Why [Your Favorite Car] Wasn’t at Performance Vehicle of the Year

Stellantis' love of "Easter eggs" compelled designers of the Ram 1500 TRX to include a graphic of a giant Tyrannosaurus Rex chasing a comparatively tiny velociraptor in the center console, with a more graphic image of a raptor being chomped by a T-Rex under the hood. Yes, that Hellcat-powered desert destroyer clearly caught Ford—which invented the factory Baja-racer category with its F-150 Raptor—flat-footed. But Ford is ready to more than even the score this fall with the introduction of the 2023 Ford F-150 Raptor R, powered by the aptly named "Predator" supercharged V-8 borrowed from the Shelby GT500 and significantly modified.Raptor R Power & TorqueLet's not bury the lede here: In an F-150 Raptor R, the 5.2-liter Predator V-8 makes 700 hp at 6,650 rpm (down from the GT500's 760 hp at 7,300 rpm) and 640 lb-ft at 4,250 rpm (up from 625 lb-ft at 5,000 rpm). This recalibration reflects the mission shift from track star to Baja 1000 trophy truck. They also allow this engine to haul 1,400 pounds of payload, lug an 8,700-pound trailer, and pass Ford's rigorous pickup-truck durability test cycles while spinning four gigantic 37-inch diameter tires (10 inches larger than a GT500 tire). And though that modest increase in peak torque may seem unimpressive, we're assured that torque increases by an average of 25 percent across the entire rev range. (Save your Googling—the TRX's pushrod engine makes 702 hp at 6,100 rpm and 650 lb-ft at 4,800 rpm, and its payload and tow ratings are 1,300 and 8,100 pounds.) How Fast Is the Raptor R?The same 120-mph governed top speed as the Raptor 37 will apply, but, weighing in at around 6,100 pounds, the weight-to-power ratio drops from the 3.5-liter Raptor 37's 13.3 lb/hp to 8.6, so we're confident the 0-60-mph time will drop from the 37's 5.6 seconds to perhaps 3.8 seconds or quicker. For those keeping score at home, the 6,760-pound (9.6 lb/hp) Ram TRX needs 4.1 seconds. You'll basically need four electric motors to go faster in a pickup truck. (The Rivian R1T: 8.6 lb/hp, 3.1 seconds to 60 mph).Dialing Up the Raptor R's TorqueNobody's bombing across a desert at 180 mph, so high-rpm power is deemphasized. Reducing the redline from 7,500 to 7,000 rpm allowed the supercharger pulley diameter to shrink, which means the Eaton TVS R2650 blower spools up more quickly at lower rpm (boosting low- and mid-range torque) without fear of over-revving at the top end. Breathing is also improved with a new conical air filter that improves airflow by 66 percent. On the exhaust side are new cast stainless-steel headers feeding a dual exhaust system that includes a true pass-through muffler where sound pulses from each bank can intermingle. These cast headers don't flow quite as freely as the GT500's tubular ones, but they can survive repeated Davis-dam, max-towing pulls. Gone is the V-6 Raptor's exhaust-pipe trombone loop, and the active noise valve feature is recalibrated for the R.The engine's lubrication circuit is significantly enhanced with a deeper, higher-capacity oil pan and a bar-plate oil-to-water cooling system that's integrated into the engine cooling circuit—a setup that works better for towing than the GT500's track-optimized oil-to-air cooler. There's also a new viscous aluminum crankshaft balancer. Drivetrain ReinforcementsYou can't simply yank out a 450-hp/510-lb-ft twin-turbo V-6, slap in a 700-hp/640-lb-ft V-8, and then send it off with a factory warranty. The 10-speed automatic's torque converter is fortified with a heavy-duty turbine damper and a beefy four-pinion output assembly. The shift programming is tuned to deliver the quickest shifts of any Ford 10-speed. The torque is then transmitted aft through a larger-diameter aluminum driveshaft, and forward to a new front axle featuring a strengthened spider-gear carrier and structurally reinforced front cover.Chassis ModsFord basically introduced the Raptor R's chassis last year, dubbed Raptor 37 to denote its class-largest tires. To that already reinforced platform's reinforced jounce bumper mounts, stronger front Fox shocks, and a new crossmember, trailer hitch, and winch mount for the underslung 37-inch spare, the R adds only unique calibration of the Fox Live Valve shocks and front springs that are stiffened by 5 percent to accommodate the roughly 80 additional pounds of the V-8 powertrain.Crazy 8s Outside, the Raptor R is distinguished by Code Orange front tow hooks and an orange R on the grille, a 1-inch-taller power dome in the hood (for looks as the engine requires no extra clearance), and unique graphics. The hood and rear flanks get appliqués that look like a cracked desert floor filled in with a zillion little 8s and one single "V" on the driver-side rear. Inside, there's a full black-out package with gloss black dash panels, carbon-fiber accents with a unique "triaxial" weave, and unique standard Recaro seat coverings. The black leather and Alcantara upholstery is accented with Code Orange stitching and the seatbacks are embroidered with a RAPTOR logo featuring an orange R at the end.How Soon and How Much?The order banks are open now for dealer deliveries starting in fall 2022 at a somewhat eye-watering all-inclusive price of $109,145. Buyers' only options will be the choice of eight colors (including an exclusive Avalanche Gray) and a panoramic sunroof likely to cost somewhere around $1,495 as it does on lesser F-150s. A similarly configured TRX rings in at around $102,000, so that's either a bold ask, it's factoring in considerable inflation, it aims to deprive dealers of their markup, or maybe it's Ford's subtler answer to Ram's T-Rex versus raptor Easter egg graphics. 2023 Ford F-150 Raptor R Specifications 2021 Ram 1500 TRX Specifications BASE PRICE $109,145 $72,020 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck Front-engine, 4WD, 5-pass, 4-door truck ENGINE 5.2L/700-hp/640-lb-ft port-injected supercharged DOHC 32-valve V-8 6.2L/702-hp/650-lb-ft port-injected supercharged OHV 16-valve V-8 TRANSMISSION 10-speed automatic 8-speed automatic CURB WEIGHT (F/R DIST) 6,000 lb (57/43%, est) 6,760 lb (56/44%) WHEELBASE 145.4 in 145.1 in LENGTH x WIDTH x HEIGHT 232.6 x 86.6 x 80.7 in 232.6 x 87.0 x 80.6 in   0-60 MPH 3.8 sec (MT est) 4.1 sec EPA CITY/HWY/COMB FUEL ECON Not yet rated 10/14/12 mpg EPA RANGE 450 miles (est) 396 miles ON SALE Fall 2022 Now Show All

volvo c40-recharge Full OverviewProsFabulous design and detailingProvocatively quick accelerationMakes brake pedal almost obsolete ConsSupercar-esque rear visibilitySoftware needs polishingMediocre range and chargingLaunching to 60 mph in 4.2 seconds, the 2022 Volvo C40 Recharge electric SUV vaulted itself into a tie for the title of quickest Volvo ever. And this fastback crossover EV's acceleration never ceases to amuse. It reacts instantly to pressure on the go pedal, angling its grilleless front end slightly skyward as the motors hum happily along.But the C40 Recharge isn't the only electric SUV with sports-car-rivaling speed. The Tesla Model Y outperforms it in each of our testing criteria—and in criteria that matter greatly to everyday living. So why would the C40 Recharge be worth consideration in an expanding field of electric luxury SUVs? Simple: Because it's cool.Volvo's Second Electric SUV (Sort Of)What is the C40, anyway? Begin with the Volvo XC40, which went on sale in the United States for 2019 and quickly climbed to the top of our subcompact luxury SUV rankings. For 2021, Volvo revealed the XC40 Recharge, a battery-powered version of the XC40 and the first of many all-electric vehicles due from the Swedish brand. Then, following fashionable trends, Volvo reworked its conventional SUV to wear a sleek fastback roofline. The result is the C40 Recharge.Fundamentally, the C40 Recharge and XC40 Recharge are the same machine. Both are based on Volvo's CMA architecture and feature a battery pack with 75 kWh of usable capacity beneath the floor. In each, a dual-motor AWD powertrain spins out an impressive 402 hp and 487 lb-ft of torque. Although both recharge at a maximum of 150 kW, the C40 ekes out a slight range advantage, scoring 226 miles instead of 223 in EPA certification. The XC40 Recharge has a lower starting price, at $52,795, but equipping it in high-end Ultimate trim (the only trim offered on the C40 for 2022) brings it to within $600 of the C40. Both are currently eligible for $7,500 in federal tax incentives.Think of it this way: The C40 Recharge is to the XC40 Recharge what the BMW X4 is to the X3 or the Audi E-Tron Sportback is to the E-Tron. However, the XC40 can be had with either gasoline or electric power. The C40 Recharge is exclusively an EV—if you want its good looks, you have to go electric.Statement- (and Sale-) Making StyleIndeed, design is a primary selling point for the C40, and starting with the XC40 could only mean great things for its vogueish adaptation. The sleek greenhouse contrasts against chunky lower body panels, all hunkered down on aero-emphasizing 20-inch wheels. Its unique headlights and taillights perform an LED animation whenever it's locked or unlocked. Aerodynamic elements at the top and bottom of that raked rear glass add a touch of sportiness.Aesthetic allure persists inside the C40, which alters the XC40's attractive and functional cabin with a few key enhancements. That's not leather on the steering wheel or suede on the seats; the C40's materials are entirely animal-free, but they look and feel convincingly upscale. Our test car's cosmopolitan blue carpeting perfectly matched its exterior paint. An especially stylish detail is the trim panels, which are formed to resemble the topography of Sweden's Abisko National Park. At night, backlighting shines through them at varied brightnesses, creating an ambiance quite unlike any other car's.As an artistic exercise, the C40 succeeds, standing out with its sculptural stance and delightful flourishes. Even better, it's really fun to drive.A Very Unassuming DragsterAs stated above, the C40 is rapid. In acceleration testing it's essentially even with XC40 Recharge, hitting 60 mph in 4.2 seconds, 100 mph in 10.6 seconds, and the quarter mile in 12.8 seconds at 109.0 mph. It whooshes from 45 to 65 mph in just 1.9 seconds. These results are shockingly similar to certain V-8-powered muscle cars.Out and about, the C40's driver has a sensation of imperious power that belies the SUV's style-centric image. Its accelerator pedal is ultraprecise, letting you zip ahead instantly with just a few millimeters of foot movement. Some EVs dampen accelerator response for smoothness, but the C40 seemingly doesn't, giving it an extremely linear, almost raw feel. Don't take this to mean that it's difficult to drive the C40 normally, though. Any challenge to that lies with your self-discipline, not the pedal's programming.Accelerator is perhaps a misnomer for the right-side pedal, as it so effectively controls deceleration, too. When one-pedal drive mode is engaged, you can subtract speed with exactitude by relaxing your ankle. Doing so activates the motors' regenerative braking effect, converting kinetic energy into deceleration while sending charge back to the battery. With how intuitive it becomes, and that it can bring the C40 to a complete stop, pushing the brake pedal becomes a rarity. If you do, you'll find it firm and strong. Even so, we recorded a 125-foot stop from 60 mph, longer than the 118-foot distance posted by the XC40 Recharge.Given that both Volvos roll on identical EV-spec Pirelli tires, high track temperatures that test day were a likely culprit in those and other performance discrepancies.The C40 averaged 0.78 g on the skidpad, while the XC40 Recharge held on to 0.84 g. Both went around the figure eight in 26.3 seconds, at 0.72 and 0.70 g average, respectively. On the road, the C40's handling is dialed more toward simplicity than involvement; its steering is light and a bit dull. Despite suspension tuning on the firmer side, it's generally comfortable and retains a solid, planted feel, aided by its low, heavy battery pack.Here's the thing, though: The Tesla Model Y—in many ways, still the EV SUV benchmark—outperforms the C40 across the board. However it's configured, it's quicker to 60, stops shorter, and holds the road better. Comparing their battery capabilities further dims the value of the Volvo.Looks Only Go So FarEven if you have the ability to charge at home, the C40's 226-mile range rating isn't competitive when you consider the Model Y Long Range can cover more than 100 additional miles. Its 150-kW charge rate is slow, too, now that rivals like the Genesis GV60 can absorb electrons at 235 kW. These factors shouldn't deter you entirely, but carefully consider how you'll use this EV. Last year, Volvo was able to boost the XC40 Recharge's range from 208 miles to 223 using only a software update, so it's possible that eventually even more miles could be coded in.Hopefully, other over-the-air updates will address the software bugs we experienced on our C40 test car. At different times, a tire pressure warning wouldn't reset, the backup camera wouldn't come on, and only the rear doors would unlock. There's also the matter of its Google-designed infotainment, which has useful functionality and voice-recognition capabilities but doesn't react as quickly as other automakers' systems or your smartphone.The C40's hardware—that is to say its very shape—creates compromises, too. Maximum cargo capacity is 49.0 cubic feet, down from the XC40 Recharge's 57.5-cubic-foot measurement. Visibility through the raked rear window is more problematic, in that it's terrible. We're surprised that a company as safety-focused as Volvo would sign off on letting its customers drive with such a limited view of what's behind; the C40 is a perfect candidate for a digital rearview mirror. At least the C40's standard blind-spot monitoring works well, as do its other driver assist systems.Too Cool to CareFinite differences in specs or our test data aren't what'll sell a person on the C40. The reason to choose this EV over any other—ones that go farther, carry more, or perform better—is because of the experience it delivers. Unlike some of its competitors, C40 is not a prosaic zero-emissions mobility appliance. With its great looks, funky interior, and frisky road manners, there's no getting bored of the C40. This small electric SUV is too cool for that.Looks good! More details?2022 Volvo C40 Recharge Twin Specifications BASE PRICE $59,845 PRICE AS TESTED $60,540 VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 201 hp (fr), 202 hp (rr); 402 hp (comb) TORQUE (SAE NET) 243 lb-ft (fr), 243 lb-ft (rr); 486 lb-ft (comb) TRANSMISSIONS 1-speed automatic CURB WEIGHT (F/R DIST) 4,742 lb (52/48%) WHEELBASE 106.4 in LENGTH x WIDTH x HEIGHT 174.8 x 73.7 x 62.8 in 0-60 MPH 4.2 sec QUARTER MILE 12.8 sec @ 109.0 mph BRAKING, 60-0 MPH 125 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 26.3 sec @ 0.72 g (avg) EPA CITY/HWY/COMB FUEL ECON 94/80/87 mpg-e EPA RANGE, COMB 226 miles ON SALE Now Show All

WHAT IT IS: After initially doubling down on hydrogen and hybrids, Toyota appears to be pivoting slowly toward battery electric vehicles. One of the models that'll anchor this directional change is the new 2024 Toyota Compact Cruiser. A follow-up of sorts to the beloved FJ Cruiser (which left our market in 2014 but still soldiers on in the Middle East), the Compact Cruiser is a pint-sized electric off-roader built in the same vein as early '90s classics such as the Suzuki Samurai. This small electric off-roader sports four doors, plenty of ground clearance, tucked-away bumpers, all-terrain tires, and beefy-looking skidplates, all of which ought to make it a hoot off-road.WHY IT MATTERS: Toyota is finally coming on strong in the EV space, promising 10 new "lines" of EVs by 2025, and the Compact Cruiser will be part of that salvo. While models like the 2023 Toyota bZ4X cover Toyota's more conservative audience, the Compact Cruiser, previewed here with images of the Toyota Compact Cruiser Concept from earlier this year, aims to satisfy legions of Toyota's hardcore off-road enthusiasts by offering more traditional Land Cruiser styling cues in an efficient, modern package.PLATFORM AND POWERTRAIN: We don't know a ton about what's underneath the Compact Cruiser's sheetmetal, but we think it's a safe assumption we'll find Toyota's new e-TNGA platform, also found underpinning the bZ4x and Subaru Solterra. We expect the Compact Cruiser to offer dual-motor all-wheel drive and somewhere in the realm of 250 hp or so. If that's the case, don't expect it to be a range or charging champ—the more aerodynamic all-wheel-drive bZ4X nets 222 miles of range in its least efficient form and is among the slowest-charging EVs on the market.ESTIMATED PRICE: $45,000EXPECTED ON-SALE DATE: Fall 2023