2023 VW Golf R 20th Anniversary Edition Asks: R You Ready to Celebrate?

It appears Chrysler has a shiny new future. Analysts and car buyers, if they've been thinking of Chrysler at all, have been wondering what the future would hold for the brand in the post-merger universe (in which the PSA Group and Fiat Chrysler Automobiles formed Stellantis). Its reduced lineup, like that of sister brand Dodge, led some to imagine vultures circling overhead, despite some assurances from execs that the brand would "rebound" in the future. But the Chrysler Airflow concept shows there's some life in the heritage brand yet.Unveiled at the 2022 CES event, the Chrysler Airflow Concept appears near-production ready, with a feasible crossover SUV shape and fully electric powertrain. However, while Chrysler is using this opportunity to hawk connected features (like OTA updates) and high technology, and the underlying hardware appears likely to hit the road … it won't be for a little while. In the same announcement, Stellantis says its first Chrysler EV won't hit the road until 2025. That vehicle will almost certainly be a production version of this Chrysler Airflow, given its state of development, meaning anyone excited by its appearance will have to wait several years for the opportunity to buy one—while electric crossover rivals like the Nissan Ariya, Hyundai Ioniq 5, Ford Mustang Mach-E, and Toyota bZ4X will have a significant head start.A little late to the party, the Airflow should have the firepower to compete. The concept (and almost certainly the production version) features two 150-kW electric motors, one at each axle. With EVs, 1+1 does not always equal 2 when it comes to total system output, so don't expect a full 400 horsepower from the dual motor setup. But 375? Sure, that seems reasonable, and puts it right between a regular dual-motor Mach-E and its GT performance version.The battery size isn't detailed but Chrysler promises 350-400 miles on a single charge, which would put it on the highest echelon of contemporary EV range figures—although who knows where things will be in three years, when the Airflow is likely to arrive. Only the Lucid Air and Tesla's Model S currently meet or exceed those figures, the former pairing serious aerodynamic engineering with a massive 118-kWh battery. Given the name, Chrysler would be smart to lean heavily into the aerodynamic angle.Speaking of the name, it's an interesting one to revive. The original Chrysler Airflow was an ambitious, streamlined, futuristic … total market flop. Its curved, streamlined front end heralded the future, but the goofy waterfall grille and overall vibe just didn't gel with 1930s car buyers. It's doubtful anyone who isn't in automotive media or history will care, but it's an interesting naming choice.Inside the Airflow, Chrysler crows about the passenger experience, including the STLA SmartCockpit we told you about earlier. Stellantis isn't wrong about a change in emphasis from the raw hardware to the total ownership experience, especially as driver assistance systems become more capable and the relationship between vehicle and driver changes. Speaking of which, Chrysler will include its STLA AutoDrive Level 3 driver assistance system, which should gain capabilities in the future via OTA updates.Back to the future, let's talk about 2028: that's the date by which Chrysler promises a fully electric slate of vehicles. Remember, Chrysler sells just two vehicles to the general public today: the Pacifica and the 300—the Voyager variant of the Pacifica is now fleet-only, and, well, it's basically only a low-spec Pacifica anyway, not a standalone vehicle. The 300 is almost certainly a dead car walking, given that its Dodge platform-mates have been given termination notices; 2024 is the year that the Challenger and Charger will die in, with replacements confirmed … but as what, is unclear. And the impressive Pacifica Hybrid adequately future-proofs the minivan line, for a while.A new EV muscle car for the Dodge brand will be revealed in 2022, and it's not outside the realm of possibility that it'll be heavily related to the Chrysler Airflow. One EV that's comfortable and sleek, another one gruff and outrageous … seems like a healthy two birds, one platform strategy to us. It's been working for Chrysler and Dodge for decades, so it's sound.Whatever Airflow spawns or inspires, Chrysler says it will lead Stellantis itself into a new era that puts electrification at the fore. The Airflow is undoubtedly important for Stellantis in America, where it is now lagging on EVs, but the way it evolves what the Chrysler brand stands for—and the influence it has on the brand's future product—will be incredibly important. The entire industry is at a crossroads, and Airflow is Chrysler's way forward.

ram 2500 Full OverviewThere's trail running, and then there's overlanding. The former portends day trips or weekend jaunts; possibly longer trips with primitive tent camping. The latter conjures extended off-grid adventuring where you may need to be self-sufficient for days weat a time while exploring the wilderness on logging trails, forest-service roads, and the like. American Expedition Vehicles seeks to cover the trail-runners with its Jeep Wrangler/Gladiator and Chevy Colorado offerings while offering overlanders the Ram Heavy Duty pickup-based Prospector and Prospector XL.What Is AEV?Founder Dave Harriton got his start stretching his dad's old TJ Wrangler in Montana, did a few more for some friends, then started American Expedition Vehicles. When the company's builds earned design kudos from Chrysler, it found Detroit-area partners to help step up its engineering game. Before long it was cranking out hits like the Jeep Hemi V-8 conversions that predated the Wrangler 392, as well as the Brute and Brute Double Cab Wrangler pickups that presaged the Gladiator. The AEV-designed, GM-manufactured Chevy Colorado ZR2 Bison Edition is a factory-orderable $5,750 option package that transforms the desert-runner ZR2 into more of a technical rock crawler. In addition to supplying parts for these GM builds, AEV upfits roughly 800 vehicles per year in its Wixom, Michigan, facility, evenly split between Jeeps (Wrangler and Gladiator) and Ram Heavy Duty pickups (2500 and 3500).What Is the AEV Prospector XL?AEV offers two packages applicable to either the Ram 2500 or 3500: Prospector and Prospector XL. Both get toughened AEV bumpers, a 3.0-inch suspension lift, AEV wheels, plus interior and exterior badging and graphics. Tires are the main difference between the two packages. Base Prospectors get 37-inch tires that fit under stock fenders with Mopar flares. XLs get 40-inch tires that require the fender and rear quarter openings to be expanded by about 3.0 inches (XL is 40 in roman numerals). Choose the XL if you're looking for the ultimate rock-climber/mud-bogger; go for the entry Prospector on a 3500 for max payload capacity when fitting heavy overlanding gear like an in-bed camper. That's because AEV de-rates the rear gross-axle-weight rating from 7,000 to 6,390 pounds for the 40-inch tires, but not for the 37s (our 2500's factory RGAWR of 6,000 is unchanged with either tire). XL versions comprise the majority of AEV's Ram business, with roughly a 60/40 split between 2500/3500. They're almost all Cummins diesel-powered except for Power Wagon upfits (some folks just gotta have those diff lockers). The base Prospector package costs $15,987; the Prospector XL costs $20,999.Chassis ModificationsAt the heart of this upfit is AEV's 3.0-inch DualSport suspension, with the "dual" referring to its goal of improving technical off-road prowess with no penalty to the original ride and handling. AEV accomplishes this trick by maintaining the stock springs and the original suspension geometry. To do this, it relocates the various mounting points for the suspension hardware. The front axle, for example, is articulated down and forward, increasing the wheelbase by 1.6 inches. This saves AEV having to custom make longer versions of the 40-some different Ram springs tailored to every different weight class. AEV also fits a hydraulic-assist steering upgrade to help swivel the giant tires. Our XL was upgraded further with optional AEV/Bilstein 8100 external-reservoir shocks ($2,140) designed to keep their cool and resist the fade that comes from boiling the shock fluid in prolonged hard running in a hot desert. And it all rides on a set of AEV 10- x 17-inch black Katla 10 wheels wrapped in 40 x 13 50R17 Cooper Discoverer STT Pro tires.Overlanding GearPerhaps the most vital piece of overlanding kit for self-preservation is a sturdy winch. AEV front bumpers are all designed to accept one, but they cost extra. Our AEV Prospector XL featured a Warn 16.5ti with synthetic rope that rang in at $2,711. Nighttime adventuring requires lighting, so we also had $2,801 worth of auxiliary LED lamps that mount to the $1,700 bumper brush guard, plus a set of rear-bumper LED lights ($594). The bed is fitted with a matching spare wheel and tire on a vertical mount ($1,736) that obscures most of the rear-window visibility and blocks the location where a rearview camera would go. We'd opt for the lay-flat spare option (there's no slinging any spare tire larger than stock underneath). A bed rack with crossbars provides a mounting point for a rooftop tent, axes, Jerry cans, etc. And finally, to fortify the underbody we added hardened differential covers front and rear ($381.50 and $409.50) and a breathable intercooler skidplate ($531.50). This all brings the estimated curb weight to within 1,000 pounds of the truck's gross rating, so some judicious expedition packing is called for (or an upgrade to the 3500). Along with some cosmetic upgrades, total AEV optional equipment came to $19,150.50, bringing the all-in price of our well-equipped Laramie to $119,194.50.How Does the Prospector XL Drive?Having recently spent a year in a stock Ram 2500 Laramie Cummins, the most indelible initial impression is how loud the tires are, the sound and vibration even coming up through the steering wheel in turns. This is followed closely by how high the AEV Prospector XL sits. You'll look down on lifted Super Dutys and across at semi drivers. Getting comfortable with the size takes a few miles; sitting so high off the road dulls your sense of speed. So if your natural pace is 10 mph beyond the speed limit, you may frequently find yourself 15 or 20 over. The taller, heavier tires and added curb weight blunt the acceleration, but it's still plenty strong. The added inertia is also noticeable in braking, where stops take more pedal effort than in our long-term Ram 2500. But sure enough, the ride feels almost identical—maybe smoother, thanks to the additional mass (AEV estimates ours weighs just shy of 4.5 tons). That is, until one of these jumbo donuts hits a single-wheel bump and sends a shudder through the steering and chassis. These mud tires don't grip paved corners like the stock tires, but then the stockers can't claw through mud bogs.Off-Roading the Prospector XLHaving mostly wheeled crossovers and stock Jeeps at our local ORV park, we're used to the toughest obstacles being off limits. Not for this rig! Climb any rock or plunge through any bog by simply relying on the tire-tread lugs and the Cummins torque and inertia to power through. Tough dusty ruts, sandy moguls—it doesn't matter. The Prospector XL tackled every path or obstacle with ease, or at least every path physically wide enough to accommodate it. And with the long wheelbase and gigantic turning circle, you must be cognizant of your escape route should a path prove too narrow. We were also impressed by how sturdy everything felt. The AEV Prospector XL took the harshest impacts in stride, and with no expensive sounding noises.How Do I Get an AEV Prospector XL?If you have a low-mileage current-generation Ram (or Jeep) that's never been wrecked, AEV can upfit it for you, but most builds are ordered new through AEV's online configurator and delivered through one of its 100 dealers. The dealer facilitates getting the stock truck built, shipped to AEV for the upfit, then shipped to the dealer. Upfitting typically takes about a week barring supply issues, and tires have lately been in particularly short supply. Buyers can specify unique paint—like the zinc-chromate green on AEVs four 2019 SEMA builds—but this stretches the build to 30 days and adds $13,687.Is the AEV Prospector XL Worth It?That $119,000 price includes a lot of showy bits we could do without. But the engineering is so stout we felt compelled to gin up an ideal build, starting with a strategically optioned 2500 Tradesman Cummins with Auto Level Rear Air Suspension, the Convenience Group, Uconnect 5 nav, Bed Utility Group, and the aux switches for $64,745. Then we spec'd a Prospector with 37s, the Mopar retractable steps ($2,420—they were included in our Laramie, and you need 'em!), AEV's leather and Cordura seat upgrade ($2,205), the smaller light bar ($1,024) plus the winch, intercooler skidplate, diff covers, and a few doodads for a total upfit cost of $29,196. We'd be out the door for $93,941 with the same suspension in a slightly more livable, goes nearly anywhere package with a bit more payload capacity, a quieter ride, and a slightly lower climb.Looks good! More details?2022 AEV Prospector XL Ram 2500 Laramie Cummins Turbodiesel Specifications BASE PRICE $91,679 LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 6.7L/370-hp/850-lb-ft turbo-diesel direct-injected OHV 24-valve I-6 TRANSMISSION 6-speed auto CURB WEIGHT 9,000 lb (mfr) WHEELBASE 150.6 in L x W x H 238.8 x 89.5 x 83.7 in 0-60 MPH 8.0 sec (MT est) EPA FUEL ECON Not rated ON SALE Now Show All

kia ev6 Full OverviewHey," we said to the MotorTrend test team as it pulled its instruments off the 2022 Kia EV6. "You guys all have something on your face. Something really odd-looking. Goodness gracious, are those … smiles?"Sure enough, the EV6 had elicited that rare sign of positive emotion among our jaded testers, and for much the same reason its platform mate, the Hyundai Ioniq 5, earned that same infrequent accolade. Given free rein from its electronic nannies, it turns out the Kia EV6 likes to go sideways—earlier and even more so than the Hyundai does.Unexpected Results at the Test Track"Wow, I was not expecting this," road test editor Chris Walton said. "Well, I was halfway expecting it because we noticed the rear weight bias [49/51 front/rear]. But I wasn't expecting entry and midcorner oversteer." While the Ioniq 5 showed signs of a willingness to rotate as it careened around the skidpad, the EV6, with its 4-inch-shorter wheelbase, proved to be even friskier than the Hyundai. Walton was so intrigued that he attempted to drift the all-wheel-drive EV6 all the way around the circle, but its front motor kept straightening the car out. "I tried to do the entire skidpad sideways, but I only got about a third of the way around." (The Hyundai, which began to straighten later, drifted through two-thirds.)We noticed the same tail-happy behavior = on our public-road test loop: Push the EV6 hard into a corner, and it leads from the back. Which is not to imply you should avoid following Kia EV6s for fear that one will suddenly spin out in front of you—the EV6 has decent grip, generating 0.89 g on the skidpad before Walton decided to do his pro drifter impersonation. Its stability control system will prevent tail-wagging when fully on and curtail it before it gets out of hand in partial-off mode. Nothing dangerous here—just good old-fashioned unleash-the-teenager-within fun."It's a back-to-basics car, surprisingly," Walton said. "You have to get all the braking done before starting the turn-in. It hates trail-braking. The steering is a little lifeless, but it's very precise and intuitive. It doesn't feel like the heavy car [4,693 pounds on our scales] that it is." The EV6's figure-eight time of 25.9 seconds at 0.71 g further highlighted its dynamic bona fides, a number just 0.2 second behind that of the Hyundai.How Quick Is the 2022 Kia EV6?For our acceleration test, we were curious to see how the EV6 stacks up against both the Ioniq 5 and the Tesla Model Y, the current benchmark by which dual-motor E-crossovers are measured. With 320 hp and 446 lb-ft of torque to motivate itself, the EV6 sprinted to 60 mph in 4.5 seconds, a tenth slower than the slightly lighter Hyundai but with similar acceleration characteristics. Even with traction control off, the test team reported that the EV6's launch was drama-free with no wheelspin. While its acceleration didn't feel quite as dramatic as the 2020 Model Y Dual Motor Long Range we tested at 4.1 seconds to 60, unlike many other EVs, the EV6's power doesn't feel as though it trails off at higher speeds. That said, the quarter-mile came up in 13.3 seconds at 101.2 mph, again a tenth of a second (and 1.5 mph) slower than the Ioniq 5 and almost a second behind the Model Y.Braking performance was a mixed bag. The EV6's best 60-0-mph stop of 117 feet was fine—better than the Hyundai and the Model Y. But our first hard stop elicited a worrying bang accompanied by a very long stopping distance. The second run gave us the 117-foot figure, but on subsequent stops the performance notably deteriorated. Although the Kia felt more stable under panic braking overall than the Hyundai, we felt the pedal should offer more feedback, and we wish the brakes were more robust in general."The brakes definitely won't last long when driving it like a hot hatch," road test analyst Alan Lau said. "Powerful powertrain but not enough stopping power."A Sporty SUV in a Strangely Shaped PackageWhile the EV6's driving characteristics elicited grins, other aspects of this vehicle seemed to elicit an itching in our scalps—yes, this Kia had us scratching our heads. For starters, there's the price. The as-tested MSRP for our top-of-the-range AWD GT-Line model just crested $58K, a long way from the base model's $42,115 starting price. Even after incentives, that seems like a lot of money given the EV6's price and packaging.The packaging itself was another puzzler. Kia advertises the EV6 as an all-electric SUV, yet its limited headroom—thanks to a rakishly low roof combined with a high floor under which the battery pack resides—make it feel like more of a hot station wagon. Even our shorter staffers noted with some alarm how close their noggins were to the EV6's headliner. That, and the EV6's half-pane sunroof effectively turns the back seat into a cave.Some of the ergonomic choices are really baffling, as well, such as the combination stereo and climate controls. We don't mean that they're combined on one panel; rather, a capacitive-touch LCD screen and a pair of dials switch between these two functions—the left-hand dial, for example, serves as either power/volume or driver-side temperature control, depending on which mode the panel is in. Therein lies the trouble: If, when reaching for said dial with the intention of changing the volume, your finger happens to come close to the auto climate touch-pane next to it, the volume stays the same but the temperature changes. Hopefully you weren't planning to turn the volume down in a hurry, because you're now unable to change it (or press it to turn the stereo off) until you press another section of the screen to change the panel back to the stereo controls. This didn't happen to us just once or twice—it happened repeatedly, even after we knew to look out for it. It's hard to imagine Kia coming up with a worse idea short of mounting the horn inside the cabin.Speaking of inappropriate noises, while all EVs are required to have an external noisemaker at low speeds (to warn the sight-impaired of their otherwise-silent approach), the Kia pipes in a droning faux engine note at all speeds, not unlike what Audi does in the E-Tron GT. Except in the E-Tron GT it sounds cool. In the EV6, it just grated on our nerves.Kia EV6 May Not Be a Great SUV, but It's Pretty GreatSo yes, the EV6 has some challenges. Perhaps if Kia marketed the EV6 as a hot hatchback rather than an SUV, we might be a little less baffled. As a sporty electric car, though, we're as pleased as can be with the Kia EV6's test-track results and their real-world implications. We've known for a while now that the speed and smooth power of electric cars can make them a lot of fun to drive, but the Kia's tail-first antics were not the sort of fun we were expecting from an EV—and we call that a very pleasant surprise, indeed. Hey, Kia, how long before we can get a rear-drive version of the EV6 in for testing? Walton's eager to drift it all the way around the skidpad.Looks good! More details?2022 Kia EV6 AWD GT-Line Specifications BASE PRICE $57,115 PRICE AS TESTED $58,105 VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 320 hp TORQUE (SAE NET) 446 lb-ft TRANSMISSION 1-speed automatic CURB WEIGHT (F/R DIST) 4,693 lb (49/51%) WHEELBASE 114.2 in LENGTH x WIDTH x HEIGHT 184.8 x 74.4 x 60.8 in 0-60 MPH 4.5 sec QUARTER MILE 13.3 sec @ 101.2 mph BRAKING, 60-0 MPH 117 ft LATERAL ACCELERATION 0.89 g (avg) MT FIGURE EIGHT 25.9 sec @ 0.71 g (avg) EPA CITY/HWY/COMB FUEL ECON 116/94/105 mpg-e EPA RANGE, COMB 274 mi ON SALE Now Show All