The 2025 EdisonFuture EF1-T and EF1-V Are Wildin’ Out With Style

audi s3 Full OverviewProsMore power than everSharp, sporty exterior stylingTech-focused interior ConsLacks standard driver aidsAlmost too quiet at speedA bit pricey with optionsWe're hustling along at freeway speeds late one weekend evening when we see it off in the distance: yet another L.A. snarl of taillight ribbons looming ahead. Time to drop down a gear in the 2022 Audi S3. As its turbo-boosted 2.0-liter inline-four pegs near 5,000 rpm, the digital gauges surge and a buzz crescendos from its blackened exhaust tips.Trailing on the S3's strong brakes, which are capable of hauling Audi's entry-level sport sedan from 60 mph to 0 in an impressive 108 feet, we look for a gap. There it is. Back on the gas, the 2022 S3's seven-speed twin-clutch automatic transmission shifts near redline, and we're once again rushing toward home, luxuriating in its premium-feel, leather-lined cabin.The line between sport and luxury is blurring ever further as premium brands like Audi continue to refine and redefine vehicles like its newly updated 2022 S3. Buyers increasingly want it all, and when it comes to gateway models like the S3, first impressions can mean everything.Audi S3 0-60 and Quarter-Mile TimesSpeaking of, our test team's initial impressions of the updated S3 were positive. The S3's aforementioned 2.0-liter turbo, with 306 horsepower and 295 lb-ft of torque, is an engine the team called "peppy," with good midrange power from 3,000 rpm. It's a highly boosted four-cylinder that's more than capable of motivating the 3,555-pound S3 to 60 mph with authority. The 4.6-seconds-to-60-mph sprint we recorded is a tenth of a second shy of Audi's official number for the 2022 S3, with the quarter-mile coming in 13.2 seconds at 105.2 mph.Road Test Analyst Alan Lau had this to say about getting the S3 into its optimum straight-line attack mode: "It has launch control along with a boost gauge. I find it performs better launching as soon as the boost reaches max. Wait too long and you lose some boost and it gives a slower launch."One of the Quattro all-wheel-drive-equipped S3's closest competitors in the space is the Mercedes-AMG A35 4Matic. The slightly lighter (3,480 pounds) 2021 A35 we tested with AMG's 2.0-liter turbo-four with 302 horses just nipped the new S3 in straight-line numbers, at 4.4 seconds to 60 mph and on to a quarter-mile of 13.1 seconds at 105.1 mph. But the S3 out-braked the A35 at the aforementioned 108 feet to 112 feet in our testing.S3 Around the Skidpad and Figure-EightIn the dynamics and handling departments, the S3's 0.92 g on the skidpad and 25.5 seconds at 0.71 g (avg) on our MotorTrend figure-eight were bested by the A35's 0.96 g skidpad and 24.7 seconds at 0.77 (avg) figure-eight. While the A35 is the clear dynamic winner, short of taking the cars to the track, the rest of the numbers are close enough to make it a wash between the two German sedans in the type of day-to-day driving most owners will experience. Oh, and the Audi's more fuel-efficient at 23/32 city/hwy versus 22/29 city/hwy.Road Test Editor Chris Walton thought the S3 reminded him of another new German car, the new eighth-generation Volkswagen GTI, which isn't super surprising given they're both underpinned by the Volkswagen Group's MEB Evo platform. But he remarked that he felt the S3 had "a little more edge, with good noises and better traction, trustworthy brakes on every lap, and a healthy amount of grip on the skidpad with a very neutral attitude. It puts the power down quite well on the exit with just a hint of understeer that goes away as you open the steering."Walton did report that although the S3's transmission was "unbelievably smooth" on upshifts, he had issues with downshifting and had to resort to manual mode because the car wasn't getting the downshift timing correct as he maneuvered it through our dynamic course.Quiet Cabin and Abundant OptionsOut on the open road, the 2022 Audi S3 exhibits some impact harshness over rough pavement, but nothing out of sorts for a car of its ilk. Like other Audis, the S3 has a drive select mode system that tightens up shift points and other factors like steering feel, which Walton felt was heavy for heaviness' sake in Dynamic mode, though you can tailor settings in Individual mode, which he used to dial the feedback to his liking.One thing you will notice at speed is how isolated the S3's stylized and tech-heavy cabin is. For a compact sport sedan, it's almost too much so, but that's a debatable point as it showcases the luxury side of this car's equation.Speaking of, the 2022 Audi S3 checks most of the boxes you'd expect for a vehicle that starts at $45,945. It also looks the part of a sports car, with aggressive front and rear fascia treatments, and a slightly lower stance than its A3 sibling. If you want the real good stuff though, you will pay for the privilege, including the $2,800 Premium Plus package (adaptive cruise control, advanced safety and convenience features), and the $2,250 Technology package (Audi virtual cockpit with its 12.3-inch screen, Bang & Olufsen sound).This particular car also came equipped with three optional interior and exterior appearance packages, the highlight of which is the $1,950 Black Optic package that blacks out several trim elements and adds a 19-inch wheel/performance tire setup. All that black contrasts nicely with the Tango Red metallic paint scheme.At $55,890 all-in, this particular test car is on the pricey side, though it's not out of line with its German counterparts equipped with similar options. But even in its base form, the 2022 S3 delivers more than enough presence and performance to satisfy customers looking for something special at the more affordable end of the Audi lineup.Looks good! More details?2022 Audi S3 (Premium Plus) Specifications BASE PRICE $49,695 PRICE AS TESTED $56,840 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 2.0L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 306 hp @ 5,450 rpm TORQUE (SAE NET) 295 lb-ft @ 3,000 rpm TRANSMISSION 7-speed twin-clutch auto CURB WEIGHT (F/R DIST) 3,555 lb (58/42%) WHEELBASE 103.6 in LENGTH x WIDTH x HEIGHT 177.3 x 71.5 x 55.7 in 0-60 MPH 4.6 sec QUARTER MILE 13.2 sec @ 105.2 mph BRAKING, 60-0 MPH 108 ft LATERAL ACCELERATION 0.92 g (avg) MT FIGURE EIGHT 25.5 sec @ 0.71 g (avg) EPA CITY/HWY/COMB FUEL ECON 23/32/27 mpg EPA RANGE, COMB 392 miles ON SALE Now Show All

Brace yourself. The Lincoln concept debuting at the Pebble Beach Concours d'Elegance is a massive take on a future luxury electric car with a giant 14-foot reverse-hinged door—longer than some entire vehicles—and even features its own red carpet for a dramatic, royal arrival wherever it goes. Ford's luxury brand makes a grand statement with the Lincoln Model L100 Concept. The name is in celebration of Lincoln's 100th anniversary and pays homage to the automaker's first luxury vehicle, the 1922 Model L.While the name is a nod to the past, the car is very much the future of Lincoln. The brand has promised a full electric vehicle lineup, with three new EVs by 2025, a fourth in 2026, and a fully electrified portfolio by 2030. For a glimpse into what the near-term EVs will look like, Ford's luxury brand first showed us the Lincoln Star concept, an electric streamlined SUV with dynamic lighting, transparent frunk, and coach doors. The Lincoln Model L100 is the long-range preview of a world where autonomous vehicles share the road with EVs driven manually.Designing the Lincoln L100 From the Inside OutDesigners and modelers worked furiously to pull a show car together to toast the past and future simultaneously with a debut during the country's most ostentatious car event: Monterey Car Week. The five-passenger concept was designed digitally first and a foam model of the massive car grew from that. A version in sheetmetal, with the help of 3D printing, was being pulled together right up to the reveal deadline.The final show car is imposing. It is longer than a Lincoln Navigator L; the long-wheelbase SUV is 18.5 feet long. The L100 dwarfs it at more than 20 feet long and 6 ½ feet wide with more than 16 feet of interior space. Lincoln Global Design Director Kemal Curic said they built the interior first and it is the largest that Lincoln has ever created. Then came the exterior, resplendent in metallic paint paired with frosted acrylic in lieu of chrome to create a soft white that transitions to blue.In a nod to the past: the concept was designed so it can still be driven. In a nod to the future: the driver can decide to lean back, stretch out, and let the car drive completely autonomously, in theory.Step Inside and Stretch OutThe 14-foot door is a piece of art with the most complex rear hinge the automaker, or maybe any automaker, has ever attempted. Once open you can remain upright as you enter the cabin—no yoga moves required to reach the queen and king seats in the back, which can be set to lounge mode with legs out and heads resting against the huge singular headrest that spans the cavernous interior. In autonomous mode, the dash disappears under the instrument panel and occupants have an unobstructed view of what is ahead.The seating layout is designed to be social. Passengers can all face forward, or front passengers can swivel to face their rear companions. The digital floor can create a mood or experience, such as projecting the image of flying above the clouds in an attempt to take passengers back to the time of romance and travel.The car plays up all the senses in a minimalist interior. Screens are not overpowering, there is no steering wheel or column. The animal-free materials in the cabin include a recycled suede-like fabric with amethyst accents.Tap Into Your Inner Child and Steer Like A Toy CarTo steer, there is a center console chessboard with a crystal chess piece controller that replaces a traditional steering wheel. Think of how a child plays with a toy car, grabbing its sides and sliding it forward or twisting it to turn. The same motions with the chess piece direct the car. An adult from any seat can assume control—there is no set driver or passenger seat since there is no restrictive steering column to work around.The lighting projects a red carpet onto the ground, but the concept also goes beyond puddle lighting. Tracking lighting detects you and follows you, 360 degrees, as you walk around the vehicle—an artificial intelligence feature designed to make you feel both safe and special, as if it knows you.The frunk was designed to be a jewelry box and there is a heritage jewel inside: a crystal greyhound ornament under the transparent hood that harkens back to the hood ornament originally selected by Edsel Ford in the 1920s to symbolize the grace and elegance of the Lincoln brand, which the Ford Motor Company had purchased.The L100 has a modern take on the Lincoln star logo on the front of the car. It is simple and backlit, like the apple on a MacBook. This is the first use of this new adaptation and could become a signature on future models.It is only a concept, so powertrain can be fictional. Lincoln officials say the L100 would use a solid-state battery to provide greater range at less cost. The teardrop shape and long tail give it the aerodynamics needed for greater efficiency, along with closed-off wheels and air flow through the bottom of the grille.At first glance the car appears to have an extremely long hood, but it actually starts almost in front of the front wheel with a cut line rear of the hood. The rear is sliced off, with a sharp angle like the back of a super yacht. The glass roof seamlessly melds into the body at the rear.LED Lights are the New ChromeLike most EVs, the concept plays up lighting as a new brand signature. LEDs are the new chrome, Curic says. The spinning wheels have smart covers that use sensors and lighting. The digital look makes it look like the car is gliding along the road. The glowing wheels also indicate the car's rate of charge, like giant analog dials.The L100 sets the pace for the future, says Lincoln Global Product Director John Jraiche. "A lot of the form language and strategy will be in future Lincolns." He says Lincoln is not beholden to its past and is creating a new identify in the EV age. Some aspects are pure concept -the massive door won't make it to production—but the idea behind it, of the car welcoming and hugging its occupants, is an idea that will be taken forward to production models. Some of the lighting and the face of the L100 could be in the first Lincoln EVs to hit the market, Curic says.The L100 project started before the Lincoln Star concept and the two proceeded in parallel, as two takes on the future of Lincoln from different time points, with brand signifiers in both vehicles. The team does not rule out a smaller version of the L100 for production. "Lincoln has always been special to me and my family, especially my father and my grandfather. If there is one secret to Lincoln's longevity, it is the brand's ability to balance its core values with a desire to innovate and create the future," said Ford executive chair Bill Ford in a statement. "Lincoln has been one of the most enduring and stylish automotive brands in the world and in many ways, it is perfectly positioned for a second century defined by great design, zero-emissions and technology-led experiences."

mazda mazda3 Full OverviewAspiration toward a higher plane of luxury and refinement is a near-universal notion. Plenty of us Yanks would call it the American dream, but the idea is far from exclusive to those living in the States. Mazda has been working at it for years.The Japanese automaker has been known for decades as the sportier alternative to similarly priced Hondas and Toyotas (insert the well-worn "zoom-zoom" tagline here), but it's been striving toward a different brand identity as of late. Based on its product strategy over the past five years and having developed a rear-drive hybrid inline-six platform for the next Mazda 6 and a pair of new SUVs, it's obvious Mazda is working to go upscale along the lines of Lexus or Acura.But what of its current lineup? With the optional turbocharged engine, AWD, and the Premium Plus package, our 2022 Mazda 3 test vehicle rang in at a steep for the segment $34,115—more than $10K richer than a base Honda Civic and within three grand of a BMW 228i Gran Coupe. So the question becomes, is a loaded Mazda 3 a proper luxury alternative, or a cheap compact with a handful of extra features?Test Figures and Driving ImpressionsOne thing's for sure, this particular Mazda 3 isn't your basic front-drive compact sedan with a wheezy four-cylinder. Its optional 2.5-liter turbo inline-four develops 227 hp (or 250 hp on premium fuel) and 310 lb-ft of torque; both numbers are the highest you'll find in the compact segment this side of a Civic Type R or a Subaru WRX.Here are the numbers: 0-60 mph in 6.4 seconds and the quarter mile in 14.8 seconds at 94.6 mph. For context, when we tested an AWD Mazda 3 with the standard naturally aspirated four-pot kicking out 186 hp and 186 lb-ft, it reached 60 mph in 8.1 seconds and took 16.2 seconds to run the quarter. (By comparison, our long-term BMW 228i Gran Coupe took 6.0 seconds to hit 60 mph.) Braking from 60 to 0 mph was slightly better in the Mazda 3 turbo car, too, taking 120 feet and 122 feet, respectively, to get to a full stop. That's quite a bit off the stopping power of the new Honda Civic Si, however, which hauls to 0 mph in just 110 feet.On the road, this top-spec Mazda 3 delivers a driving experience that's more refined and mature than you'd expect of this class of vehicle. The turbo-four's plentiful torque provides a good shove any time you explore the latter half of the throttle's pedal travel, plus the earlier peak torque disguises the aging six-speed automatic tranny's lack of cogs compared to some of its peers. Additionally, noise, vibration, and harshness levels from the powertrain are better than some entry-level luxury cars.The steering is weighty and accurate, even providing a bit of feel. This is one area where Mazda's sporting history shines through. Ride quality is firmer than a more relaxed compact like the Hyundai Elantra, but that pays off in the 3's superb body control and stable handling. The platform feels rock-solid through corners and is happy to keep up when you get excited on a twisty two-lane. We had a chance to drive in snow and ice, too; the AWD system shuffled torque fore and aft to keep the little Mazda pointed straight and the driver unworried. The traction control system severely limits power, but you can turn it off and have a bit of fun when you do.All that said, Mazda's driver assist system isn't programmed to be nearly as supportive as those from Honda, Hyundai, Kia, or Toyota. Lane centering hardly ever engages, and the adaptive cruise control occasionally exhibits unnatural braking behavior. If you want something that minimizes fatigue on the highway with modern active safety features, the Mazda 3 isn't it.Design ExcellenceThe Mazda 3 easily looks like the most expensive vehicle in the compact segment, with a dash-to-axle spacing that disguises its FWD underpinnings better than competitors like the Mercedes-Benz CLA-Class and BMW 2 Series Gran Coupe. Its LED head- and taillights are distinctively premium, and the way the turn signals blink on strong and slowly fade looks like it's straight off an Audi.Inside, the 2022 Mazda 3's interior layout is minimalist without feeling cheap, and there are no finicky touch buttons; you get expensive-feeling knobs for climate control and volume, which is a huge plus. This is what elegance and class can feel like in a relatively inexpensive vehicle. Materials and build quality feel top notch, too, and the ergonomics are excellent other than the cupholders, which aren't ideal for taller drinks.Some staffers experienced issues with the infotainment system (it can take a few too many steps to find basic functions like a radio tuner), but in many ways it comes off as a better-executed version of an older BMW iDrive system. Mazda's use of a rotary infotainment controller rather than a touchscreen allows the standard 8.8-inch infotainment display to be mounted high on the dash, which means drivers can keep their peripheral vision on the road while selecting a podcast or adding a gas station to their navigation route.That's not to say the interior isn't missing a few features given its nearly $35,000 price point. Even fully loaded, the Mazda 3 lacks cooled seats, wireless Apple CarPlay or Android Auto, rear climate control vents, and a wireless charging pad—all of which are available in lower-priced competitors. It's also worth noting that the Mazda's rear seat is the tightest in the segment. Six-footers will be brushing their noggins on the headliner, and sharp impacts aren't going to be easy on the spine.Is the Mazda 3 Turbo a Good Car?The turbocharged and loaded-up 2022 Mazda 3 isn't a vehicle for everyone. Its back seat is exceedingly small and poorly equipped, the driver-assist tech is way behind those of the competition, and some folks won't vibe with the infotainment system's occasionally convoluted layout. There are competitors with more features, too. But would we take it over an entry-level luxury sedan like the BMW 2 Series Gran Coupe? In a heartbeat.Looks good! More details? 2022 Mazda 3 Sedan AWD Turbo Specifications BASE PRICE $31,565 PRICE AS TESTED $34,115 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 2.5L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 227 hp @ 5,000 rpm* TORQUE (SAE NET) 310 lb-ft @ 2,000 rpm TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 3,376 lb (62/38%) WHEELBASE 107.3 in LENGTH x WIDTH x HEIGHT 183.5 x 70.7 x 56.9 in 0-60 MPH 6.4 sec QUARTER MILE 14.8 sec @ 94.6 mph BRAKING, 60-0 MPH 120 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 26.6 sec @ 0.67 g (avg) EPA CITY/HWY/COMB FUEL ECON 23/32/27 mpg EPA RANGE, COMB 343 miles ON SALE Now *250 hp on 93-octane fuel Show All