Future Cars: 2024 Hyundai Ioniq 7 Is the Electric Three-Row SUV

We'll keep this brief, given how extensively we've covered the new 2023 Honda Civic Type R's gestation over the past two years or so. From watching it lap Suzuka to watching it lap the Nürburgring to, well, just watching the same camouflaged prototypes again and again and again, we have a good idea about the basic contours of the 11th-generation-Civic-based Type R. At long last, we now know when we'll see the rest of the hot hatchback's details—and, you know, its uncovered body: July 20.Just days after announcing that date, Honda's Japanese factory museum and showcase website (Honda Ayoma) included an image of the new Type R uncovered among its listed vehicles on display. The image was posted to the Civic11forum before it was pulled from Honda's site, and depicts a Championship White (our guess) 2023 Civic Type R in all its naked glory. Given what we've seen already—mainly those swirly-camouflage-covered Type R prototypes—the new R's look isn't all that surprising save for its relative conservatism. Unlike the last-gen car, which sported a riot of vents, slats, and other racy addenda on top of the already riotously styled regular Civic hatchback, this new one takes after the much cleaner 11th-gen Civic hatch and Civic Si sedan, both of which wear clean, understated looks. Of course, the Type R suitably amps up the regular Civic with a bulging hood and front fenders, a bigger lower intake, and that big ol' wing on the liftgate.Honda's official announcement had helpfully provided our until-now only peek at the 2023 Civic Type R without any camouflage on it. That darkened photo (we tried lightening it more, to no avail) is below.While full information surely will drop on the 20th—just over one week away—we'll give you some of what to expect from this updated monster: It'll likely continue to be front-wheel drive, and powered by a version of the same turbo 2.0-liter I-4 as the outgoing model. Look for more than 300 hp, a six-speed manual transmission, Brembo brakes, huge tires, a wild wing, and even snappier dynamics than the already sharp-handling last-gen version. Now, with that, let's hope there are no more teasers (or leaks) from here on out.

Welcome to MotorTrend's inaugural Performance Vehicle of the Year (PVOTY) competition. A quick history: We've awarded our Car of the Year title since 1949. In 1978, we added Truck of the Year and then SUV of the Year in 1999. Alongside Person of the Year, these have been our automotive Of The Year awards for decades. Until now.Why, and why now? It's instructive to look back at MotorTrend's old Import Car of the Year. First awarded in 1970, the idea of ICOTY was to finally acknowledge an indisputable truth: Cars from auto manufacturers outside of America were here to stay and should be celebrated, at least for a while.We awarded ICOTY alongside COTY until 1999, when my predecessors decided to fold the former back into the latter because shifts in automotive manufacturing and global economics challenged the notion of what constitutes foreign and domestic vehicle production. What is a car's country of origin if the engine is made in Brazil, the body panels are stamped in Canada, the transmission and wiring harness are produced in Mexico, and final assembly occurs in Michigan? Or if multiple factories around the world assemble the same vehicle? Our editorial forebears ultimately decided none of this matters and that the inherent goodness of the car, the breakthrough experience it delivers, and how history would view it were much more important.They read the room and made the right call, which is what we are doing here with our focus on performance. I submit to you the following:We live in a golden automotive age. Thirteen years ago, we reported the horsepower wars were over. We were wrong. To twitch an eyebrow these days, you need at least 500 hp, if not four figures for tongues to really start wagging. This inflation is not just limited to hyper-expensive exotic cars. For $37,000, you can buy a Ford Mustang GT with 460 ponies. Need more vroom? Try the 505-hp Alfa Romeo Stelvio. Or if you need to move a couch, in a hurry, up a sand dune? The 702-hp Ram 1500 TRX has you covered.These power and torque increases, along with all the fancy systems that allow their delivery, have resulted in a golden age of performance, as well. Those who monitor lap records at the vaunted Nürburgring Nordschleife know what I'm talking about. It used to be that a stock production car lapping the iconic German test track in less than 8 minutes joined an exclusive club. Now, a hot hatch like the Honda Civic Type R is quicker than that, and we see Porsches, Mercedes-AMGs, and Lamborghinis running in the 6:40 (or quicker) bracket. Our own testing bears this out; in the past two years, we've seen our 0-60 record fall twice—first to less than 3.0 seconds and then to almost less than 2.0. This is bonkers.Megawatt advances in automotive tech are responsible for a lot of this golden-era shine. While one of the highest-horsepower production cars is still a 16-cylinder, quad-turbo, gas-burning Bugatti Chiron Super Sport, you can order our electrifying 2022 Car of the Year Lucid Air with up to 1,111 hp, or a Tesla Model S with 1,020 hp. On the truck side, the Hummer EV pickup is also available with 1,000 hp, and our 2022 Truck of the Year, the Rivian R1T, comes standard with 835 hp. Oh, and the two vehicles that broke our 0-60 record? Electric all-stars from Porsche and Tesla.As we continue to cover the evolution of the automobile and the automotive industry, we believe our electrified future is inevitable, so we're going to walk a second, parallel path with all the existing, mostly gas-burning vehicles we know and love.Internal combustion technology has never seen higher outputs, greater efficiency, or more thrills per cubic inch than right now. But as more carmakers trumpet about going all in on EVs, we receive quietly distributed notices about their final run of internal combustion engines, starting with the burliest V-10s and V-8s. Exiting right alongside: manual transmissions.We know some of you mourn the coming loss of dropping the clutch, mashing the gas, and ripping your right hand through six or seven gears. You loudly curse this transition; we hear you and understand. Every year, for more than a decade, we sent dozens of staffers on the road for two weeks, testing and driving the world's top sports cars in search of the Best Driver's Car. But that BDC program has run its course; PVOTY is Version 2.0, built upon the belief it's possible to be excited for the future, embracing all the broken barriers to come, while celebrating the end of an era. That is what we set out to do with our Performance Vehicle of the Year. We're applying our decades of experience and rigorous, industry-leading Of The Year framework to the realm of performance machines, whatever body style they happen to come in.Time is short. The world is changing. So let's round up the stickiest-tired whoop machines—whether gas- or electron-powered—and smoke 'em while we got 'em (and can still drive 'em). Please enjoy our first MotorTrend Performance Vehicle of Year competition.

mazda mazda3 Full OverviewAspiration toward a higher plane of luxury and refinement is a near-universal notion. Plenty of us Yanks would call it the American dream, but the idea is far from exclusive to those living in the States. Mazda has been working at it for years.The Japanese automaker has been known for decades as the sportier alternative to similarly priced Hondas and Toyotas (insert the well-worn "zoom-zoom" tagline here), but it's been striving toward a different brand identity as of late. Based on its product strategy over the past five years and having developed a rear-drive hybrid inline-six platform for the next Mazda 6 and a pair of new SUVs, it's obvious Mazda is working to go upscale along the lines of Lexus or Acura.But what of its current lineup? With the optional turbocharged engine, AWD, and the Premium Plus package, our 2022 Mazda 3 test vehicle rang in at a steep for the segment $34,115—more than $10K richer than a base Honda Civic and within three grand of a BMW 228i Gran Coupe. So the question becomes, is a loaded Mazda 3 a proper luxury alternative, or a cheap compact with a handful of extra features?Test Figures and Driving ImpressionsOne thing's for sure, this particular Mazda 3 isn't your basic front-drive compact sedan with a wheezy four-cylinder. Its optional 2.5-liter turbo inline-four develops 227 hp (or 250 hp on premium fuel) and 310 lb-ft of torque; both numbers are the highest you'll find in the compact segment this side of a Civic Type R or a Subaru WRX.Here are the numbers: 0-60 mph in 6.4 seconds and the quarter mile in 14.8 seconds at 94.6 mph. For context, when we tested an AWD Mazda 3 with the standard naturally aspirated four-pot kicking out 186 hp and 186 lb-ft, it reached 60 mph in 8.1 seconds and took 16.2 seconds to run the quarter. (By comparison, our long-term BMW 228i Gran Coupe took 6.0 seconds to hit 60 mph.) Braking from 60 to 0 mph was slightly better in the Mazda 3 turbo car, too, taking 120 feet and 122 feet, respectively, to get to a full stop. That's quite a bit off the stopping power of the new Honda Civic Si, however, which hauls to 0 mph in just 110 feet.On the road, this top-spec Mazda 3 delivers a driving experience that's more refined and mature than you'd expect of this class of vehicle. The turbo-four's plentiful torque provides a good shove any time you explore the latter half of the throttle's pedal travel, plus the earlier peak torque disguises the aging six-speed automatic tranny's lack of cogs compared to some of its peers. Additionally, noise, vibration, and harshness levels from the powertrain are better than some entry-level luxury cars.The steering is weighty and accurate, even providing a bit of feel. This is one area where Mazda's sporting history shines through. Ride quality is firmer than a more relaxed compact like the Hyundai Elantra, but that pays off in the 3's superb body control and stable handling. The platform feels rock-solid through corners and is happy to keep up when you get excited on a twisty two-lane. We had a chance to drive in snow and ice, too; the AWD system shuffled torque fore and aft to keep the little Mazda pointed straight and the driver unworried. The traction control system severely limits power, but you can turn it off and have a bit of fun when you do.All that said, Mazda's driver assist system isn't programmed to be nearly as supportive as those from Honda, Hyundai, Kia, or Toyota. Lane centering hardly ever engages, and the adaptive cruise control occasionally exhibits unnatural braking behavior. If you want something that minimizes fatigue on the highway with modern active safety features, the Mazda 3 isn't it.Design ExcellenceThe Mazda 3 easily looks like the most expensive vehicle in the compact segment, with a dash-to-axle spacing that disguises its FWD underpinnings better than competitors like the Mercedes-Benz CLA-Class and BMW 2 Series Gran Coupe. Its LED head- and taillights are distinctively premium, and the way the turn signals blink on strong and slowly fade looks like it's straight off an Audi.Inside, the 2022 Mazda 3's interior layout is minimalist without feeling cheap, and there are no finicky touch buttons; you get expensive-feeling knobs for climate control and volume, which is a huge plus. This is what elegance and class can feel like in a relatively inexpensive vehicle. Materials and build quality feel top notch, too, and the ergonomics are excellent other than the cupholders, which aren't ideal for taller drinks.Some staffers experienced issues with the infotainment system (it can take a few too many steps to find basic functions like a radio tuner), but in many ways it comes off as a better-executed version of an older BMW iDrive system. Mazda's use of a rotary infotainment controller rather than a touchscreen allows the standard 8.8-inch infotainment display to be mounted high on the dash, which means drivers can keep their peripheral vision on the road while selecting a podcast or adding a gas station to their navigation route.That's not to say the interior isn't missing a few features given its nearly $35,000 price point. Even fully loaded, the Mazda 3 lacks cooled seats, wireless Apple CarPlay or Android Auto, rear climate control vents, and a wireless charging pad—all of which are available in lower-priced competitors. It's also worth noting that the Mazda's rear seat is the tightest in the segment. Six-footers will be brushing their noggins on the headliner, and sharp impacts aren't going to be easy on the spine.Is the Mazda 3 Turbo a Good Car?The turbocharged and loaded-up 2022 Mazda 3 isn't a vehicle for everyone. Its back seat is exceedingly small and poorly equipped, the driver-assist tech is way behind those of the competition, and some folks won't vibe with the infotainment system's occasionally convoluted layout. There are competitors with more features, too. But would we take it over an entry-level luxury sedan like the BMW 2 Series Gran Coupe? In a heartbeat.Looks good! More details? 2022 Mazda 3 Sedan AWD Turbo Specifications BASE PRICE $31,565 PRICE AS TESTED $34,115 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 2.5L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 227 hp @ 5,000 rpm* TORQUE (SAE NET) 310 lb-ft @ 2,000 rpm TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 3,376 lb (62/38%) WHEELBASE 107.3 in LENGTH x WIDTH x HEIGHT 183.5 x 70.7 x 56.9 in 0-60 MPH 6.4 sec QUARTER MILE 14.8 sec @ 94.6 mph BRAKING, 60-0 MPH 120 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 26.6 sec @ 0.67 g (avg) EPA CITY/HWY/COMB FUEL ECON 23/32/27 mpg EPA RANGE, COMB 343 miles ON SALE Now *250 hp on 93-octane fuel Show All