.0 in 0-60 MPH 5.9 sec QUARTER MILE 14.5 sec @ 94.6 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 27.1 sec @ 0.63 g (avg) EPA CITY/HWY/COMB FUEL ECON 22/28/24 mpg EPA RANGE, COMB 406 miles ON SALE Now Show All

kia ev6 Full OverviewAround 2012 a certain upstart electric automaker out of California you might have heard of really started to show car buyers the myriad perks of engineless driving. Kia says its top brass took notice, foresaw change, and that same year commanded its ranks to pivot toward electrification. Initial products of that effort, the Niro and Soul EVs, highlighted the challenges of creating electric cars with fewer compromises than compelling factors. Neither left Tesla looking over its shoulder for Kia, but neither did Kia give up trying to create a standout EV. The EV6 is the result of that decade-long push.Launching alongside the Hyundai Ioniq 5 and Genesis GV60—all three share the Electric-Global Modular Platform, E-GMP, set to underpin numerous upcoming HMG products—the EV6 does what earlier electric Kias could not: It appeals on multiple levels, among them style, practicality, technology, and performance.EV-SixyKicking off with the style aspect, there is the EV6's category-defying form, made possible by its not-based-on-a-gas-car, clean-sheet design. At 184.3 inches, this dedicated electric is less than 1.0 inch longer than the 2023 Kia Sportage compact crossover. Yet the EV6's wheelbase spans 114.2 inches, identical to that of our 2020 SUV of the Year winner, the one-size-up three-row Telluride. At 74.0 inches wide, it's almost a half an inch broader than the largish Kia Stinger. The 6.1 inches of ground clearance is slightly less than offered by the subcompact Soul, backing up the visual impression of lowness. A Volkswagen ID4 or Ford Mustang Mach-E stand at least 3.0 inches above the 60.8-inch-tall EV6; its Hyundai Ioniq 5 platform-mate is more than 2.0 inches taller.Dramatic proportions complement the dramatic sheetmetal. Fiercely squinting headlights capture attention at the front, notably free of the "tiger nose" grille providing familial recognition between combustion-powered Kia vehicles. Behind those, the absence of an engine allows the hood to be almost impossibly compressed; this clamshell stamping cleanly integrates shutlines with the top of the headlights and wheel arches. The sharp rake of the A-pillar is mirrored by the rear windshield—elements in particular that keep the EV6 from being lumped in with conventional SUVs, and rather, impart it with a sporty, sleek wagonoid presence.Within that long wheelbase are E-GMP's batteries, offered in 58.0-kWh standard-range or 77.4-kWh long-range capacities. The standard pack is single-motor/rear-drive only, and dual-motor/all-wheel drive is available with the big battery. EPA-certified range for the EV6 is as low as 232 miles with the standard battery and as high as 310 miles on the big-battery, rear-drive model, while the big-battery, all-wheel-drive setup falls in between with 274 miles on a charge. It is one of today's most efficient EVs.E-GMP's 800-volt charging capacity means that a 350-kW DC fast charger can jump the battery from 10 to 80 percent in less than 20 minutes—very quick. The Ioniq 5 and GV60 share these capabilities, though the Genesis is offered exclusively with the 77.4-kWh battery.The wheels aren't all that the battery can power. Its available vehicle-to-load (V2L) functionality allows external electric devices to plug in, creating the potential to run accessories anywhere the EV6 can travel. That load can even go to a different electric vehicle in need of juice. Or it can be used to make actual juice; we witnessed V2L firsthand as a blender plugged into an EV6 puréed a tasty tomato soup during our drive's lunch stop.How Does It Drive?Kia invited us to drive the EV6 through hills and valleys in Northern California's Sonoma, Lake, and Mendocino counties. The verdant scenery is fine, but the area's incredibly technical and sinuous roads are better.Having already sampled the standard-battery, rear-drive EV6 overseas, we focused our drive time on the big-battery, all-wheel-drive version of the EV6. Its 320 hp and 446 lb-ft of torque is delivered smoothly, linearly, and immediately—not so different from other similarly powerful EVs, but still thrilling. The EV6 rapidly reaches any speed within the range of posted limits; Kia estimates a 5.1-second 0-60-mph time, likely conservative given the 4.4-second sprint our test team recorded from an equally powerful Ioniq 5.The accelerator pedal's directness makes shifting the car's balance intuitive. It is easy to get the EV6 to squat down on its rear tires and leap out of corners. Toggling through Eco, Normal, Sport, and Snow drive modes changes the pedal's responses, from intentionally lazy in Eco to almost alarmingly aggressive in Sport. Those modes also change the torque balance between the front and rear drive motors, minimizing the front's involvement in Eco to maximize range and adjusting the split dynamically in Sport to optimize traction.Don't mistake those paddles on the steering wheel for shifters—they're toggles that allow the driver to choose the level of regenerative braking. The driver can completely switch off the regenerative effect (like engine braking), allowing the EV6 to keep momentum when the accelerator is lifted. When fully armed, the regenerative function allows for one-pedal driving—which Kia calls I-Pedal—by slowing the vehicle strongly, even on downhill gradients. In I-Pedal or any of the three levels below it, the driver can choose their desired braking effect while putting charge back into the battery.These options proved useful on varied roads. On straight, flat sections where a consistent speed should be maintained, we'd switch regen off to ease coasting. If the road turned downhill, we'd tap to a higher setting to keep speed from building and recharge. On twisty sections we'd alter the settings depending on the corner ahead, similar to dropping gears in a combustion car for engine braking. Through town, I-Pedal made it easy to keep with traffic and avoid the friction brakes. When we did press the brake pedal, transitions between regen and friction were typically imperceptible. There's also a Sport mode for that pedal, which firms it up and shortens its travel slightly.An Electric Carving KnifeAs we discovered in our earlier drive, ex-BMW engineer Albert Biermann's tuning acumen is evident in the EV6's handling. (The former BMW M boss took charge of Hyundai Motor Group's R&D department in 2018, and although he recently retired from that post, his legacy is sealed in the EV6's E-GMP platform; Kia calls it Biermann's capstone project.) The steering's quick ratio and relatively light effort make the vehicle easy to place on a road, especially given its width and wheelbase. How the steering and powertrain interact makes the EV6 feel pointy, engaging.Yet its claimed curb weight of 4,661 pounds is obvious. Like with other EVs packing an underfloor battery, the center of gravity is low, which minimizes body roll. Yet a feeling of inertia, of the car's weight straining against its tires, is a factor in any fast bend. The GT-Line examples we drove have no chassis changes over the lower Light or Wind trims, but their 235/45R20 tires give a clearer picture of available grip.Again that weight is felt in how the EV6 handles undulations, but its body motions are predictable and adeptly controlled. Ultimately, the EV6 comported itself enjoyably on the truly demanding roads Kia plotted for our drive route—and the dual-motor version we zeroed in on here helps offset that heft when punching out of corners. The Kia seems accurately positioned as a sporty counterpart to the Ioniq 5, while the upcoming Genesis GV60 should feel more luxurious.… And a Comfortable CruiserIn terms of highway cruising, the EV6 is one of the most relaxing vehicles we've sampled as of late. At such speeds it feels eminently settled and smooth. Wind noise is hardly intrusive, though it is noticeable only due to the absence of other mechanical sounds. The latest version of Kia's Highway Drive Assist, which we've found useful and effective in other contemporary Kias, makes things even easier for those willing to give up steering and accelerator control to a computer on the freeway.Although the sections of Highway 101 we traveled are coated in ultra-smooth pavement, most of the rest of the drive route's roads were not. Unlike our experience in the Ioniq 5, we felt textures and imperfections through the EV6's suspension and steering wheel, though it comes off more as a feeling of connection than harshness. Impacts are felt but comfortably rounded off. Genesis may opt for a plusher tune in its interpretation of E-GMP, but Kia's rendition balances ride and handling impressively.Sustainable, Autonomous, and Sporty?The EV6 is the tip of the brand's electric spear. Kia is readying a diverse range of electrified vehicles, and it plans to invest $25 billion into 11 new global EVs by 2026. Sustainability will be a focus, and to that end the EV6's interior contains the equivalent of approximately 100 beverage bottles' worth of recycled plastic, as well as vegan leather upholstery. But the brand admits that it still has things to learn in making its battery sourcing and manufacturing processes greener end to end.Autonomy is the buzzword of the day, yet it's intriguing how Kia has delivered such a driver-focused vehicle while touting its goals in this area. The brand assures us that self-driving cars won't dominate its lineup. Drivers who enjoy driving will still have options—to be sure, they have one now in the 2022 Kia EV6—but inevitably future electric Kias will push harder on supported-driving technologies. Until that day, the EV6 will shine not for its futuristic tech but rather for its delightful dynamic characteristics and, get this, its affordability. The EV SUV starts at under $35,000—kind of—and is available for sale in Kia dealerships in all 50 states.Looks good! More details?2022 Kia EV6 BASE PRICE $42,115-$57,115 VEHICLE LAYOUT Front- and rear-motor, RWD/AWD, 5-pass, 4-door SUV MOTORS 168-hp/258-lb-ft AC permanent-magnet electric; 225-hp/258-lb-ft AC permanent-magnet electric; 99-hp/188-lb-ft front and 225-hp/258-lb-ft rear AC permanent-magnet electric, 320-hp/446-lb-ft comb TRANSMISSIONS 1-speed automatic CURB WEIGHT 4,000-4,700 lb (mfr) WHEELBASE 114.2 in LENGTH X WIDTH X HEIGHT 184.3 x 74.0 x 60.8 in 0-60 MPH 5.1-8.0 sec (mfr est) EPA CITY/HWY/COMB FUEL ECON 116-136/94-101/105-117 mpg-e ENERGY CONSUMPTION, CITY/HWY 29-31/25-33 kWh/100 miles CO2 EMISSIONS, COMB 0.00 lb/mile (at vehicle) ON SALE IN U.S. Now Show All

cadillac lyriq Full OverviewProsGreat lookingUnique and stylish interiorDrives like a classic Cadillac in the best ways ConsInfotainment interface is a bit fussySilly door handlesWorrying assembly issuesThe 2023 Cadillac Lyriq represents an important reset for the storied American luxury brand. After a resurgence around the turn of the millennium that started with the Art and Science-design Cadillac CTS and Escalade and through a period that ended with the demise of the CTS-V Sport Wagon, Cadillac was on a roll. But it then squandered its momentum, ceding ground as a cool status symbol to archnemesis Lincoln and upstarts like Tesla. The industry-wide pivot to electrification is a chance for the brand to wipe the slate clean, and the 2023 Cadillac Lyriq 450E is the first fruit of that labor. But is it another CTS, or is Caddy having another ELR or CT6 moment? We're about to find out.What Makes the Cadillac Lyriq Tick?Cadillac's association with General Motors has often been more of a curse than a blessing, resulting in sport sedans with unrefined truck motors and/or switchgear shared with $20,000 Chevrolets. In the Lyriq's case, however, the association is no curse. The Lyriq rides on GM's new bleeding-edge modular Ultium electric vehicle platform, which allowed Cadillac designers the freedom to pen a midsize SUV that somehow manages to recall the mid-century modern greats of Cadillac's postwar years while also looking contemporary and visionary.Propelling our Lyriq 450E Debut Edition test car and its long dash-to-axle ratio and kammback rear end is a rear-mounted motor good for 340 hp and 325 lb-ft of torque, backed by a quick-charging 102-kWh battery pack. The EPA says the Lyriq should be able to cover 312 miles on a charge, and the 190-kW peak rate helps ensure you aren't spending much time tethered to a public charger when necessary. A dual-motor all-wheel-drive Lyriq is also planned. You can get the full details of the rest of the Lyriq package, including its passive suspension system, by checking out our First Drive here.How Fast Is the Lyriq?With just a single, modestly powerful motor, we weren't expecting Tesla Model Y Performance, uh, performance out of our rear-drive Lyriq test vehicle, yet it still impressed. The Lyriq zipped from 0-60 mph in just 5.7 seconds and through the quarter mile in a respectable 14.2 seconds at 100.5 mph. That's significantly slower than many electric SUVs in the segment (most of which offer dual-motor all-wheel drive as standard), including the slowest Model Y we've tested, which needed 4.1 seconds to 60 mph and a 12.4 second quarter mile at 114.8 mph. Yet it's as quick or quicker than many of its gas-powered contemporaries, including the Lincoln Nautilus, Genesis GV80, and Mercedes-Benz GLE.And although its 134-foot 60-0-mph performance leaves us a little wanting, the Lyriq manages a respectable 27.2-second figure-eight lap while averaging 0.64 g. Not bad considering its 5,654-pound curb weight.Is the Lyriq Better on the Road?The Lyriq drives wonderfully out in the real world. Unlike the violent rip-your-face-off acceleration you get in many of its EV competitors, the Lyriq is tuned more conservatively, in many ways mimicking how a big, understressed V-8 performs. Dip into the throttle and you get one big tidal wave of torque that you can surf long past any legal speed limit in this country. "The throttle pedal is well damped, too," said associate editor Duncan Brady. "EVs with instant torque tend to expose less smooth driving habits, but the relaxed response in the default Tour mode makes it easy to drive smoothly." Those looking for more thrills, fret not, as dual-motor and V versions ought to pack more than 500 horsepower.The Lyriq's brakes are tuned well, too. The one-pedal driving mode is smooth and perfectly calibrated, allowing you to come to a complete stop, and should you ever need more braking power, pulling the paddle on the left side of the steering wheel results in even more regenerative deceleration. Those who prefer to brake the old-fashioned way will also find lots to like, as the pedal feels natural and offers plenty of bite.Contemporary high-end Cadillacs are known for their fine ride quality thanks to the wide use of MagneRide dampers, but the Lyriq makes do with a more traditional setup using what GM calls "Passive Plus" frequency-selective dampers. As far as our finely tuned auto journalist butts are concerned, the likely cheaper passive dampers are nearly as good as the fancy magnetorheological ones. The Lyriq floats over all but the harshest impacts—without actually becoming floaty, as did many of its predecessors. Also, like many of its mid-20th-century forerunners, the Lyriq isn't overtly sporty but it handles competently. Put it this way: The Lyriq won't leave you white-knuckling on a curvy road, but it also won't ever be mistaken for Cadillac's finely tuned V performance models, either.Inside the Cadillac LyriqThat's just as well because it's worth slowing down for a beat and appreciating the Lyriq's interior. For the first time in a Cadillac this millennium, the Lyriq features bespoke switchgear and hardware not shared with lesser Buicks, Chevrolets, or GMCs. The new controls make a great impression. "They're beautifully weighted," Brady said. "The real metal and heavyweight feel of the knobs remind me of Bentley. These are not things I anticipated would stand out in Cadillac's new EV, considering how many of the brand's cars share controls with other GM stuff." More than just looking good, the Lyriq is surprisingly functional, too, with hidden storage (such as the drawer lined with blue leather in the center stack), comfortable front seats, and an incredibly spacious back seat and trunk.Still, there's some obvious room for improvement. For starters, Cadillac's infotainment system shows much promise—the curved displays and its Google Maps integration are particularly great—but the UX doesn't make good use of the space, displaying blocks of apps that are difficult to navigate with the control knob. Similarly, the door handles appear to have been engineered in virtual space; getting into the car requires you first press the door handle—which is really just a button masquerading as a handle—to get the latch to release and then grab onto a separate handle hidden in the window trim to pull the doors open … unless you're getting in back, as there aren't any grab points back there. The Lyriq, despite being rear-drive in this test car's case, also lacks the frunk that's become so common on EVs.On the worrying side of the ledger, we experienced build quality issues with our early production Lyriq test vehicle. The charging port cover flapped in the breeze, the rearview mirror vibrated subtly at highway speeds, and a handful of inconsistent panel gaps in the interior distracted from the otherwise beautifully furnished cabin. And although the hardware for it comes standard, our Lyriq also didn't have GM's excellent Super Cruise advanced driver assist system due to the ongoing semiconductor chip shortage. Cadillac says owners will be able to add it at a later date with a software update and an indeterminate subscription fee.Is the Lyriq Worth It?Despite the build issues, though, the Lyriq still feels like a striking value at its $62,990 base and as-tested prices. Stellar to look at, good to drive, and generally easy to live with, the 2023 Cadillac Lyriq 450E Debut Edition provides both a viable and enticing path forward for the brand as we rapidly approach the middle of the 21st century. Second chances are rare. The Lyriq proves that Cadillac isn't wasting one.Looks good! More details?2023 Cadillac Lyriq 450E (Debut Edition) Specifications BASE PRICE $62,990 PRICE AS TESTED $62,990 VEHICLE LAYOUT Rear-motor, RWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 340 hp TORQUE (SAE NET) 325 lb-ft TRANSMISSION 1-speed automatic CURB WEIGHT (F/R DIST) 5,654 lb (49/51%) WHEELBASE 121.8 in LENGTH x WIDTH x HEIGHT 196.7 x 77.8 x 63.9 in 0-60 MPH 5.7 sec QUARTER MILE 14.2 sec @ 100.5 mph BRAKING, 60-0 MPH 134 ft LATERAL ACCELERATION 0.79 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 97/82/82 mpg-e EPA RANGE, COMB 312 miles ON SALE Now Show All