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We're at the end of an era for luxury sport compact sedans. The segment that BMW invented with the 1986 M3 has long embraced change. The little four-cylinder homologation specials that matured the segment beyond icons such as the 2002 eventually became V-8-powered cruise missiles in the early '00s. The engines have since downsized to forced-induction sixes as times changed, and with nearly every automaker now promising to electrify their lineups in the near future, we're witnessing yet another transition. But thanks to cars such as the new 2022 BMW M3 Competition and 2022 Cadillac CT4-V Blackwing, the internal combustion luxury sport compact sedan is going out with a bang.Spec RundownPitting the M3 Competition (the top dog of the M3/M4 lineup) against the CT4-V Blackwing (effectively a reskinned ATS-V) may seem like a mismatch, but there's a method to our madness. The ATS-V, despite never winning a comparison test, had always been one of our favorite vehicles in the segment. The new CT4-V Blackwing, simply put, makes the ATS-V better. Its 3.6-liter twin-turbo V-6 gets a small output boost, now churning out 472 hp and 445 lb-ft of torque, and it's paired with an optional quick-shifting 10-speed automatic (a six-speed manual is standard). It's also crucially fit with the latest generation of MagneRide dampers, and well, that's really about it. Prices start at $59,900, but the CT4-V Blackwing you see here stickers for $80,235.With 473 horsepower and 406 lb-ft of torque spilling forth from its 3.0-liter turbocharged I-6, the standard M3 seems to be an even matchup for the Cadillac. Except when we drove the latest manual-equipped M4 (the two-door version of the M3) back to back with the CT4, it was no competition—the Caddy was just plain better to drive. More fun, more planted, and more capable, it made the M4 feel like a midgrade M440i. So, with an M3 Competition on hand and in the interest of making things, well, interesting, we decided the M3 Competition would take the M4's place.The Competition turns the wick up a bit on the basic M3/M4 formula. Thanks to more boost and upgraded cooling, output rises to 503 hp and 479 lb-ft of twist. To make the most of the newfound power, BMW equips the Competition with an eight-speed automatic, and on our test car, defeatable all-wheel drive (meaning you can force it into a rear-drive-only mode). Prices for the M3 start at $70,895, while the all-wheel-drive M3 Competition xDrive starts at $77,895. A good chunk of our M3 Competition xDrive's $108,545 sticker is eaten up by optional M carbon-ceramic brakes ($8,150) and the dividing (literally) M Carbon bucket seats ($3,800), though the vast majority of the options on our test car are inconsequential cosmetic and luxury options.Hitting the RoadAlthough the outright performance of both the CT4-V Blackwing and M3 Competition is what will get buyers into showrooms, how they drive in the real world is what will sell them. So let's ignore the numbers, shall we? May the most fun-to-drive car win—because after all, "fun" is what this segment is all about.Riding on GM's rear-drive Alpha platform, the Cadillac is, as senior features editor Jonny Lieberman puts it, "a stud." Aided in part by the latest MagneRide dampers and more accessible Performance Traction Management (PTM) modes (now handily operable via a switch on the steering wheel instead of buried in fiddly menus), the CT4-V Blackwing shines on a good back road. Steering is quick and communicative; the chassis feels light, poised, and well balanced; and the car is damn near impossible to upset. The Cadillac's brakes are worthy of praise, too. Despite lacking fancy (read: expensive) carbon-ceramic brake rotors, we are enamored by the steel rotors' stopping power and the CT4's brake tuning. "Makes the M3 Competition feel like it has 320i brakes," features editor Scott Evans said. "Immediate bite, perfect modulation, and it stops so much harder than the BMW."If the Cadillac has a weak spot, its low-revving V-6 is a good candidate. We weren't taken with this engine back when it first appeared under the hood of the ATS-V, and the addition of 8 extra horsepower hasn't made it any better. That's not to say the CT4-V's powertrain is bad. The twin-turbo V-6 is punchy and delivers a broad torque curve, while the 10-speed auto is among GM's best performance automatics yet, with quick, decisive up- and downshifts, and bang-on tuning for hard driving. It's just so … incredibly uninspiring, with a dull, flat exhaust note and a relatively low 6,500-rpm redline. A naturally aspirated V-8—like the one currently available in the CT4's Chevrolet Camaro SS 1LE platform mate—would do much to wake the CT4-V Blackwing up.The M3 Competition, on the other hand, feels as if its "engine runs on Tannerite," as deputy editor Alex Stoklosa puts it. The Bimmer is explosively powerful and gloriously unhinged. Capable of revving to 7,200 rpm, the M3's inline-six feels like a Minuteman missile on a hair trigger, throwing its power down so violently that we question its 503 horsepower rating.But the M3 is more than just an underrated engine. In a welcome change of pace from modern BMWs, steering is quick, and feel is light but direct. The all-wheel-drive system is impressively neutral, too, helping tame the manic engine without negatively impacting steering feel. "The chassis feels very balanced front to rear," Stoklosa said, "and I found it very easy to transition between over/understeer. It's supremely easy and satisfying to meter out just enough throttle to tuck the nose in or kick the M3 into a controllable, easily placed slide."Still, it's not all roses for the BMW. For starters, there are way too many adjustable settings in the M3 and no easy way to cycle through them while on the move; it is much easier to find your Goldilocks setting in the Cadillac. Some editors found the BMW's carbon-ceramic brakes difficult to modulate smoothly when driving hard, though we were all impressed by their stopping power.Do Numbers Even Matter?With any car—but especially performance cars—it's really tempting to get bogged down in the numbers. Surely, they must tell us something, right? Honestly, though, they really don't in this particular case. There will always be cars that are quicker or faster than a BMW M3 Competition and Cadillac CT4-V Blackwing. These cars—among the last of their kind as we approach widespread electrification—are about the way they feel, the way they drive. The emotional response rises above other considerations.You're more than welcome to geek out over performance numbers by scrolling down to the chart at the bottom of the page, but spoiler alert: The more expensive, more powerful, grippier M3 comes out ahead in all of our instrumented tests. But again, in this particular case, so what?Which Car Is Best?When it comes to picking the winner, ignoring everything but the way these vehicles make us feel when unleashed on our favorite roads, the BMW M3 Competition earns the victory. The Cadillac CT4-V Blackwing is a fantastic riding and handling car that's ultimately held back by an uninspiring engine and a general lack of fireworks. The M3 Competition, on the other hand, is everything we're going to miss about internal combustion—loud and unapologetic but also an absolute joy to drive. It's an engaging and organic powder keg and a return to form for BMW. Just a shame about that nose, no?2nd Place: 2022 Cadillac CT4-V BlackwingPros: Well-balanced chassis with great handlingSuperb brakesRelatively cheapCons: Uninspiring engineCould handle more powerBoring exhaust note1st Place: 2022 BMW M3 CompetitionPros: Unhinged engineTransparent all-wheel-drive systemExceptional steeringCons: PriceyCarbon-ceramic brakes aren't worth the upgradeIt's quite rough to look atPOWERTRAIN/CHASSIS 2022 BMW M3 Competition (xDrive) Specifications 2022 Cadilac CT4 V Blackwing Specifications DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, RWD ENGINE TYPE Turbo direct-injected DOHC 24-valve I-6, alum block/head Twin-turbo direct-injected DOHC 24-valve 60-degree V-6, alum block/heads DISPLACEMENT 2,993 cc/182.6 cu in 3,564 cc/217.5 cu in COMPRESSION RATIO 9.3:1 10.2:1 POWER (SAE NET) 503 hp @ 6,250 rpm 472 hp @ 5,750 rpm TORQUE (SAE NET) 479 lb-ft @ 2,750 rpm 445 lb-ft @ 3,500 rpm REDLINE 7,200 rpm 6,500 rpm WEIGHT TO POWER 7.8 lb/hp 8.2 lb/hp TRANSMISSION 8-speed automatic 10-speed automatic AXLE/FINAL-DRIVE RATIO 3.15:1/2.02:1 2.85:1/1.82:1 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 STEERING RATIO 15.0:1 11.6-15.5:1 TURNS LOCK-TO-LOCK 2.0 2.2 BRAKES, F; R 15.7-in vented, drilled, carbon-ceramic disc; 15.0-in vented, drilled, carbon-ceramic disc 15.0-in vented disc; 13.4-in vented disc WHEELS, F;R 9.5 x 19-in; 10.5 x 20-in, forged aluminum 9.0 x 18-in; 9.5 x 18-in cast aluminum TIRES, F;R 275/35R19 100Y; 285/30R20 99Y Michelin Pilot Sport 4S 255/35R18 94Y; 275/35R18 99Y Michelin Pilot Sport 4S DIMENSIONS WHEELBASE 112.5 in 109.3 TRACK, F/R 63.7/63.2 in 60.5/60.5 in LENGTH x WIDTH x HEIGHT 189.1 x 74.3 x 56.4 in 187.6 x 71.4 x 56.0 in TURNING CIRCLE 41.4 ft 38.8 ft CURB WEIGHT (DIST F/R) 3,899 lb (54/46%) 3,888 lb (53/47%) SEATING CAPACITY 5 5 HEADROOM, F/R 40.6/37.8 in 38.3/36.5 in LEGROOM, F/R 41.6/35.6 in 42.4/33.4 in SHOULDER ROOM, F/R 56.0/54.6 in 55.2/53.9 in CARGO VOLUME 13.0 cu ft 10.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.0 sec 1.5 sec 0-40 1.7 2.2 0-50 2.3 3.0 0-60 3.0 4.0 0-70 3.8 5.1 0-80 4.8 6.4 0-90 5.9 7.7 0-100 7.2 9.4 PASSING, 45-65 MPH 1.5 1.9 QUARTER MILE 11.1 sec @ 124.7 mph 12.4 sec @ 114.0 mph BRAKING, 60-0 MPH 105 ft 106 ft LATERAL ACCELERATION 1.03 g (avg) 1.05 g (avg) MT FIGURE EIGHT 23.3 sec @ 0.89 g (avg) 23.8 sec @ 0.84 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,500 rpm CONSUMER INFO BASE PRICE $77,895 $59,900 PRICE AS TESTED $108,545 $80,235 AIRBAGS 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 6 yrs/70,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited miles 6 yrs/70,000 miles FUEL CAPACITY 15.6 gal 17.4 gal EPA CITY/HWY/COMB ECON 16/22/18 mpg 16/24/19 mpg EPA RANGE (COMB) 281 miles 331 miles RECOMMENDED FUEL Unleaded premium Unleaded premium ON SALE Now Now Show All

ford f-150 Full OverviewIn announcing our MotorTrend 2022 Truck of the Year, we observed that today's trucks are far more than workhorses. They're also commuter cars, family haulers, weekend toys, and luxury vehicles. It's a trend at least 20 years in the making, but one that doesn't make everyone happy. Indeed, some of you wrote to us and expressed your displeasure with this mission drift and argued for trucks to be treated like trucks again. That's easier said than done, as it turns out. Take, for example, this 2021 Ford F-150 XLT Supercrew 4X4 we just tested.This isn't a blinged-out luxury truck; it's an XLT with cloth seats, a column shifter, basic four-wheel drive, a bedliner, and a max-towing package. One step above the base model, this should be a work truck, yet it's priced at $59,520 as tested. How the heck did that happen?What's an XLT, Anyway?A 2022 Ford F-150 XLT trim starts at a more reasonable $39,825 (banish the thought of a full-size truck starting for less than $30,000; those days are gone), but that only gets you a single cab, the base engine, and rear-wheel drive. Single cabs are old school, and every truck maker in the industry will tell you full four-door cabs like this F-150 Supercrew are bestsellers. That's an extra $5,260 right there.Four-wheel drive is a $3,425 upgrade, and getting a stouter engine adds at least $1,195. If you want to tow and haul heavy things on the job site or at the farm, you need power. This 3.5-liter twin-turbo EcoBoost V-6 has plenty of both, but it costs $2,595. After destination and acquisition fees, you're already nearing $50,000 without any other options.The rest of the asking price is made up of both the necessary and the nice to have. The max-trailer-towing package is $1,995, and the spray-in bedliner is another $595. Pro Power Onboard 2.0 kW, handy on the jobsite and in the field, is $995. Now we're at $54,000 for a work truck. The other $8,000 covers stuff you don't need for work but is nice to have, like the big infotainment system, optional wheels, etc.TowingYep, modern work trucks are expensive. The good news is you still get a lot of work for your money. We hitched this Ford F-150 XLT up to a high-profile two-horse trailer and found it to be the comfortable, stable towing platform we've come to expect from Ford. After returning the livestock, we filled the bed with a yard of hot, fresh mulch for the garden. Here again, the torquey twin-turbo V-6 made light work of the added weight, and the sizable payload and tongue-weight ratings meant the truck barely squatted.A Pleasant RideMore impressive, though, is how well the Ford F-150 XLT rides, either empty or loaded. With leaf springs capable of holding up 2,100 pounds of payload, you'd reasonably expect a stiff ride, but Ford's engineers worked wonders. The F-150 is as pleasant and comfortable to drive while doing work as it is cruising into town for groceries.Track TestingIt'll get you down to the market quick, too. Unburdened, the 3.5-liter twin-turbo V-6 hustled this 5,345-pound truck up to 60 mph in just 5.3 seconds and past the quarter-mile mark in 13.9 seconds at 99.9 mph.Power is not a problem, and neither is stopping. The Ford F-150 XLT was consistent in our braking tests from 60 mph, achieving a best result of 126 feet, about average for a full-size pickup. Even better, the stops were drama-free, with little nosedive or wiggling around.Handling tests were similarly uneventful. We discovered excellent composure for a pickup truck, with well-controlled body motions, good brakes, and strong traction. The 0.76-average lateral g it pulled on the skidpad and its 28.0-second figure-eight lap at 0.62-average g are on the right end of the full-size-truck class—and undersell how well the 2021 Ford F-150 XLT takes a corner without any weight loaded into it.SafetyOpt for Ford's $750 Co-Pilot360 Assist 2.0 suite of driver aids and included among all the safety stuff are adaptive cruise control and lane-keep assistance, which helps steer the vehicle and keep it in the center of the lane. Ford's system, which takes some load off your mind on long highway slogs, is one of the better hands-on systems on the market.Wrapping UpThe rest of the driving experience isn't bad, either. The cloth seats are plenty comfortable and feature a pleasing contrasting color scheme. The column shifter frees up a ton of center-console bin space and allows you to use the flip-out tray table while the truck is moving. The rear seat could use a bit more thigh support and recline, if we're being picky, but we like how much space it frees up when you fold it out of the way.As mentioned earlier, our truck was fitted with the big infotainment screen, and it's good to see how far Ford's Sync system has come. This latest incarnation is more user friendly and intuitive, sports modern graphics, and has a handy split-screen mode that lets you use Apple CarPlay or Android Auto simultaneously with other built-in programs like the radio without having to change screens.Simple fact is, unless you're a fleet manager buying dozens of trucks from a commercial dealer, even work trucks are pricey these days. Yes, the convenience and dress-up options can run up the bill, but even the stuff you need to get the job done will dent your budget hard. The good news is, these trucks drive, tow, and haul better than any time in history.Looks good! More details? 2021 Ford F-150 XLT 4x4 Specifications BASE PRICE $45,850 PRICE AS TESTED $59,520 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 3.5L Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6 POWER (SAE NET) 400 hp @ 6,000 rpm TORQUE (SAE NET) 500 lb-ft @ 3,100 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 5,345 lb (58/42%) WHEELBASE 145.1 in LENGTH x WIDTH x HEIGHT 231.7 x 79.9 x 77.2 in 0-60 MPH 5.3 sec QUARTER MILE 13.9 sec @ 99.9 mph BRAKING, 60-0 MPH 126 ft LATERAL ACCELERATION 0.76 g (avg) MT FIGURE EIGHT 28.0 sec @ 0.62 g (avg) EPA CITY/HWY/COMB FUEL ECON 18/23/20 mpg EPA RANGE, COMB 720 mi ON SALE Now Show All