Koenigsegg's New EV Power Pack: 670 HP, Less Than 200 Pounds

ford bronco Full OverviewProsDune-bashing, mud-splashing, rock-crawling funShockingly good road mannersUnfazed by potholes and frost heaves ConsHalf-ton weight gainCould have had a V-8Slow steering makes for busy handsFrom the driver's seat of the 2022 Ford Bronco Raptor, a pond looks like a puddle, a boulder field looks like a gravel road, and a Mitsubishi Mirage looks like a speed bump. This $70,095 off-road colossus—it's 85.7 inches wide and has 37-inch-tall tires—bounds across the gnarliest terrain and towers over traffic with an air of invincibility that shrinks everything in its path. Objects in the windshield are larger than they appear when you're riding this high, literally and metaphorically.It doesn't take long for this Raptor's immense capability to go to your head. In the same way that the best Porsches make drivers into heroes, the Bronco Raptor turns the person behind the wheel into a villain—reckless, all powerful, above the law. Driving a Bronco Raptor means fighting an incessant urge to straight-line every roundabout. You'll fantasize about blasting by gridlock traffic on the shoulder and turning every open space you pass into an off-road park.Roads? Where We're Going, We Don't Need RoadsTo keep those anti-social and imprisonable impulses at bay, it's important to regularly exercise the baddest Bronco in its natural habitat, which happens to be wherever civilization isn't. Ford has built the Raptor brand around high-speed desert-running antics, and the Bronco abides with big-barrel Fox Racing dampers calming the suspension as it strokes through up to 13 inches of travel in the front and 14 in the rear. Electronically adjustable valving adapts to whatever happens to be pummeling the suspension at any given moment, while internal bypasses cushion the biggest hits.Translation: The harder and faster you drive, the less the Bronco Raptor is fazed by the terrain. In its signature Baja mode, this SUV combines sports-car reflexes with the compliance of a bounce house. The 10-speed automatic cracks off up- and downshifts with perfect timing and the BF Goodrich All-Terrain T/A KO2 tires find traction where there is none, all while bombing over terrain that would fold a Honda in half.This Bronco isn't a one-trick pony, though. It will just as eagerly and expertly pick its way through a boulder-strewn ravine with the 360-degree camera system putting your spotter out of a job. It can wade into a waist-deep swamp and negotiate a mud-slicked trail (as long as those washtub fenders fit between the trees). There's a dizzying amount of adjustability in the Raptor's four exhaust modes, three steering settings, four damper calibrations, locking front and rear differentials, front anti-roll-bar disconnect, and the transfer case that offers rear-wheel drive, high-range four-wheel drive, or low-range four-wheel drive. Trying to tune all that via buttons on the steering wheel, atop the dash, and on the center console proves tedious, but Ford has smartly included shortcuts to several useful combinations via the preset GOAT modes (Normal, Off-Road, Rock Crawl, Baja, Sport, Tow/Haul, Slippery) and a customizable MyMode.Those Road Manners Aren't Shabby, EitherThe Bronco Raptor's 0.67 g of lateral grip and 160-foot 60-mph stopping distance are atrocious by any objective measure of on-road performance, but those numbers bury the subjective excellence of how this truck steers, handles, and rides when it returns to the civilized, asphalt world. Thanks to the impossibly wide stance, the body doesn't roll in corners so much as it squats over the outside wheels, creating a surprising sense of stability.The heavy hiking boots pound the pavement and send tremors into the body at city speeds, but just as it does off road, the Raptor becomes supple—even graceful—the faster you go. On the highway, it floats over expansion joints and potholes, making it the perfect vehicle for traversing our pre-apocalyptic infrastructure in comfort and without fear of damaging a tire.At 3.2 turns lock-to-lock, the steering feels slow when you're sliding the Raptor sideways on dirt or hustling down a tight two-lane. Nevertheless, the steering wheel would be at home in a Mazda Miata, both for the way its sculpted rim fits your hands and its exacting precision.How Quick Is the Ford Bronco Raptor?If there's a weak spot in the Raptor's game, it's the engine. The twin-turbo 3.0-liter V-6 raises output by 103 horsepower and 30 lb-ft of torque compared to the 2.7-liter unit available on lesser Broncos. Yet you wouldn't guess it's packing 418 horsepower from the driver's seat or looking at the numbers. That's because this leviathan weighs 5,778 pounds, or nearly 1,000 more than the V-6-powered Bronco Outer Banks we tested last year. The Raptor hides that weight well in cornering, but it's palpable under acceleration.The Raptor covered 0-60 mph in 6.3 seconds and cleared the quarter mile in 14.9 seconds in MotorTrend testing, both just 0.3 second quicker than the Outer Banks model. That's significantly slower than we originally predicted and worse than what the Raptor's weight-to-power ratio suggests it should be capable of. That also places it two whole seconds behind its chief rival, the 470-hp Jeep Wrangler Rubicon 392. Yet no matter what we tried at the track, the Raptor returned consistently sluggish runs.The engine also fails to deliver on this truck's nickname, "Braptor." It never so much as blips, blats, rips, snorts, burbles, chortles, barks, or braps. The adjustable exhaust is performative theater, merely amplifying the engine's thrum at part-throttle and low rpm. At full throttle in any mode, the V-6 sounds too flat, too muffled, and too high-pitched for a truck this rowdy.The SUV That Conquers AllIn a motoring world overrun with Wranglers and 4Runners, the Bronco Raptor still stands out as one of a kind. With its appetite for high-speed hooning, its composure on paved roads, and its ability to tackle any type of terrain, it's as close as you'll come to finding a truck that will drive anywhere and over anything. Try to resist the urge.Looks good! More details?2022 Ford Bronco Raptor Specifications BASE PRICE $70,095 PRICE AS TESTED $78,750 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door SUV ENGINE 3.0L Twin-turbo direct-injected DOHC 24-valve 60-degree V-6 POWER (SAE NET) 418 hp @ 5,750 rpm TORQUE (SAE NET) 440 lb-ft @ 2,750 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 5,778 lb (55/45%) WHEELBASE 116.5 in LENGTH x WIDTH x HEIGHT 191.0 x 85.7 x 77.8 in 0-60 MPH 6.3 sec QUARTER MILE 14.9 sec @ 91.0 mph BRAKING, 60-0 MPH 160 ft LATERAL ACCELERATION 0.67 g (avg) EPA CITY/HWY/COMB FUEL ECON 15/16/15 mpg EPA RANGE, COMB 318 miles ON SALE Now Show All

The 2023 Chevrolet Colorado is a brand-new midsize pickup truck. If you're thinking, "well, that's obvious," you're right. But we do point it out because, when Chevy resurrected the previously compact Colorado as a midsize truck for 2015, it introduced a not-quite-as-new rig, a modified version of a truck it had been selling for years in global markets such as Thailand and Brazil.Alas, with a Silverado-derived frame, American-market-specific powertrains and cabin appointments, the Colorado was hardly some cobbled-together beast. The outgoing pickup is one of the best midsize pickups out there—to be accurate, it is the best, despite its age. Snatching an existing truck from Thailand proved to be such a savvy move that Ford basically did the same thing when it brought back the once-compact Ranger from the dead as a larger midsize truck—and Colorado competitor—for 2019. Given how the old Colorado was in some ways already several years old when it landed stateside eight years ago, the 2023 Colorado's ground-up newness, therefore, is one of its biggest standout features.New Is as New DoesJust looking at the new Colorado, the styling clearly benefited from this redesign. Where the old Colorado was soft-edged and fairly generic-looking, in keeping with the more budget-conscious global model, the new truck adopts a bold, assertive new look that positively screams "America, truck yeah!"Chevy moved the front axle forward, lengthening the wheelbase 3.1 inches in the process and shortening the front overhang. The net effect is a longer, more horizontal hood and improved approach angles for the nose, a boon off-road. The designers capitalized on this blocky new shape with a Silverado-like mug with slim headlights and bold inserts that give the impression of a full-width, full-height grille yawning from the bumper to the hood. (Also like on the Silverado, that mug is slightly different on nearly every trim level.) Along the body sides, there is a deeper channel cut into the door skins, which help visually puff out the squared-off fender bulges front and rear.Another big change? The previous-generation Colorado's entry-level extended-cab body style was pitched in the dustbin. You can now only purchase the Colorado as a four-door crew cab with a short bed (5-foot, 2-inch bed). Chevy says this move simplifies things on its manufacturing end, but primarily gets in line with the configuration that attracted the most buyer interest on the last Colorado. One Little Engine that CanAlso simplifying the lineup is the 2023 Colorado's move to a single engine choice. A 2.7-liter turbo I-4 engine replaces the old Colorado's entry-level 2.5-liter I-4 (which was limited to base Work Truck models anyway), 3.6-liter V-6, and 2.8-liter turbodiesel I-4 options. This engine isn't entirely new; it was introduced a few years ago on the larger Silverado 1500, and strategy-wise, it is comparable to the Ford Ranger's single, lineup-wide 2.3-liter turbo I-4 engine.Unlike the Ranger's four-cylinder, the Colorado's is available in three states of tune, offering up at least some choice. Entry-level Colorado Work Truck and LT models make 237 hp and 259 lb-ft of torque. Optional on those Colorados and standard on the Z71 and Trail Boss models is a 310-hp, 390-lb-ft version. And limited to the range-topping Colorado ZR2 (which we've covered in depth here), the ultimate off-road iteration of the new truck, is a 310-hp, 430-lb-ft 2.7-liter I-4. Chevy says that, for the most part, the power differences are achieved via tuning of the computers, though the lowest-output version has some minor hardware differences. Every Colorado mates its 2.7-liter I-4 to an updated eight-speed automatic transmission.Fuel economy estimates for the new engine are forthcoming, but the power story—both compared to the old Colorado and its primary competitors—is interesting. With 310 hp in top guise, the Colorado is the most powerful midsize pickup you can buy. Granted, the old V-6 held the same title (in both the Colorado and its GMC-badged twin, the Canyon), with 308 hp; the now-discontinued diesel engine produced a mighty 369 lb-ft of torque, but that figure's easily eclipsed by the midrange 2.7-liter I-4. Even the new base models generate nearly as much torque than the old V-6, albeit at a higher rpm (5,600 vs. 4,000). The higher-output 2.7s deliver their peak torque at just 3,000 rpm.The 2.7-liter turbo is a truck engine through and through, having been designed from the outset for duty in the full-size Silverado (and playing an unusual secondary role in the Cadillac CT4-V). In the smaller, lighter Colorado, it should prove quite burly. It also includes standard cylinder deactivation, which can shut down two cylinders under light loads. Yep, that means this'll be the only (temporarily) two-cylinder midsize pickup you can buy.Five Grades, Mostly Off-RoadEven though the Colorado comes in Work Truck, LT, Z71, new-to-Colorado Trail Boss, and hardcore ZR2 guises, all five models share key standard features, including a new (sharp-looking) 11.3-inch touchscreen with wireless Apple CarPlay and Android Auto, an 8.0-inch fully digital gauge cluster, eight bed tie downs, and a segment-exclusive electronic parking brake. Chevy says the base Work Truck and mid-grade off-road Trailboss models share a more "rugged aesthetic that is ready for work and play" inside, which we take to mean more basic, abuse-resistant, and plastickier cabin materials. The LT swaps in silver trim, plusher accents, and a leather-wrapped steering wheel, while the Z71 gets a "sportier ambiance" with black and red accents and a mix of cloth and vinyl on the seats.Again, like the newly bold exterior, the Colorado's interior goes from uninspired to competitive, with a brash, full-width dashboard panel and its round outboard air vents giving us plenty of Camaro feels. The new touchscreen perches in the middle, tombstone-style, but close to the steering wheel for what looks like a comfortable reach. There are more upmarket details throughout, though most examples—the stitching on the dashboard and padded panels around the center console—are limited to the higher trim levels. And like the Camaro, the central air vents are buried low on the dash; that pays off for the ergonomics of the climate controls, which nestle up under the touchscreen, but is probably not great for airflow above chest height for front-seat occupants. A drive mode selector lives on the left of the console on models so equipped (mostly the off-road models), pushing the shifter to the right.Other differences between the models are clearer from the outside. The Work Truck gets an all-black-plastic face like the larger Silverado WT, 17-inch steel wheels, and that's pretty much it. LT models distinguish themselves with more streetable 17-inch wheels and tires, more body color elements on the front end, and more chrome. Finally, there are the trio of off-road versions, ranging from the relatively tame Z71 to the Trail Boss (which gets a 2.0-inch suspension lift and burlier tires) to the ZR2 (which sits 3.0 inches higher than WT/LT/Z71 models and has a wider track). The grille and bumper treatments get wilder the closer to the ZR2 you get, with the ZR2 out-crazying the rest of the lineup with flared fenders, meaty bumpers, and even an available bed-mounted roll bar with lights and beadlock-capable wheels via a special-edition Desert Boss package.Off-road equipment varies from optional four-wheel-drive on the WT and LT to a standard limited-slip rear differential (standard on Z71 and Trail Boss) to power-locking front and rear diffs on the ZR2, which also once again rides on Multimatic DSSV spool-valve, frequency selective dampers. Those fancy shocks passively take the edge off the worst terrain with valving that slows faster inputs and handles slower amplitudes more softly. The net result is better wheel control over washboard surfaces and more controlled bump stop events. Ground clearance tops out at an outstanding 10.7 inches for the ZR2, with the Trail Boss standing 9.5 inches off the deck and the other Colorados perched at 7.9 to 8.9 inches.If you're thinking Chevy's inclusion of three off-road models and switch to more aggro styling and the single crew-cab bodystyle signals an intent to chase after adventurous types with the new Colorado, you're right. The automaker also hopes the new truck bed's available 110-volt household outlet, motorcycle-tire indents in the forward bed wall, and newly available in-tailgate storage will appeal to weekend warrior types. That tailgate storage, in particular, carries whiffs of the Honda Ridgeline's in-bed "trunk," an underfloor, watertight cubby with a drain that doubles as a cooler. The Colorado's lockable, weathertight hollow tailgate is less useful, probably, but at 45 inches wide and 4 inches deep can still probably be stuffed with ice and some cold snacks.If Chevy can keep the current truck's decent road manners and roomy interior in place while improving things with the new 2.7-liter engine and expanded off-road offerings, consider the 2023 Colorado a ringing success. But it'll have stiff competition: Ford is on the cusp of launching its also-all-new 2023 Ranger, and Toyota's sales-leader Tacoma is about to be redesigned, as well. We'll see how the new Colorado shakes out when it goes on sale midway through 2023.2023 Chevrolet Colorado Specifications BASE PRICE $28,000-$50,000 (est)  LAYOUT Front-engine, RWD or 4WD, 5-pass, 4-door truck ENGINE 2.7L/237-310-hp /259-430-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed auto CURB WEIGHT 4,750-5,300 lb (mfr) WHEELBASE 131.4 in L x W x H 213.0-213.2 x 84.4 x 78.8-81.9 in 0-60 MPH 7.0-7.5 sec (MT est)  EPA CITY/HWY/COMB FUEL ECON TBD  EPA RANGE, COMB TBD miles ON SALE Spring 2023 Show All

toyota tundra Full OverviewToyota has been making hybrids for well over 20 years, but the all-new 2022 Toyota Tundra's i-Force Max hybrid powertrain is something new, at least for Toyota. While Toyota's other hybrids (most notably the Prius) use a parallel system (where a gasoline engine and two electric motor-generators connect to a planetary gearset transmission), the i-Force Max—which will also serve as the sole powertrain for the upcoming 2023 Sequoia—is a series system, sandwiching a 48-hp electric motor between a 3.4-liter twin-turbo V-6 and a traditional 10-speed automatic transmission.Toyota: Pickups Need Their Own Hybrid SystemWhy the change? According to Toyota, one limitation of the parallel approach is that it cannot deliver continuous maximum torque to the ground because the engine must always route some of its power to a motor-generator that is not directly connected to the wheels. The series system allows both gasoline engine and electric motor to dump 100 percent of their available torque into the driveline simultaneously, and torque is what pickup trucks need. A clutch between the gasoline engine and the electric motor allows the Tundra hybrid to move on battery power alone, but it does so only at slow speeds and light throttle application.Total system output for the i-Force Max is 437 horsepower and 583 lb-ft of torque, an increase of 48 horses and 104 lb-ft over the non-hybrid Tundra. EPA fuel economy estimates aren't finalized, but Toyota's tests show an increase of 2 mpg in both city and combined cycles, with highway mpg unchanged. Raw numbers: 20/24/22 mpg city/highway/combined for the 4x2 hybrid, 19/22/21 for the 4x4 hybrid, and 19/21/20 for the 4x4 TRD Pro model. Unfortunately for Toyota, those numbers trail the hybrid version of the Ford F-150; the F-150 PowerBoost boasts 25- and 23-mpg combined estimates for 4x2 and 4x4 models, respectively.Speaking of the Ford F-150 PowerBoost, Tundra shoppers hoping for a mobile power station like Ford's ProPower system are out of luck. Hybrid Tundras have the same 120-volt, 400-watt outlets as non-hybrid versions, but nothing like Ford's optional 240-volt, 7,200-watt system. Toyota said it didn't think it was something customers were clamoring for. There is no way it missed the news stories about Texans using F-150s to heat their homes during last winter's freeze-induced power outage, a situation with a possible repeat one year later as a winter storm descends on the state this week. Toyota is based in Texas, and some of its employees surely experienced last year's winterpocalypse first hand. Let's hope the power grid holds up this time.Tundra i-Force Max Hybrid: Impressive RefinementWe sampled various Tundra hybrid models, and what impressed us most was the i-Force Max's refinement. Keep in mind what a massive change this is for Toyota: The engineers effectively turned their backs on two decades of parallel hybrid development and did something completely new, yet the i-Force Max system is every bit as smooth and seamless as any other Toyota hybrid.Under very light throttle, we occasionally noticed a slight bump as the clutch between the engine and motor closed. Decoupling is seamless; like most hybrids, the Tundra shuts its gas engine off early as you coast to a stop, and the only indication we had that the engine had dropped out was the hybrid chiming—a sound many electrified vehicles play to alert the sight-impaired of their silent approach. Speaking of sound, the hybrid Tundra uses the same piped-in engine soundtrack as the gas truck, boosting our impression that this is one of the most non-hybrid-like hybrids we've driven. Someone who wasn't clued in might well think they were driving a Tundra with a conventional V-8.Toyota's engineers told us their goal for the hybrid system was to create a diesel-like torque curve with strong low-end power. The electric- and turbo-boost gauges—Toyota didn't fit the Tundra with a traditional power flow gauge, which is too bad—shows that the i-Force Max's electric motor primarily works at low speeds and low rpm, filling in the gap between the driver hitting the accelerator and the turbos building boost. The motor also helps out under sudden full-throttle demands—goosing the accelerator to pass, for example—providing a jolt of juice until the turbos spin up. The motor's job is effectively to eliminate turbo lag, which isn't much of an issue in the Tundra to begin with, and once the turbochargers are doing their thing, the electric motor stays mostly dormant. Because the motor is positioned ahead of the transmission, i-Force Max fills in torque dips while the transmission shifts, but Toyota's 10-speed snaps to attention nicely, and it's certainly smoother than the Ford hybrid's 10-speed.Hybrid Delivers What We Expected When Towing, But Not Off-RoadingWe towed a 4,500-pound Airstream travel trailer with a hybrid Tundra, and the electric boost allowed us to move off smartly—a notable change from the non-hybrid Tundra, which needs a lot of revs to get a trailer into motion. Hybrid-equipped Tundras tow slightly more than their non-hybrid counterparts, with tow capacity ranging from 10,340 pounds for the 4x4 Capstone to 11,450 for the Limited 4x2 model with a crew cab and short bed. However, the towing champ in the Tundra lineup is still the lightweight non-hybrid SR5 model, which can pull up to 12,000 pounds.We took a Tundra TRD Pro (it's exclusively a hybrid) on a fairly challenging off-road course and were surprised at how little the hybrid powertrain came into play. Our cross-country trip in the Rivian R1T and our time with the Jeep Wrangler 4xe has made us fans of electric off-roading, but when we shifted the transfer case of the Tundra TRD Pro to 4-Low range, the gas engine started and stayed running for the length of the trail, and we were unable to detect the hybrid system offering assistance as we crawled through the dirt and mud. We asked Toyota's engineers why there's no silent electric off-roading option, and they cited the clutch between the engine and motor. Connecting and disconnecting the engine and motor would cause a jerk, the antitheses of the smooth throttle modulation that off-roading requires. They assured us the motor can help out if you open the accelerator climbing a grade or crossing a bog.The Tundra i-Force Hybrid LineupToyota is offering the i-Force Max hybrid powertrain as standard for the TRD Pro and new top-of-the-line Capstone models. It's optional in the Limited, Platinum, and 1794 Edition trims, but not the basic SR and SR5. All Tundra hybrids have crew cabs—the battery lives under the rear seat—but buyers can choose from 5.5-foot-bed, short-wheelbase or 6.5-foot-bed, long-wheelbase variations. The price premium for the i-Force Max hybrid is $3,400 in all models, so the range spans from $53,995 for the short-box 4x2 Limited to $66,115 for the long-box 4x4 1794 Edition. The hybrid-only TRD Pro lists for $68,500, while the Capstone goes for $75,225; both are available exclusively as four-wheel-drive, short-wheelbase, short-bed models.Speaking of the Tundra Capstone, we got our first drive in this high-zoot competitor to the Ford F-150 Limited, Chevrolet Silverado High Country, GMC Sierra Denali, and Ram 1500 Limited. What sets the Capstone apart from other Tundras? Outside, it gets extra chrome for the grille (at first glance, it isn't all that easy to distinguish from the Platinum and 1794 models) and big, shiny 22-inch wheels, along with Capstone lettering on the door. Inside you'll find two-tone black-and-white leather of the same type used in the Lexus LS, open-pore wood, ambient lighting, and a high level of standard equipment—every available feature in the Tundra comes standard except for towing mirrors, adaptive air suspension, air springs, and a head-up display, which are optional.Although we like the idea of a high-end Tundra, we have to wonder whether any of the Capstone designers has ever owned a pickup truck. The two-tone interior looks beautiful, and the soft leather on the steering wheel feels great under our palms. But white leather on the armrests, steering wheel, and dashboard? On a pickup? Someone didn't think that one through, unless Toyota plans to add a built-in sink to wash your hands after hooking up a trailer or loading the bed with fill dirt. And those 22-inch wheels might look nice, but they take the Tundra's lumpy ride, which already deteriorates quickly on bad pavement, and make it even worse. (And yes, we tried the adjustable suspension's Comfort and Sport modes; we think they should be labeled "uncomfortable" and "just a smidgeon more uncomfortable. ") A $75,000 truck with a dirt-magnet interior and a dreadful ride? We'll take a pass.But the rest of the hybrid lineup? Yes, we like it. Much as Toyota might want us to believe otherwise, an electrified pickup like the Tundra i-Force Max is a world away from a true electric pickup like our Truck of the Year-winning Rivian R1T, the Chevrolet Silverado EV, the Ford F-150 Lightning, or the GMC Hummer EV. But a well-built, refined truck that uses less fuel and does a better job at towing and hauling—and one that imposes no penalty from its drivers save a slightly higher price? That seems like a sensible proposition to us.Looks good! More details?2022 Toyota Tundra i-Force Max Hybrid Specifications BASE PRICE $53,995-$75,225 LAYOUT Front-engine, RWD/4WD, 5-pass, 4-door truck ENGINE 3.4L/389-hp/479-lb-ft twin-turbo port- and direct-injected DOHC 24-valve V-6, plus 48-hp/184-lb-ft electric motor; 437 hp/583 lb-ft comb TRANSMISSION 10-speed auto CURB WEIGHT 5,700-6,200 lb (mfr) WHEELBASE 145.7-157.7 in L x W x H 233.6-245.6 x 80.2-81.6 x 77.5-78.0 in 0-60 MPH 5.8-6.3 sec (MT est) EPA FUEL ECON 19-20/21-24/20-22 mpg (est) EPA RANGE, COMB 644-708 miles ON SALE Spring 2022 Show All