Mazda CX-60 Plug-In Hybrid Will Send 300+ HP (!) to Its Rear Wheels

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.

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

ProsNear limitless gripQuicker-than-you-can-think responsesBiblical brakes ConsConfusing drive modesNo performance auto-shifting modeNeeds a bigger shift lightIt's not often a car comes along where the only thing you can find to complain about are the names, functions, and number of drive modes, but here we are. The 2021 Lamborghini Huracán STO is so insanely good to drive, we're left with the nittiest nits to pick."You look at the STO and its wings 'n' things," deputy editor Alex Stoklosa said, "then consider that it's shoving a V-10's worth of power to only the rear wheels, and you assume it'll be hairier than a barbershop floor. Not at all. There is so much grip front and rear, and the chassis is so balanced, that it drives nothing like it looks. There is no evil here. Sure, the Lambo hustles in ways most cars don't or can't, but it simply has no vices while furiously raging."You could call it a complaint for lack of others, but the amount of time some judges felt they needed to fully understand the car's limits was a bit longer than usual, simply because the limits are so high you need a telescope to see them. Once you truly understand what it's capable of, though, you never want to stop driving it. On the street, on the track, it doesn't matter.Credit the brilliant blending of adaptive magnetorheological shock absorbers, rear steering, racing brakes, and Bridgestone Potenza Race tires for the STO's direct connection to your brain's pleasure center. The front end changes direction quicker than you can think it while the rear stays behind you no matter the speed unless you very deliberately kick it out. When you do, the car breaks away beautifully, allowing you to ride that slip into the perfect amount of rotation.Mostly, though, it just goes. The damn near race-spec V-10 delivers a perfect progressive powerband that never wallops the rear tires with more torque than they can handle (which is, admittedly, a lot), so you can stand on the throttle leaving every corner, and the STO will grab and go. Get to the next turn, and the brakes require only gentle but deliberate pressure to stop the car like you just grabbed the No. 3 wire on an aircraft carrier's deck.Not just a one-lap pony, the Huracán STO will do it over and over, every corner, every lap, all day long. It's so rewarding and fulfilling to drive, you never want to stop. You can't automatically say these things about every mid-engine supercar with 600-plus hp.About those nits. Some judges found the drive modes confusing, assuming the STO mode would be the most aggressive since it shares the car's name. ("STO" stands for Super Trofeo Omologato, meaning this is the road version of the Huracán Super Trofeo track-only race car.) But STO is actually the "around town" mode, and many felt it was way too docile. Corsa is the mode you want to be in, but keep in mind it's the full race mode with manual-only shifting and reduced stability control. Several judges found themselves wishing for an intermediate mode with lighter steering than Corsa and far more aggressive automatic shifting. But alas, the only other mode is Pioggia, the wet weather mode.Since we're whining, an actual shift light instead of the graphics in the digital instrument cluster would be nice. The engine just revs forever, right until it suddenly doesn't, so you need the upshift indication in Corsa.But again, all you really need to know about how ridiculously awesome this car is to drive is that we can't find anything better to complain about. The Huracán STO is an apex predator at its apex, fully bestowing the thrill of the hunt to anyone who slips behind the wheel.2021 Lamborghini Huracán STO Specifications Base Price/As tested $333,633/$442,033 Power (SAE net) 630 hp @ 8,000 rpm Torque (SAE net) 417 lb-ft @ 6,500 rpm Accel, 0-60 mph 2.8 sec Quarter-mile 10.7 sec @ 132.3 mph Braking, 60-0 mph 95 ft Lateral Acceleration 1.16 g (avg) MT Figure Eight 22.3 sec @ 0.99 g (avg) EPA City/Hwy/Comb 13/18/15 mpg Vehicle Layout Mid-engine, RWD, 2-pass, 2-door coupe Engine, Transmission 5.2L port- and direct-injected DOHC 40-valve 90-degree V-10, 7-speed twin-clutch auto Curb Weight (F/R DIST) 3,390 lb (42/58%) Wheelbase 103.1 in Length x Width x Height 179.0 x 76.6 x 48.0 in On Sale Now Show All