Tested! The Porsche Cayenne Turbo GT Is a Sleeper Lamborghini

Most people wouldn't associate the turbocharged, all-wheel-drive Subaru WRX with extraordinary fuel economy, though the four-door sedan caters to young buyers who care about fun driving dynamics as well as saving their money. That may soon change—albeit not because its fuel economy is extraordinarily good. The new 2022 Subaru WRX has just been rated by the EPA and its fuel economy numbers slide past mediocre and fall below those of the outgoing model, landing weirdly close those of a full-size, four-wheel-drive Ford F-150 pickup truck powered by the midrange 2.7-liter EcoBoost V-6 engine.Yep, you read that right. The WRX has been rated at 19/25/21 mpg on city/highway/combined with the CVT transmission, while Ford's much larger, heavier, and larger-engined truck delivers 19/24/21 mpg—just 1 mpg short of the Subaru on the highway. Even if you opt for the manual transmission (like you should), the Subie's EPA figures only improve to 19/26/22 mpg. There's no other way to put it—those numbers are pretty bad for a car of the WRX's size and power output.The 2022 WRX gets a new 2.4-liter turbo-four engine that makes 271 hp and 258 lb-ft of torque. That's just three extra ponies and no more torque than the old WRX's 2.0-liter boxer engine. That extra displacement means fuel economy drops by 1 mpg across the board (except for the automatic's combined rating) compared to the previous model, which itself was no model for efficiency.Looking at the Subaru's direct competition, the story stays pretty bleak. A Honda Civic Type R makes more power and carries EPA estimates of 22/28/25 mpg; the also more powerful Hyundai Elantra N sedan with the manual is rated for 22/31/25 mpg; and the (you guessed it, also more powerful) Volkswagen Golf R six-speed gets 20/28/23 mpg (it also has AWD like the Subaru, while the Honda and Hyundai are front-drive). While some of those are hatchbacks, they still play in the same sporty compact segment, and all three at least deliver something close to or above 30 mpg on the highway. If you can deal with a little less power and front-drive, the 200-hp 2022 Honda Civic Si delivers 27 mpg city, 37 mpg highway, and 31 mpg combined.Subaru said the EPA tested the WRX in Sport mode, its most performance-oriented set up as default, which obviously doesn't maximize fuel efficiency. While the WRX has never been a fuel efficient car, the fact the competition is much more efficient is uneasy.We are very pleased with the way the 2022 Subaru WRX drives, which again is largely the point of a car like this. It's fun, sticky, and practical. It has all the right ingredients to stand out in the sport compact world—except wallet-friendly fuel economy. Although the WRX's pricing hasn't been announced, we don't think it will deviate much from the outgoing model, which starts at $28,420, when it arrives at dealerships this spring.We do not believe that customers view the WRX as an economy car. The WRX is designed as a performance vehicle first and foremost and does sacrifice some economy as a result. The automatic WRX did improve over the previous generation, even though it is EPA tested in Sport mode, its most performance oriented set up as a default, which doesn't maximize economy.

ProsSupercharged power wallopFantastic chassis controlExcellent six-speed manual transmission ConsComplicated performance modesFeels big at timesVery thirstyThere's a scene in the movie Mad Max where Max gazes upon a blown V-8, whining and roaring in the engine bay of a Pursuit Special as the mechanic maniacally exclaims: "It's the last of the V-8s!" We couldn't help but replay that clip in our minds as we hammered the 2022 Cadillac CT5-V Blackwing around the Hyundai Proving Ground and later as a finalist on Angeles Crest Highway and the Streets of Willow circuit. We're not in some distant dystopian future, yet here is the last of Cadillac's supercharged V-8 superheroes, a stupendous, 668-hp sendoff to the marque's high-performance V-series cars."What a shame Cadillac is going to stop making monstrous supercharged track machines like this," senior features editor Jonny Lieberman said. "Because it just feels so good to drive. So, let's call the big Blackwing bittersweet. As well as awesome!"The rest of the judges were as effusive in their praise, lathering love on the CT5-V Blackwing for its composed chassis—thanks in part to GM's excellent magnetic ride control—and its exceptional, stout brakes. (Our test car had the $9,000 carbon-ceramics.) And we can't forget the six-speed manual transmission and its no-lift shift feature; the gearbox garnered plenty of judge fan mail (and more all-caps exclamations) and is a novelty on a performance sedan these days."Great manual transmission," features editor Christian Seabaugh said. "It's one of the best ones here. Short, precise throws with just enough assist to ensure you never miss your gate, but not enough to make the shifter feel springy. Good clutch feel, well-spaced pedals."Although it's on the heavy side at 4,067 pounds, the CT5-V Blackwing still lays down some impressive performance numbers. It rumbles to 60 mph in 3.6 seconds and on to a quarter-mile time of 11.5 seconds at 127.5 mph, and it reels itself in from 60 mph in 102 feet."Power, power, power, power, and a boatload of torque, too," Lieberman said. "I barely needed to shift gears on the Crest, as a tsunami of torque [659 lb-ft] was flooding the joint. You quickly notice this is a large family sedan with a massive rear seat. That said, the suspension does its part, and the body control is surprisingly solid."Indeed, it was hard to find any real flaws with the CT5-V from a performance vehicle perspective. A few judges thought the car felt big at times on Streets, but only in the context that it would have fit better on a larger track where you could take more advantage of its prodigious power. That, and editorial boss man Ed Loh wasn't enamored with what he considered the car's over-configurability. "Like BMW, all the modes are entirely too complicated to navigate. It's dumb to be left wondering if, among the many combinations, you're in the right mode for the conditions," Loh said. Oh, and it also flat-out swills gas.After our evaluation, however, there was zero question the Blackwing's capabilities are immense, the result of two decades' worth of honing and harnessing a front-engine, rear-drive super sedan formula. Max would no doubt approve.And although it's a drag that this Caddy is the last of the supercharged V-8s, the fact the CT5-V is so good it finished third in the inaugural Performance Vehicle of the Year bodes well for Cadillac's high-performance future—electrified though it may be.2022 Cadillac CT5 V Blackwing Specifications Base Price/As tested $84,990/$112,545 Power (SAE net) 668 hp @ 6,500 rpm Torque (SAE net) 659 lb-ft @ 3,600 rpm Accel, 0-60 mph 3.6 sec Quarter-mile 11.5 sec @ 127.5 mph Braking, 60-0 mph 102 ft Lateral Acceleration 1.04 g (avg) MT Figure Eight 23.4 sec @ 0.89 g (avg) EPA City/Hwy/Comb 13/21/15 mpg Vehicle Layout Front-engine, RWD, 5-pass, 4-door sedan Engine, Transmission 6.2L Supercharged direct-injected OHV 16-valve 90-degree V-8, 6-speed manual Curb Weight (F/R DIST) 4,067 lb (54/46%) Wheelbase 116.0 in Length x Width x Height 194.9 x 74.1 x 56.5 in On Sale Now Show All

toyota tundra Full OverviewProsModern technologyStandard V-6 twin-turbo engineSpacious, comfortable cabin ConsMiddling material qualityBouncy ride with Bilstein shocksIt took Toyota 14 years to come up with a new Tundra full-size pickup truck, but the wait was worth it. The model has always been known for its value in the segment, and the new model builds on that. The 2022 Toyota Tundra rides on a new platform, boasts dramatic new styling, and has modern technology relevant to today's buyers.Available with new gas-only and hybrid powertrains—both of which are based on a 3.4-liter twin-turbo V-6—the Tundra finally feels like a contemporary truck. It seemingly has the brash looks, features, capability, and assembly quality modern trucks need, but can it hang with the big (three) boys? Is it comparable to an American truck? We drove a Limited model with the Crewmax cab and regular, non-hybrid V-6 to find out.On the RoadThe Tundra is based on the all-new TNGA GA-F platform that also supports the Land Cruiser overseas and the 2022 Lexus LX here in the States, allowing it to deliver a better ride while enhancing its off-road capability. To address the former, though, Toyota ditched the rear leaf springs for coil or air springs, depending on the configuration.Our model came equipped with the TRD Off-Road package, which adds Bilstein shocks to better handle what Mother Earth tosses in your path. On the road, Tundra's ride quality represents a night-and-day difference from before, and it feels more stable and planted overall, including while handling tighter turns. It doesn't feel as polished as a Ram 1500 (which also uses coil springs), but it feels more settled than before. The Bilstein shocks add a bit of a bouncy feel over imperfections, but we're quite impressed by the new Tundra's comportment. The steering isn't as precise as the best domestic American trucks', but it's nicely weighted and not sloppy, which makes highway drives a snap.Also impressive is that 3.4-liter twin-turbo V-6, which delivers 389 horsepower and 479 lb-ft of torque, enough to scoot this big boy to 60 mph in 6.2 seconds in our testing. Crossing the quarter-mile mark took the Tundra 14.7 seconds, at which point it was going 95.3 mph, a decent showing considering its 5,820-pound curb weight.Compared to a 2021 Ford F-150 XLT with the 3.5-liter twin-turbo EcoBoost V-6 engine, the Tundra is slower: The F-150 got to 60 mph in 5.3 seconds, and it completed the quarter-mile run in 13.9 seconds at 99.9 mph. The biggest difference between these two is the weight—the Ford's aluminum chassis cuts its weight down to 5,345 pounds, giving it an advantage at the track.The Tundra's transmission is programmed well, downshifting crisply when called upon, and upshifts are executed smoothly. While the engine feels well suited for the Tundra in terms of power and punchiness, it tends to deliver its force in gobs. On a couple of occasions, the rear wheels broke loose when accelerating from a stop even though the pedal was nowhere close to the floor; we wish the delivery was a bit more linear. But the power-to-weight ratio feels adequate for a big truck like this, and depending on which drive mode is activated, there's a growl almost as pleasing as the old V-8's.It was clear Toyota needed to modernize the Tundra to keep up with the segment, and the 2022 model is a big advancement. The Tundra feels more modern than before and puts up a good fight against the big three. It may not ride as well as the Ram (we aim to test a Toyota without the Bilsteins soon), but it's certainly relevant again, and worthy of cross-shopping if you're not beholden to a brand.Inside the Tundra's InteriorWhile the Limited trim sits at the middle of the lineup, it still feels richly appointed in terms of features. Enter the cabin, and you'll first notice the massive, 14.0-inch touchscreen that takes up virtually all the space in the middle of the dash. The screen comes standard with the Limited, and the new infotainment system has sharp graphics and the fast responses you're used to from your smartphone. We spent most of our time driving with Apple CarPlay active, and we applaud Toyota for allowing it to take over the entire screen, which makes Google Maps or Apple Maps really simple to read.The HVAC controls are laid out below the display as sort of piano keys—a nice detail that looks premium. While the cabin isn't as attractive to our eyes as, say, the Ram's, Toyota's designers did add characterful touches like the big, boxy air vents, and the center stack offers useful cubbies so you can stash stuff while leaving the cupholders free. A huge bin between the front seats can store large items like purses, laptops, and such. In general, storage space is plentiful.An area where we'd have liked to see additional improvement is in the quality of materials. The plastics on the door panels already feel dated, as they are hard and cheap. Some plastics have sharp edges, too. On the other hand, the leatherette on the seats feels nice enough for something carrying a $60,188 price tag.The rear accommodations are quite spacious, with the seatback reclined at an angle that should make long trips easier for passengers. Those seated back there also get two USB ports (one type A, one type C) and air vents, but we're a bit surprised to see a significant drivetrain bump in the floor. While it may not interfere with middle riders' feet because it's wide, it does make placing long items on the floor inconvenient. Should I Buy a New Tundra?The 2022 Toyota Tundra offers a better, up-to-date experience, and it does a lot of things well—well enough to, yes, deserve a seat at the big boy table. There are areas that can still be improved, but the thorough overhaul resulted in a much better truck. Plus, its long list of standard equipment—like the 3.4-liter V-6 twin-turbo engine and Toyota Safety Sense 2.5, which adds a bunch of safety technologies at no extra cost—gives it an advantage over the competition.It's unlikely to outsell any of the full-size half-ton trucks from Detroit, but the 2022 Tundra deserves a look.Looks good! More details?2022 Toyota Tundra Limited TRD Off-Road 4x4 Specifications BASE PRICE $56,680 PRICE AS TESTED $60,188 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 3.4L Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6 POWER (SAE NET) 389 hp @ 5,200 rpm TORQUE (SAE NET) 479 lb-ft @ 2,400 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 5,820 lb (57/43%) WHEELBASE 145.7 in LENGTH x WIDTH x HEIGHT 233.6 x 80.2 x 78.0 in 0-60 MPH 6.2 sec QUARTER MILE 14.7 sec @ 95.3 mph BRAKING, 60-0 MPH 135 ft LATERAL ACCELERATION 0.72 g (avg) MT FIGURE EIGHT 28.5 sec @ 0.59 g (avg) EPA CITY/HWY/COMB FUEL ECON 17/22/19 mpg EPA RANGE, COMB 612 mi ON SALE Now Show All