2023 Ford Maverick Tremor First Look: Our Mini-Truck Desire Quakes

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

ford bronco Full OverviewOnce upon a time there was something called the Ford Bronco. People loved the off-roader, and to this day, they recount memories of adventuring in the family Bronco. The 2021 Ford Bronco has brought the nameplate back to the fore, but the original Bronco hit the scene in 1966 and galloped speedily until its ultimate demise in 1996. Unfortunately, after 30 years and various generational changes, the Ford Bronco was no more. Gone but not forgotten-especially that first-generation 1966-77 iteration—it's still sought after by restorers, off-road racers, and classic iron aficionados. It was one of Ford's most iconic nameplates.Fast-forward to 2021. Twenty-five years after Ford kicked its popular SUV out of its stalls, the forlorn Bronco returned. While many 2021 Ford Bronco owners still await their vehicle's arrival, we've had the chance to get behind the wheel of a few. Most recently we tested a two-door 2021 Ford Bronco Black Diamond powered by the 2.3-liter EcoBoost I-4 and backed by the seven-speed manual transmission. The exterior may look black from certain angles, but it's actually Antimatter Blue Metallic, a color Ford will not offer for model year 2022.Black Diamond vs. BadlandsBut wait, haven't we tested this two-door, 275-hp, 315-lb-ft 2.3-liter turbo four-cylinder, manual-transmission 2021 Ford Bronco before? Yes, but that was the more-outfitted Badlands trim with different suspension goodies. For what it's worth, we also tested a four-door Bronco Outer Banks.How did the 2021 Ford Bronco Black Diamond stack up against the Bronco Badlands? After putting both on the scale, a weight discrepancy arose in the former's favor: the Bronco Black Diamond registered 4,491 pounds, the Badlands 4,732 pounds. That means the Black Diamond is 241 pounds lighter, a not-insignificant difference, and we wondered how much it would play a part in our track testing.The previously tested two-door Bronco Badlands galloped to 60 mph in 7.7 seconds and ran the quarter mile in 15.8 seconds at 86.4 mph. The Black Diamond managed 0-60 in 7.9 seconds and trotted the quarter mile in 15.8 seconds at 85.8 mph. Those figures represent a 0.2-second difference in acceleration and a 0.6-mph difference in the quarter mile, both favoring the heftier Badlands. Why was the heavier car slightly quicker to 60? Likely because it rode on all-season tires with a bit more grip than the all-terrain rubber the Black Diamond wore.The differences equate to nothing in the real world and especially on the trail, as these are not high-performance track cars vying to shave every hundredth of a second. Rather, these Broncos are bricklike SUVs with removable tops and doors, meaty all-terrain tires, good ground clearance, heavy off-road components, and G.O.A.T. modes to help conquer impassable trails. They're just not quintessential traits when it comes to the track.We first tried to launch the Bronco Black Diamond at 4,000 rpm, and the engine bogged. Stepping up to 4,500 rpm also did not produce a good run. We were concerned an even more aggressive approach might break the drive train, but 5,000 rpm did the trick: The Bronco launched with some wheelspin, and the rear even kicked out a little bit. The manual transmission did not like quick, rushed shifting; it's happier with a gentler approach to the clutch. The engine felt lively enough to make the SUV feel light.HandlingWhen it came to our figure-eight course—which evaluates acceleration, handling, and braking, as well as the transitions in between—the 2021 Ford Bronco Black Diamond recorded a 28.8-second lap. We noted the Bronco was quite playful with the traction and stability control systems turned off, and we were shocked at the ease of heel-toe downshifting the SUV. The Badlands recorded a 29.6-second lap, 0.8 second slower than the Black Diamond.As expected, there was some nose dive and body roll when it came to hard braking and cornering. We likened the dive under hard braking to the Indiana Jones ride at Disneyland, a comparison that evoked a chuckle every time we experienced the phenomenon.On the RoadThe Ford Bronco Black Diamond we tested tracked nicely on the highway, wandering less than a Jeep Wrangler thanks to its independent front suspension rather than a live axle setup. Some off-road vehicles are really a handful to keep in one lane on the highway—a real white-knuckle experience—but that wasn't the case with the Bronco. Wind noise was our biggest complaint, as it was loud enough that we could barely hear the person riding in the passenger seat.The 2021 Ford Bronco Black Diamond doesn't come with the upgraded suspension of some other Broncos or modded off-roaders, so it wasn't able to soak up heavier hits on the road. Rather, we bounced and jolted our way through rough patches. We slowed down for dips and respected it for what it was: an entry-level true 4x4 off-roader that'll get the basic job done while being a perfectly capable on-road transporter. Those who want more may need to wait for the Bronco Raptor, which also isn't a trophy truck.We had the rare treat of driving the Bronco Black Diamond in some significant SoCal rain, and it was fun. We slipped the transfer case into 4-Auto and selected Slippery mode just to ensure we didn't get sideways on freeway entrances. Traction was ample, and although we didn't need to, we liked knowing we could have forded a couple feet of water should the need arise.As for the stick shift, the clutch was user-friendly and easily mastered by any seasoned manual driver within about four stoplights. It's technically a seven-speed, but one of those gears is a 6.588:1 crawler gear. The manual option, however, isn't compatible with some Bronco tech options such as trail control, trail turn assist, and trail one-pedal drive. Those features require the 10-speed automatic. The manual versus an automatic debate for off-roading is something we won't tackle in this piece, and besides, both sides are 100 percent sure they are correct.What Makes the Bronco Black Diamond Cool?There are half a dozen Ford Bronco trims, and the specifics of each can be mind-boggling. Ford describes our Black Diamond tester as "next-level outdoor adventure," and it falls third from the bottom of the lineup after the base and Big Bend models. For being relatively low on the pecking order, it had a rad feature palette for less than $40,000. However, opting for the 2.7-liter turbo V-6 EcoBoost engine ($1,895), 10-speed automatic ($1,595), and the four-door ($2,345) quickly elevates the price.Solid DetailsFirst, check out those wheels. Those are 17-inch glossy black steelies, and they're standard on the 2021 Ford Bronco Black Diamond. Sure, the base Bronco—which may have already disappeared—has 16-inch silver steelies, but the black is oh-so-spot-on. The Black Diamond also offers an optional aluminum wheel for people who aren't down with the steelies. The tires, 265/70R-17 General Grabber A/TX's, aren't too shabby for a modest trim. Many would consider Grabbers an upgrade.Next, the interior. The Ford Bronco Black Diamond barely misses the cut for the larger 12.0-inch screen, but we can live with the 8.0-incher. But our attention was drawn to the interior material, a Dark Space Gray with Black Onyx marine-grade vinyl paired with rubberized flooring—complete with drain plugs that make the whole interior less vulnerable to water. The vinyl felt super soft, plush, and inviting, not at all like the plasticky vinyl you may be thinking of. It looked classy, too.Finally, a few random traits distinguish the Bronco Black Diamond: It is the lowest trim to have seven G.O.A.T. (Goes Over Any Type of Terrain) modes, it comes with standard rock rails and underbody protection, and it features the heavy-duty powder-coated modular steel front bumper and powder-coated steel rear bumper. You'll also appreciate auxiliary switches in the overhead console.Two-Door Family LifeFull disclaimer: We sold our four-door Jeep Wrangler upon news of kiddo number two. Our first born has still not forgiven us for selling "her" Jeep; we stand firm that its replacement, a Ford Raptor, is a roomier fit for family life.Hence, we found no surprises when squeezing a family of four into the two-door 2021 Ford Bronco tester. It was tight, and the car seat process was cumbersome (but it always is). But it worked, despite our larger Chicco car seats filled by preschool/early elementary children. But it wasn't necessarily pleasant. Getting out of the Bronco after securing the seats took some ninja skills, as does hoisting children into those seats and tightening their belts. The driver and passenger seats were perpetually in the way.As for luggage? Pack light. With just a backpack per person, your cargo room disappears quickly. The kids were afforded a nice view, as they were seated relatively high; merely an arm's length away, they might as well have been driving. The smaller child was confused as to why he had no door, despite our assurance there was none and that it was OK."Bronco" may be much easier for toddlers to say than "Wrangler," but the truth is, both SUVs—and even the larger four-door versions—are marginal tools when it comes to family life.All the FeelsDriving the 2021 Ford Bronco Black Diamond felt fun, sporty, and adventurous, almost nostalgic but modern. It felt youthful, vibrant, and it has an impact across a wide swath of the population: A mom during school drop-off noticed it. We couldn't quite tell how Jeep Wrangler drivers or old-school Bronco purists perceived us, but we imagined the best. Competition raises the bar, and the Wrangler needs a strong rival. And we all needed the Bronco's return, even if just for the grins.Looks good! More details?SPECIFICATIONS 2021 Ford Bronco 2-Door Black Diamond (Advanced) BASE PRICE $38,340 PRICE AS TESTED $38,935 VEHICLE LAYOUT Front-engine, AWD, 4-pass, 2-door SUV ENGINE 2.3L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 275 hp @ 5,700 rpm TORQUE (SAE NET) 315 lb-ft @ 3,400 rpm TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 4,491 lb (55/45%) WHEELBASE 100.4 in LENGTH x WIDTH x HEIGHT 173.7 x 75.9 x 72.9 in 0-60 MPH 7.9 sec QUARTER MILE 15.8 sec @ 85.8 mph BRAKING, 60-0 MPH 135 ft LATERAL ACCELERATION 0.71 g (avg) MT FIGURE EIGHT 28.8 sec @ 0.57 g (avg) EPA CITY/HWY/COMB FUEL ECON 17/19/18 mpg ON SALE Now Show All

bugatti chiron Full OverviewYou need not watch a single Western film to understand the visual metaphor of the hero riding off into the sunset. Once their work is done, the story concludes and they leave the audience behind as the sun sets and the screen fades to black. Sometimes, they ride off slowly, other times they charge off into the unknown. When your story's hero is the 2022 Bugatti Chiron Super Sport, the last of its kind, racing into the sunset at 273 mph is the only way to go.After all, this is as much a goodbye as it is a hello. The Super Sport is a new twist on the Chiron formula that'll keep Bugatti craftspeople busy for years to come, but it's also the end of the line. With the company's controlling stake sold to electric supercar startup Rimac, the Super Sport is not only the last Chiron, but in all likelihood the last purely combustion-powered Bugatti road car (the Chiron-based Bolide coming in 2024 will be a track car only).Following on the heels of the record-breaking Super Sport 300+ and the brand-redefining Pur Sport, you may be tempted to think of the Super Sport as a bit of a letdown, but you'd be wrong. Limited to only 273.4 mph, it's nowhere near as fast as the 304-mph Super Sport 300+; and absent the fixed wing, weight savings, and high-grip tires of the Pur Sport, it's not as corner-focused. What it is, however, is a delicious blending of those two cars.The Most Complete ChironDeveloped with learnings from both the 300+ and the Pur Sport, the Super Sport is the Chiron lineup's tour de force. Where either prior model falls short, be it in top speed or handling, the Super Sport steps in. It may be second best at both in absolute terms, but it's the clear leader as a complete car.You can see the melding of purposes when you look at it. Like the 300+, the Super Sport gets a new rear bumper that extends the bodywork nearly 10 extra inches to allow for both a larger rear diffuser and greater taper in the roofline. The longtail treatment, combined with revisions up front, like a similarly enlarged splitter and EB110 SS-inspired fender vents, gives the Super Sport the aerodynamics it needs for top speed runs.Look closer, or start driving, and you'll find it retains a movable rear wing that doubles as an air brake, because this car isn't just about terminal velocity. Likewise, it wears tires fortified to withstand the extreme forces applied at 273 mph but also made of a stickier compound so they can still handle turns at lower speeds. Behind the Super Sport-exclusive wheels are stiffer rear springs, steering calibrated for extreme speeds, and adjustable dampers controlled by programs lifted from both the 300+ and the Pur Sport and applied as needed.Select Your Mode WiselyThe need is, of course, dictated by the driver. Slip inside and adjust the delightfully weighted and self-righting knob on the steering wheel for the day's work: EB for milling about, Handling for back roads and racetracks (primarily the latter), Autobahn for extended high-speed cruising, and Top Speed, which as always must be double-confirmed by inserting a key into a special switch below the driver's left thigh.Truth be told, the selector knob will get its biggest workout performing its most important function: activating the nose lift system before traversing speed bumps and steep driveways. If the presence of such a device weren't enough to make you nervous about damaging the carbon-fiber nose, bear in mind the car lowers itself even further in Handling mode.Handling mode you can quite honestly save for the track. EB mode (for founder Ettore Bugatti), is exceedingly capable, especially once you slot the shifter over into its Sport mode. So adjusted, the Chiron Super Sport's nature changes. Gone is the shockingly demure boulevard cruiser, replaced with an assertive corner specialist. Higher gears are forsaken, engine revs are forbidden from dropping below 2,500 or so, and the car waits with bated breath for your input—ready to leap in any direction at the slightest indication of your desire.Drive Fast, Drive DelicatelyThat's what's truly marvelous and unexpected about this car: It drives delicately. That's not a phrase you'd ever think to use around a car that carries such intimidating numbers, unless you're talking about the $222,500 paint or the even more expensive bodywork. But no, somehow this 1,578-hp, quad-turbocharged, 16-cylinder, 273-mph car that hits 60 mph in less than 2.5 seconds is putty in your hands.There's absolutely no need to wrestle with this car, no matter how fast you're going. It doesn't need to be forced, it needs to be caressed. Brush the throttle and brake pedals with the toe of your shoe. Hold the wheel by your fingertips and gently guide it through its arc. Flick the paddle shifters as you'd whisk a crumb from your table. Angry, ham-fisted inputs will only make you look like a fool.Counterintuitive as it sounds, the Chiron's massive powerplant—wrapped in an even more massive car—shrinks around you as the road bends. As hard as it is to park, it's inversely easy to drive up a narrow canyon road. The steering is light and incredibly precise, completely unfazed by the absurd amount of engine power sent to the front wheels. The body remains flat through corners like a lighter, smaller supercar, but without the usual flinty ride. The precision of movement in every axis just isn't what you expect from something this large, this heavy, this powerful.If you want giggle-inducing power, it isn't hard to get. Anything more than a kiss of the throttle pedal will get you enormous forward thrust if you have the revs up. Stay in it, and the latest, greatest, and probably last electrically unassisted iteration of Bugatti's fearsome W-16 engine makes peak torque from 2,000 rpm all the way to 7,000 rpm and peak horsepower just 50 rpm shy of its 7,100-rpm redline.What's surprising is that in 2022 this car has the turbo lag of a 40-year-old Porsche 911 Turbo at low rpm. Despite the redesigned impeller wheels in the enlarged turbos and their staggered two-stage engagement, dropping the hammer while trundling around does not result in acceleration to hyperspace. It's several confusing beats until anything special happens, but when the bass drops, it'll chirp all four tires. Commit to it, and the otherworldly surge of acceleration will make even the most jaded Tesla owner giggle. Then, it grabs the next gear, and the 0.3-second dip in boost (yes, Bugatti measured it) is just long enough to make the return to full power feel even more apocryphal.Insanely Dignified PerformanceStay committed for more than a literal few seconds, and you'll be traveling over 100 mph. In less than 10 seconds, the time it takes some brand-new cars to reach freeway speeds, you'll be doing 150 mph. Such a tiny window of time in which to experience this car's potential—and the equally scant windows in traffic and weather that would allow for it—will keep you chasing the dragon the length of your drive and the length of your possession of the car.And while it will chirp all four massive tires simultaneously, that's as out of control as it gets. How street tires can control power like this while simultaneously keeping a coupe that weighs as much as a luxury sedan neutral through corners and stopping all that mass like a track day special is a secret only Michelin knows. The grip, in any direction you ask of it, is simply phenomenal and begs you to test it. The more you do, the more you realize just how massively you've underestimated it.In a world in which incalculably less expensive cars can also accelerate this quickly and in which there are approximately three places on Earth where you could ever hope to visit the far end of the Chiron Super Sport's analog speedometer, the fact this car handles as well as does is what sets it apart. People who only care about being the fastest have already bought up all 30 Super Sport 300+ copies, and those who want their Bugatti to drive like a McLaren with twice the power have bought up all 60 Pur Sports. Those who don't want to have to choose have the Super Sport, which will no doubt be sold out between the time we finish typing this sentence and the time you read it. (Update: It did.)This is not, then, Bugatti going gently into that good night. It is not a whimper, nor is it a disappointment. This is Bugatti raging against the dying of the light in the only way it knows how: with the most dignified 1,578 horsepower the world has ever known.Looks good! More details?2022 Bugatti Chiron Super Sport Specifications BASE PRICE $3,825,000 LAYOUT Mid-engine, AWD, 2-pass, 2-door coupe ENGINE 8.0L/1,578-hp/1,180-lb-ft quad-turbo direct-injected DOHC 64-valve W-16 TRANSMISSION 7-speed twin-clutch auto CURB WEIGHT 4,400 lb (MT est) WHEELBASE 106.7 in L x W x H 188.7 x 80.2 x 47.7 in 0-60 MPH 2.4 sec (mfr est) EPA FUEL ECON 8/11/9 mpg ON SALE Now Show All