Best Driver’s Car is Dead. Long Live MatoCar’s Performance Vehicle of the Year
Best Driver's Car has become MotorTrend's Performance Vehicle of the Year. There are two key positives we netted by changing our annual high-performance hullaballoo to a MotorTrend Of The Year program. First, the number of cars competing increases substantially. With Best Driver's Car we were hamstrung by logistics—BDC was a traveling road show, after all—and could only ever evaluate a maximum of 12 vehicles. Year One of Performance Vehicle of the Year saw a field of 22 contenders and finalists, and if not for the pandemic, the semiconductor chip shortage, and general supply chain woes, the number would have been greater. Second, the amount of time our judges get with each car increases by orders of magnitude, especially on the track. We did lose the amazing contributions of our friend and professional race car driver Randy Pobst, as well as his WeatherTech Raceway Laguna Seca lap times, but these changes allow us to deliver to you a better story with a better verdict.
We began the inaugural MotorTrend PVOTY at Hyundai's desert proving ground in California City, California. Our test team arrived a week early to get numbers (curb weights, 0-60 and quarter-mile times, 60-0 braking distances, and figure-eight and skidpad figures) from every contender. Our test team members remain our unsung heroes, but to give you an idea of what they do, they fling each car around our figure-eight course at least five times. If the team isn't happy about the performance, three cooldown laps occur before another five hard laps. Plus, with some vehicles rolling on R-compound tires, you need to heat up the rubber before your laps, so there's even more driving. Best-case scenario with 22 cars is more than 200 laps, and please see Murphy's Law for the odds of best cases ever working out. Our photo team arrived with the test team and shot roughly 1,000 images—per vehicle!
Next, the official judges arrived at Hyundai and proceeded to conduct walkarounds of every vehicle to make sure everyone was up to speed about what they faced. Few on staff had driven many of the contenders, and certainly no one had driven them all. Only one judge had previously driven the Lamborghini Huracán STO. We had the Volkswagen Golf R and Toyobaru twins at our Car of the Year event, but not everyone present at PVOTY attended this year's COTY.
What's in a walkaround? Well, for example, I was tasked with explaining the BMW XB7 Alpina to the rest of the judges. I broke down why it's in the contest (it's a 612-hp SUV) and what vehicles it competes with in reality. I pointed out its engine's unique tune, the hidden shift buttons, and the Alpina-spec 23-inch Pirelli P Zero tires—"Cool Features," as we term it on our internal template, that you wouldn't necessarily figure out while flinging cars around a proving ground.
We then drive quite a bit, and for the next two days we had free rein of Hyundai's awesome facility. We used the high-speed, 6-mile oval to evaluate ride quality—how does a car feel cruising at 120 mph for three minutes? The judges also had access to the figure-eight and skidpad, as well as the special surfaces area (split mu, potholes, Botts' dots, broken pavement, and the like). The bulk of our evaluations took place on Hyundai's winding road course, which, let's face it, is what you want out of a performance vehicle test. The winding layout isn't quite a true racetrack, but it's not not a racetrack, either. Wink, wink.
After every judge drove every vehicle, we all sat down to cull the herd from 22 contenders to a certain number of finalists, though we had no set number in mind. The finalists would go on to the canyon and track portions of our test. This, of course, proved very straightforward and easy. Kidding! What's the line from A Christmas Story? "In the heat of battle my father wove a tapestry of obscenity that, as far as we know, is still hanging in space over Lake Michigan." Yeah, well, if you ever find yourself in the Mojave Desert, don't look up.
There were many fearsome battles. The one that stands out most prominently concerned the BMW M5 CS. Because of supply chain issues, BMW was unable to deliver us a car with the proper tires equipped (the ones the CS was developed around). Even though some of us couldn't comprehend the M5 CS getting cut, well, cut it was. That's democracy for you, and we wound up with nine finalists. Also, #M5CSwasrobbed.
The next leg of PVOTY activities began with a bang, as deputy editor Alexander Stoklosa managed to battle a bear (a bear!) with the Mercedes-AMG GT Black Series on the way to our meeting point atop Angeles Crest Highway, just north of Los Angeles. Fortunately, it was a small bear, a glancing blow, and only an aerodynamic canard was knocked from the car. With the help of the California Highway Patrol, we ran each car on a 12-mile loop from our basecamp above the twin tunnels down to the Mount Waterman Ski Lifts and back.
We quickly began to realize the difference between the smooth, wide-open proving ground laps and the reality of keeping a vehicle in a single lane over quite beaten-up tarmac. Some vehicles, like the Hyundai Veloster N, gained favor in our collective estimation. Others, like the AMG, lost points, figuratively speaking. We had an inkling we'd discover things like this, based on the years of running our other OTY programs in this same manner. It was nice to be proven correct.
Our next and final stop was the Streets of Willow, the smaller, curvier track at Willow Springs International Raceway. Monster vehicles like the three in our Big Wing Gang (Mercedes-AMG GT Black Series, Porsche 911 GT3, Lamborghini Huracán STO) would be a bit restricted on this shorter course. The other side of that coin was that vehicles like Toyota's GR86 and the Veloster N would be lost at sea on Willow's big track. Moreover, we elected to run Streets backward, for two reasons. First was safety, specifically because the infamous high-speed downhill kink is taken out of the equation. With each judge running five laps per car and nine finalists, that's 45 hot laps per judge, 315 laps total. That's a lot of opportunities for something to go wrong. Second, if you've ever driven Streets backward, you know it's more fun.
As we discovered the day before on ACH, opinions about the vehicles changed based on the environment. A couple of the darlings of ACH quickly lost some appeal as they suffered horrible brake fade on the racetrack. We're looking at you, Hyundai and Toyota. On the other hand, the Cadillac CT4-V Blackwing and CT5-V Blackwing drew massive praise and huzzahs over their world-class, repeatable stopping prowess. Then there was the case of the AMG, which was collectively deemed "too much" for the street but did better on the track. However, there were two vehicles that sang and danced wonderfully in all three locations. After a surprisingly mellow debate, and by a 5-to-2 margin of victory, we had the inaugural 2022 MotorTrend Performance Vehicle of the Year winner.
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Whether we're talking features per dollar, calories burned per hour, or hours played per video game, enthusiasts of all kinds search for solutions that extract the most out of what we put in. That applies to EVs, too.Range is not the end-all be-all when it comes to EV bragging rights. Even an eight-ton abomination with the aerodynamics of a townhouse could reach 500 miles of range if it was fitted with an impractically heavy and expensive high-capacity battery. Instead, we want to praise the EVs that travel the farthest per gallon of gasoline equivalent (33.7 kWh).
ProsEngine apparently runs on TanneriteBalanced chassisStupid quick ConsToo many drive mode settings for someAWD adds some heftThat faceThere are two places where you'll probably never catch a glimpse of the new BMW M3's garish front end: from its driver's seat and, anyone sharing the road with one, from another car. Why? Because it'll take some fairly exotic machinery to keep up with, let alone pass, the BMW M3 Competition.Even when the M3 is coming at you, it'll streak by so fast, those big ol' vertical nostrils will seemingly blur into wider shapes that recall BMW's kidney grilles of yore. Whatever your thoughts about it, BMW did ensure the M3's sniffing schnoz shovels a ton of air into the engine bay, where its fierce 3.0-liter twin-turbo inline-six lies.BMW says the engine produces 503 hp and 479 lb-ft of torque. But man, it seems like there's no way this I-6 punches below 600 hp. Equipped with BMW's available xDrive all-wheel drive, the M3 Competition we tested shoots to 60 mph in 3 seconds flat. The quarter mile is dispatched in 11.1 seconds at 124.7 mph. That's Porsche and performance electric vehicle territory.The 630-hp Lamborghini Huracán STO bests it by just two tenths to 60 (2.8 seconds); the advantage of the 720-hp Mercedes-AMG GT Black Series is even slimmer—just 0.1 second. How can we reconcile that the M3, despite loading each of its horsepower with 7.8 pounds, somehow keeps up with those supercars, which carry 5.1-5.4 pounds per hp? We can't. BMW historically has underrated its beefier engines, but this is egregious.As features editor Christian Seabaugh summed things up, "It's just hilariously unhinged." There exists a drive mode where power is only sent to the rear axle, with predictable results. But you needn't activate the RWD setting for lurid oversteer. Forget chucking the M3 into a corner; you can just as easily induce drifts by pressing harder on the gas with the steering wheel turned. BMW's xDrive seamlessly sends so much engine torque to the rear wheels that you'd swear the car is rear drive.Speaking of, compared to the rear-drive M3 Comp he'd driven previously, senior features editor Jonny Lieberman bemoaned the heft, which he swore he could feel the M3's AWD gear added to the front axle. Indeed, some judges found it was often necessary to briefly lift off the gas or dab the brakes to get the M3's mass to transfer to the front for optimal turn-in, especially on the Streets of Willow Springs—a behavior Lieberman insisted was the result of the hundred or so extra pounds the AWD M3 Competition carries up front. But without a rear-drive M3 Comp on hand for comparison, most didn't find it disqualifying.More noticeable are the personality shifts from the previous M3 to this one. Gone is the sensation that the M3 tries to pummel the earth into submission with its overly firm suspension and heavy controls. In its place is a pleasant new delicacy to its dynamics. The suspension seems to have more travel and compliance, the body is allowed to roll and pitch slightly rather than remaining stiffly dead-level at all times, and even in the sportiest modes its steering is almost light.This smidge of movement lends the M3 a more natural feel, and you can easily detect where you are in its grip envelope by dint of the body lean. Our shoulders like the transition to the less weighty steering, which, along with the suspension's newly up-on-its-toes feel, gives the M3 Competition a furtiveness to its responses that's nearly Alfa Romeo-like.This harmonic lightness let several editors settle into a satisfying, fast-paced flow. On the Angeles Crest portion of our evaluation, where the M3 changed several judges' minds, Lieberman was able to keep pace with features editor Scott Evans driving the Mercedes-AMG GT Black Series. Of the two, only Evans could spot the M3's awful nose—in his mirrors—as it bore down on his 720-hp über-sled. Alexander Stoklosa 2022 BMW M3 Competition (xDrive) Specifications Base Price/As tested $77,895/$108,545 Power (SAE net) 503 hp @ 6,250 rpm Torque (SAE net) 479 lb-ft @ 2,750 rpm Accel, 0-60 mph 3.0 sec Quarter-mile 11.1 sec @ 124.7 mph Braking, 60-0 mph 105 ft Lateral Acceleration 1.03 g (avg) MT Figure Eight 23.3 sec @ 0.89 g (avg) EPA City/Hwy/Comb 16/22/18 mpg Vehicle Layout Front-engine, AWD, 5-pass, 4-door sedan Engine, Transmission 3.0L Turbo direct-injected DOHC 24-valve I-6, 8-speed automatic Curb Weight (F/R DIST) 3,899 lb (54/46%) Wheelbase 112.5 in Length x Width x Height 189.1 x 74.3 x 56.4 in On Sale Now Show All
genesis g90 Full OverviewA relative newcomer, Genesis has been staking its claim in the luxury arena with bold designs and fresh takes on traditional segments. The South Korean automaker—it's the luxury arm of Hyundai—launched its first nameplate with the full-size G90 in 2017 and impressed us right out of the gate, winning a comparison test on the strength of its well-appointed cabin and high-tech features.Since then, Genesis has fleshed out its lineup with a stable of sedans and crossovers. The G70 sport sedan won our 2019 Car of the Year, and the GV70 compact SUV took home our Golden Calipers as the 2022 SUV of the Year. Sales have reflected the brand's overall excellence, as well; Genesis managed to move nearly 50,000 units in 2021—more than double its previous best and more than a third as many as Cadillac despite that brand's century-plus head start. The G90, however, had merely been face-lifted since it arrived. It remained a strong value in terms of features and comfort but lacked the stateliness of newer versions of long-running nameplates.Now, the 2023 Genesis G90 is all-new and ready to challenge the full-size luxury sedan establishment once more, boasting a fresh exterior design, gorgeous interior, and new mild hybrid drivetrain.A Striking SedanWe were intrigued by the 2023 G90 as soon as the first images of the new luxury sedan emerged online. Genesis calls its design language "athletic elegance," which is apparent in its mixture of organic and straight lines. Additionally, Genesis uses a two-line graphic for the LED headlights and twin taillight bars to give the G90 instantly recognizable front and rear visages; we particularly like how the lighting elements flow into the wheel wells and reappear just ahead of each front door.The signature "crest grille" mimics the shape of the shield at the center of the Genesis logo, a motif also reflected in the shape of the exhaust finishers. Both the grille and available 21-inch wheels make use of a layered design, with tiers of texture for additional nuance and depth. The result is a vastly more elegant car than the outgoing model, with the style and presence necessary to sit at the top of the Genesis lineup.First-Class CabinThe improvements extend to the G90's interior, which both looks and feels the part of a contemporary luxury flagship. High-quality leathers, metals, and other trim materials are on display, while exposed plastics are few and far between. Twin 12.3-inch displays include a fully digital instrument cluster that's configurable to a variety of styles, as well as a main infotainment display with gorgeous graphics and quick responses to inputs. However, scrolling through the horizontally aligned thumbnails can get frustrating if a menu item happens to be at the end of the list. Otherwise, the interior layout is very user friendly for the driver.Unfortunately, buyers who only drive their G90 won't experience one of its finest points, the incredible back seat. Like other executive sedans from the long-benchmarked German and Japanese brands, Genesis generously equips its second row. Features include heated, massaging, and ventilated seats; the best spot in the entire car is the passenger-side rear seat, which can be fully reclined and offers a motorized leg rest. The front passenger seat folds away, as well, to open enough space for most adults to stretch out and wiggle the tips of their toes. Button-activated power soft-closing front and rear doors add to the overall feeling of opulence.G90 variants equipped with this feature also receive a Chauffeur mode, which alters suspension damping for maximum comfort for rear passengers. When we arrived in Miami, Genesis sent a driver in a G90 to pick us up from the airport. With all the rear shades up to block out the hot Florida sun, the ventilated seats activated, and a massage cranking away, this felt like a serious upgrade from flying coach. All these features can be controlled via a display on the rear middle armrest. This small screen is easy to navigate and is positioned next to a large volume knob. Genesis told us its home market in South Korea will take advantage of this setup at a much higher rate than U.S. consumers will, as even wealthy Americans tend to drive their own cars.First Drive ImpressionsSince most American owners will find themselves in the driver's seat, the G90's road manners really matter. Fortunately, Genesis offers two powerful drivetrain options that provide ample grunt to haul around this large sedan and its occupants. The base engine is Genesis' familiar 3.5-liter twin-turbo V-6 producing 375 hp and 391 lb-ft of torque. The top-spec car that we drove makes use of an upgraded version of that powerplant. Genesis equips the most powerful drivetrain option with an electric supercharger powered by a 48-volt mild hybrid system. Total output increases to 409 hp and 405 lb-ft of torque, with the torque curve improving dramatically because the electrically driven supercharger doesn't need to be spun by the engine itself. In fact, its battery is recharged via brake-based regeneration.On the road, this engine is responsive yet relaxed. The unstressed nature of the drivetrain lends itself to an overwhelmingly calm driving experience. Shifts are smooth and fade into the background as the eight-speed automatic transmission, standard for both engines, shuffles through gears. All-wheel drive is standard on all G90s, as well. If you end up in a hurry, the big sedan feels brisk from a standstill. There's no sporty character whatsoever, but that speaks to the focus Genesis had in making this sedan feel as luxurious as possible. That's evident in the unobtrusive engine stop/start feature, as well. However, even when the V-6 is actively idling, it's nearly imperceptible; the engine turns at just 500 rpm when the G90 is stationary.On our top-trim test car, adaptive air suspension with adjustable ride height gives the G90 a cushy feel over most road surfaces. When the pavement gets gnarly, the electronically controlled multilink system does a great job of blunting the impact of bumps or ruts. The steering is numb, as one might expect from a car like this, but it's accurate and rear-wheel steering provides uncanny nimbleness in parking lots.Highway stability was excellent, too, and the G90 simply crushed miles of Florida's arrow-straight highways. Sport mode firms everything up, most notably adding heft to the steering, but had little effect on the way the G90 comported itself. Ultimately we preferred Comfort mode for the majority of our test drive, because of course.We did find a couple roads and as many freeway ramps as possible with enough curves to get a sense of the G90's handling. Its body, which is said to be 12 percent more rigid than the outgoing G90's, felt well-controlled as we slithered through the bends. Even with the car softened in Chauffeur mode, our rear passenger reported feeling totally at ease during brisk runs onto the highway outside of Miami Beach. It's truly impressive the progress made to this flagship in just one generation.High-Tech AppointmentsThe G90 comes equipped with the latest versions of almost all of Genesis' technology. Genesis partnered with Apple and Samsung to allow drivers to use their phones as a remote key. Seven ultra-wideband sensors allow the car to detect a mobile device as one approaches the G90, triggering the greeting procedure that includes a light show and extending door handles. A total of four digital keys can be active at one time, and the vehicle's owner can share keys with friends and family on demand with the Genesis Connected Services app. This same software allows the G90 to perform functions like flashing its lights, honking its horn, and starting or stopping the engine, as well. For this test drive, Genesis sent us a digital key via text message. We added it to our Apple Wallet and had no issues using it to lock, unlock, and start the car throughout the day. Two traditional key fobs are included with every G90, but it was surprisingly easy to get used to simply using your phone instead.Genesis equips all versions of the G90 with a Bang & Olufsen sound system. Base models receive a 15-speaker setup, while top-trim versions have a premium 23-speaker arrangement. One of the car's party tricks is a configurable soundscape that uses seven microphones in the cabin to help emulate large and small spaces, such s Boston Symphony Hall or a living room.A plethora of safety features are also included with every G90. Genesis equips the latest versions of its highway driving assist semi-autonomous technology, hands-on detection warning, advanced rear occupant alert, forward collision avoidance assist, reverse collision avoidance assist, and remote smart parking assist on the entire range.Buyers may miss a few features they expect on a pricey luxury sedan, though. Genesis's Face Connect facial recognition, which is available on the GV60 electric crossover, is not being offered on the 2023 G90. Wireless CarPlay and Android Auto are absent, as well. When pressed, a representative from Genesis said this was done because the wired versions of these phone connectivity systems are so much more responsive and stable than their cord-free alternatives, but we think it should be up to the buyer to choose how they connect their device to the car. Wireless charging, on the other hand, is available in both the front and second rows. Otherwise, the G90 is as tech laden as flagship vehicles come, especially as over-the-air updates are standard for all G90 models and included for the entire lifetime of the car, even as it passes to new owners.Should I Buy a Genesis G90?Historically, the G90 was something of a value play within the full-size luxury sedan segment. It offered impressive materials and comfort at a far lower price than the competition. That's changed some with this new generation. The 2022 G90 started at $74,950; the base 2023 G90 3.5T AWD starts at $89,495. The version we drove, which Genesis calls the G90 3.5T E-SC AWD, starts at $99,795. As equipped, our car stickered at $100,370, factoring in the $575 metallic Saville Silver paint. Matte paint colors add $1,500.That pricing puts the G90 above the 2022 BMW 740i, which starts at $87,795, as well as the 2022 Lexus LS500, which starts at $77,175. The Mercedes-Benz S-Class starts at $112,150, however, which still makes a fully loaded G90 a deal in comparison.Although the Genesis G90 doesn't exhibit better, more engaging driving dynamics than most of its rivals, the South Korean luxury automaker's hyperfocus on luxury and interior appointments make this sedan stand out in its segment, and it's leaps and bounds ahead of the first-generation model in terms of refinement, opulence, and—most crucially—presence. With incredible attention paid to the smallest details, Genesis just may have another winner on its hands.Looks good! More details?2023 Genesis G90 AWD Specifications BASE PRICE $89,495-$99,795 LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINES 3.5L/375-hp/391-lb-ft twin-turbo DOHC 24-valve V-6; 3.5L/409-hp /405-lb-ft twin-turbo and electrically supercharged DOHC 24-valve V-6 TRANSMISSION 8-speed auto CURB WEIGHT 4,850-5,200 lb (mfr) WHEELBASE 125.2 in L x W x H 207.7 x 76.0 x 58.7 in 0-60 MPH 5.0-5.3 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 17-18/24-26/20-21 mpg EPA RANGE, COMB 386-405 miles ON SALE August 2022 Show All
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