If You Really Want a Space Bentley Bentayga It'll Cost You $71 Million

WHAT THEY ARE: It's getting tough to keep track of which automaker has promised a flood of electric vehicles over the near term, how many EVs each one has pledged, and by exactly when. So, what's Nissan up to? The Japanese carmaker is spending nearly $20 billion to deliver 20 electrified vehicles in the next four years, and it aims for 15 fully electric models (among 23 all-new vehicles for Nissan and Infiniti) by 2030.The automaker recently previewed a smattering of concept vehicles representing potential EVs, including a pickup truck, an SUV-ish thing with van-like sliding doors, and even a two-seat roadster. Each of these carry ephemeral names such as Chill-Out, Hang-Out, and Max Out. We figure the production versions, if indeed these concepts directly preview electric cars and trucks coming in the next few years, will have normal designations—or they might even outright replace various existing Nissan nameplates.WHY THEY MATTER: Nissan's next-generation Leaf might be previewed by the Chill-Out, a small crossover EV that uses the same CMF-EV architecture as the 2023 Ariya SUV. Transitioning the Leaf into a taller, more appealing vehicle than the dumpy hatchback it is today makes so much sense, it'd be shocking if Nissan weren't thinking about it.Far and away the most consequential future Nissan—besides the next-generation Leaf—is the electric pickup truck almost certainly bound for production. It might not look exactly like the Surf-Out concept here, which is a virtually sales-proof two-door regular cab with digital panels front and rear including not only the headlights and taillights but also lots of display space for animations and such.The front panel is also translucent, offering a view from the cabin all the way out the nose. Perhaps the general shapes on this concept will carry over to a four-door, midsize-ish pickup to be sold alongside the Frontier. But no matter what form it takes, the truck is the concept we'd prioritize.PLATFORM AND POWERTRAIN: Other than their cool-vibes names, Nissan's EV concepts showed off novel packaging and fanciful solid-state batteries that, as of today, don't exist in a production vehicle. Nissan is working on the tech, which promises better energy density, lower cost, and quicker charging, but we figure that come 2025, the first round of the automaker's EVs is going to run on conventional lithium-ion tech, as found in the Ariya. That production SUV also is likely to donate its dual-motor drive system to a host of upcoming Nissan EVs.ESTIMATED PRICE: $30,000-$50,000EXPECTED ON-SALE DATE: 2024-2030

Dear Jonny,I was terribly distressed to learn of your recent bout of COVID-19 and your unfortunate but necessary withdrawal from our long-anticipated rendezvous with the 2022 BMW M5 CS, the 2022 Cadillac CT5-V Blackwing, and the 2021 Mercedes-AMG GT63 S.Equally disappointed was your dear friend Reggie Watts, the delightful band leader of The Late Late Show with James Corden and quite the car expert. Much to our relief, our mutual friend Ed Loh was able to make time in his busy schedule to take your place as our third.Still, I recognize what a great letdown this must be for you, so you have my word I'll write often of our experience so that you may find some small comfort in your time of recuperation.Sincerely, Scott2022 BMW M5 CSDear Jonny,I hope my letter finds you well; may the following good news hasten your recovery. Today's activities reminded me of when we were last together with Ed. We had just become acquainted with the greatly anticipated M5 CS but were equally disappointed to learn BMW was unable to equip it with the proper tires. How sad we were the car couldn't perform at its best.It is with much delight that I inform you this wrong has been put right. Finally, BMW has secured a set of the coveted Pirelli P Zero Corsa tires for our evaluation, and the difference is palpable to the skilled driver. No longer does the car seem skittish and struggling to maintain its hold of the road. Its monstrous power and sharp responses now are equaled by its purchase on the asphalt, doing away with the past concern the car would simply overpower the tires' rubber at a critical moment.Curiously, these welcome subjective revelations are not supported by objectivity. Our colleagues in the testing department report the M5 CS is slightly less exceptional in all performance measurements on this gummy tire than on the Michelin tire we last experienced the car with, the one we both agreed wasn't up to the task. As highly as we regard our instrumented findings, surely you agree with Ed, Reggie, and myself that the confidence the operator has in the automobile is paramount. Ed and I, having previously flogged the car with the other tires, are of the same mind: These new tires are the driver's choice.The M5 CS is an imperfect thing in some ways. None among us had kinder words for the front seats than we did the last time we were forced to occupy them. We also remained unenchanted by the needlessly thick steering wheel. Veteran critic Ed found it "fatiguing," and our newly minted judge Reggie agreed: "If I had to do a bunch of runs with that steering wheel, man, my hands would be so tired."Less passionately, we were also disenchanted with the brake pedal response, which we all found soft under initial contact before firming up nicely. As Reggie put it to us, it's "a little light at the beginning of travel, and then it kind of bites down. Once you get used to it, it's fine, but I usually like—from beginning to end—a more firm pedal."As you may suspect, we remain unimpressed with the complexity of the interface required to tailor the car's myriad performance settings. I know you disagree, but having the Cadillac and Mercedes on hand was illustrative of how the system could be simplified without losing its range of customization. It's rare we find cause to advocate for more features to migrate to the touchscreen, but done well it effectively corrals all the buttons necessary to adjust vehicle systems in one intuitive place rather than scattering them across the vehicle's interior.Quibbles aside, we collectively found the M5 CS to be utterly enthralling on a fine mountain byway. The ferocity of its acceleration, the ceaselessness of its grip on the pavement, and the nimbleness of its responses impressed us greatly.Sincerely, Scott2022 Cadillac CT5-V BlackwingDear Jonny,I write in hopes your recovery has progressed since my last letter. I was recently reacquainted with a dear friend of ours who was with us when last we were together with Ed, the CT5-V Blackwing. These many months have been far too long, and we were thankful to have this time together again. It was as if nothing had changed, though the Cadillac did trade its lovely manual transmission for a more fashionable 10-speed automatic.We introduced the Blackwing to our mutual friend Reggie in hopes they would hit it off, but it was not to be. Much as he enjoyed the car's poise and capability, he simply could not reach an accord with the programming of the automatic transmission. In addition to the Cadillac's many adjustable performance parameters, the manufacturer has of late introduced a performance gear-shifting algorithm that attempts to identify a driver's intent and deliver the transmission's most raceworthy calibration. While Ed and I took no issue with it, the program simply did not suit Reggie's driving style, and it frustrated him to no end.The only other manner in which the Blackwing failed to endear us was in its top-end power delivery, an artifact of its pushrod-valved and supercharged engine design. In any normal circumstance, the car's power is intoxicating, but in the company of vehicles with enormous top-end power that never seems to taper off, the Blackwing never felt as powerful as the M5 CS or GT63 S despite having the greatest output of the three.This dichotomy is represented clearly in the measured testing results and undoubtedly attributable to its status as the only rear-driven car present. In choosing not to route power to the forward axle, Cadillac has foregone the performance advantages offered in favor of the vehicle's dynamic character.What a character it is! We have to say this is the best rear-drive sedan ever made. The Blackwing's ability to effectively translate such overwhelming power to just two wheels boggles the mind. The driver can be just about as aggressive with the accelerator as they like while exiting a corner, and the car is able to apply its power almost wholly to acceleration rather than lose some amount to oversteer. It is truly remarkable.Equally impressive is the CT5-V Blackwing's ability to decelerate. We were all in agreement, the stopping power and tactile feedback of the Blackwing's brakes stood head and shoulders above the others'. Even Reggie, who found the Cadillac's transmission so disagreeable, said its brakes were the best in his estimation.We were all similarly infatuated with the car's handling and composure. We deemed it the most capable of absorbing roadway imperfections without disturbing its balance and deeply confidence-inspiring in its movements and reactions. We even found its seats the most comfortable while still providing adequate adjustable lateral support.We must tip our hat to Cadillac for remaining steadfast in its commitment to the powerful rear-drive sedan, not as an anachronism but as a statement. We applaud the firm not only for standing on principle but also for putting in the elbow grease necessary to bring this concept to its fullest potential in the Blackwing.Sincerely, Scott2021 Mercedes-AMG GT63 SDear Jonny,I am optimistic this letter will see you soon reaching the end of your convalescence. I find occasion to write again after bumping into an old acquaintance, the GT63 S. It was The Before Times when last we met, and I remember thinking the AMG a skilled operator with a cold and detached personality. My memory served me well, as it has not changed its demeanor over the intervening years. Nor could it have recently, as Mercedes opted not to produce any for the 2022 model year.Ed and Reggie agree. "It's sporty, but weirdly I didn't really want to drive it fast," Reggie said. "I drove it quickly, but not fast. This car's a really refined, badass tank that has power and can definitely corner, but it feels to me more luxurious than it does sporty."Indeed, the instrumented results show it's either as capable as the BMW or nearly there in every metric. It is a truly quick car with stupendous brakes and delightful cornering prowess, but it makes no emotional connection with the driver. It's a shame, really. A car this capable ought to have no issue being enthralling.Not just dispassionate, it hides its speed, as well. Each of us recounted at least one moment of arriving at a corner far more quickly than anticipated, the lack of feedback disguising the vehicle's true velocity. Thankfully, we found the brakes excellent, though they couldn't top the feel of the Blackwing's pedal.Otherwise, the GT63 S is a fine piece of work. The interior is really quite an accomplishment, finely crafted in rich leather and sturdy stitching. True, the on-screen interface remains cumbersome and overly layered, but the new row of shortcut buttons is welcome. If only they weren't capacitive, and the same goes for the steering wheel controls.The other issue meriting a mention is the dismal rear window. The car's massive hatch is certainly accommodating to cargo, but the necessary reinforcements encroach on the glass area. This would be a minor annoyance if not for the fixed rear wing, which bisects the window, further reducing visibility.Although the GT63 S' flaws are few in number, the aloofness considerably dampened our enthusiasm for the car—especially considering its notably higher price.Sincerely, ScottA Final CorrespondenceDear Jonny,I hope this last letter sees you fully recovered. I had a wonderful conversation with Ed and Reggie regarding our comparison and thought I should share our conclusions.Between the M5 CS, CT5-V Blackwing, and GT63 S, we all shared a preference for the BMW. The power of its performance, the gracefulness of its handling, and the passion it showed us left us each in its thrall. It was a unanimous decision: The M5 CS is the greatest sport sedan in the land.Our thoughts were less in lockstep regarding the other two. Ed and I were impressed by the poise and precision of the Blackwing, especially considering its two-wheel-drive chassis. Reggie, however, was still so frustrated by the transmission he ranked the Cadillac third.We were similarly divided by the GT63 S. Here, Reggie found its style and demeanor appealing enough, but Ed and I remained unmoved. We struggled to find connection with the car despite our best efforts.Sincerely, Scott3rd Place: 2021 Mercedes-AMG GT63SProsCrazy quickIncredible InteriorLeast ostentatious ConsNo personalitySquishy brake pedalObnoxious touch-sensitive buttonsVerdict: Crazy capable but still unable to connect with the driver on an emotional level. 2nd Place: 2022 Cadillac CT5-V BlackwingProsPuts the power downExcellent brakesMost comfortable seats ConsSlowest despite being the most powerfulPerformance shift algorithm is wonkyDoesn't feel as fast as it isVerdict: The best rear-drive performance sedan ever made. 1st Place: 2022 BMW M5 CSProsWickedly fastEndless gripShockingly nimble ConsUncomfortable seatsToo many buttons for performance setupChunky steering wheelVerdict: At BMW, "CS" now means what just "M" used to—the M5 CS is the performance division at its greatest.  2022 BMW M5 CS Specifications 2022 Cadillac CT5-V Blackwing Specifications 2021 Mercedes-AMG GT63 S 4Matic+ Specifications DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, RWD Front-engine, AWD ENGINE TYPE Twin-turbo direct-injected DOHC 32-valve 90-degree V-8, alum block/heads Supercharged direct-injected OHV 16-valve 90-degree V-8, alum block/heads Twin-turbo direct-injected DOHC 32-valve 90-degree V-8, alum block/heads DISPLACEMENT 4,395 cc/268.2 cu in 6,162 cc/376 cu in 3,982 cc/243 cu in COMPRESSION RATIO 10.0:1 10.0:1 8.6:1 POWER (SAE NET) 627 hp @ 6,000 rpm 668 hp @ 6,500 rpm 630 hp @ 5,500 rpm TORQUE (SAE NET) 553 lb-ft @ 1,800 rpm 659 lb-ft @ 3,600 rpm 664 lb-ft @ 2,500 rpm REDLINE 7,000 rpm 6,500 rpm 7,000 rpm WEIGHT TO POWER 6.5 lb/hp 6.4 lb/hp 7.4 lb/hp TRANSMISSION 8-speed automatic 10-speed automatic 9-speed automatic AXLE/FINAL-DRIVE RATIO 3.15:1/2.02:1 2.85:1/1.82:1 3.27:1/1.99:1 SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar STEERING RATIO 14.3:1 11.6-15.5:1 14.4:1 TURNS LOCK-TO-LOCK 2.3 2.2 1.6 BRAKES, F; R 15.8-in vented, drilled, carbon-ceramic disc; 15.0-in vented, drilled, carbon-ceramic disc 15.7-in vented cast-iron disc; 14.7-in vented cast-iron disc 15.8-in vented, drilled, 2-pc carbon-ceramic disc; 14.2-in vented, drilled, 2-pc carbon-ceramic disc, ABS WHEELS, F;R 9.5 x 20-in; 10.5 x 20-in forged aluminum 10.0 x 19-in; 11.0 x 19-in forged aluminum 10.0 x 21-in; 11.5 x 21-in, forged aluminum TIRES, F;R 275/35R20 102Y; 285/35R20 104Y Pirelli P Zero Corsa (star) 275/35R19 100Y; 305/30R19 102Y Michelin Pilot Sport 4S 275/35R21 103Y; 315/30R21 105Y Michelin Pilot Sport Cup 2 M01 DIMENSIONS WHEELBASE 117.4 in 116.0 in 116.2 in TRACK, F/R 64.0/62.8 in 63.3/62.3 in 65.7/65.2 in LENGTH x WIDTH x HEIGHT 196.4 x 74.9 x 57.8 in 194.9 x 74.1 x 56.5 in 199.2 x 76.9 x 57.0 in TURNING CIRCLE 41.4 ft 42.6 ft 41.3 ft CURB WEIGHT (DIST F/R) 4,104 lb (56/44%) 4,253 lb (54/46%) 4,637 lb (54/46%) SEATING CAPACITY 4 5 4 HEADROOM, F/R 40.7/38.5 in 39.0/36.3 in 40.8/38.2 in LEGROOM, F/R 41.4/36.5 in 42.4/37.0 in NA/28.6 in in SHOULDER ROOM, F/R 58.7/55.9 in 56.7/55.7 in 57.7/57.2 in CARGO VOLUME 14.0 cu ft 11.9 cu ft 13.0 cu ft ACCELERATION TO MPH 0-30 1.1 sec 1.6 sec 1.0 sec 0-40 1.6 2.2 1.5 0-50 2.2 2.9 2.1 0-60 2.9 3.7 2.9 0-70 3.7 4.5 3.7 0-80 4.5 5.4 4.7 0-90 5.5 6.5 5.8 0-100 6.7 7.6 7.1 0-100-0 10.5 11.6 11.0 PASSING, 45-65 MPH 1.4 1.5 1.5 QUARTER MILE 10.9 sec @ 127.9 mph 11.6 sec @ 124.9 mph 11.1 sec @ 124.6 mph BRAKING, 60-0 MPH 101 ft 100 ft 103 ft LATERAL ACCELERATION 1.07 g (avg) 1.01 g (avg) 1.05 g (avg) MT FIGURE EIGHT 23.3 sec @ 0.88 g (avg) 23.8 sec @ 0.85 g (avg) 23.3 sec @ 0.88 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,600 rpm 1,400 rpm CONSUMER INFO BASE PRICE $143,995 $90,390 $163,950 PRICE AS TESTED $148,995 $110,635 $199,910 AIRBAGS 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee 7: Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 6 yrs/70,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited miles 6 yrs/70,000 miles 4 yrs/50,000 miles FUEL CAPACITY 20.1 gal 17.4 gal 17.4 gal EPA CITY/HWY/COMB ECON 15/21/17 mpg 13/22/16 mpg 16/21/18 mpg EPA RANGE, COMB 342 miles 272 miles 380 miles RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium ON SALE Now Now Sold out Show All

Like it or not, it was hard to miss the 2023 Acura Integra Prototype that debuted last year in its Yellow Pearl paint job. That prototype is now going into production—and being revealed soon in salable form— though it might not get that striking yellow color as an option immediately, according to alleged leaked details on the IntegraTalk forums.Details gathered from screenshots of a dealer ordering guide—if accurate—may reveal the upcoming Integra's trim and specifications ahead of orders opening later this week, on March 10. Here's what the forum-leaked order guide shows:The 2023 Integra will come in base, A-Spec, and A-Spec Tech trim levels, with a continuously variable automatic transmission (CVT) listed as standard and a six-speed manual option only listed as available for the top-of-the-line A-Spec Tech trim, according to the screenshots. It doesn't appear that the company's available 10-speed automatic transmission will be an option on launch, either.The CVT is here because in all likelihood it's the very same transmission utilized in the mechanically related Honda Civic. It's even paired with the Honda's same 1.5-liter turbocharged I-4 engine. Power figures for the new Integra have yet to be announced, but we anticipate an output of at least around 200 horsepower, meaning the Acura will use the the 200-ish hp version of the 1.5-liter turbo four used by the sportier Civic Si.The forum posts also offer a look at the upcoming Integra's paint options, and sadly there doesn't appear to be any yellow option (yet), despite the Integra prototype debuting in a bright yellow color. The paint options that are listed include Platinum White, Lunar Silver, Performance Red, Liquid Carbon, Majestic Black, and Apex Blue.We may just be looking at partial information and there could be more options at launch, or it's plausible that Acura is holding back the yellow for an upcoming Integra Type S model that surely will follow the regular-grade version. The company recently trademarked the name and has been Type S'ing numerous nameplates in its lineup, including the TLX sedan, MDX SUV, and NSX supercar.If this order guide is accurate, you can't quite order the car that Acura debuted in prototype guise last year. You can order something close, in another color. Oh, and you will also have to upgrade to the highest available trim level if do not want the CVT.That may not be what Acura fans had hoped for—a second coming of the brands' premium sport compact formula distinct from a regular Honda—but at the end of the day, there's still a new turbocharged, manual-transmission Integra just around the corner that isn't a crossover or an EV. Maybe that's something. We'll be able to confirm full details on the Integra's available options when ordering begins March 10.