Evelyn Reynolds

Although it cost a whopping $140,895 and was too hardcore overall to qualify as a daily driver, the dramatically dynamic, ultra-sharp-handling, and wildly dressed-up BMW M4 CSL (limited to 1000 units) sold out instantly after its 2022 reveal. Almost exactly two years later, BMW just launched the equally eye-catching M4 CS, priced at $124,675. Despite the extensive carbon-fiber treatment, trademark quad headlights with yellow lenses, a choice of drop-dead gorgeous satin black or golden forged-alloy wheels, and acres of contrasting black go-faster accents, the CS is actually not nearly as extreme in character and execution as its forerunner. After all, it features four proper seats instead of two solitary racing buckets; a commendably compliant chassis setup instead of a lowered, ultra-firm, track-focused suspension; and all the expected luxury equipment instead of a no-frills full-noise cabin. Both models share the brand’s iconic top-of-the-line twin-turbo 3.0-liter straight-six rated at an identical 543 horsepower and 479 pound-feet of torque. But thanks to its standard all-wheel drive, the M4 CS beats the no-longer-available rear-wheel-drive M4 CSL to 60 mph; BMW quotes a 3.2-second time versus 3.6 for the CSL, but considering the mechanically similar M3 CS sedan did the deed in 2.7 seconds, we reckon BMW’s estimates are rather conservative. To carve out the CS’s extra performance, the M power brokers dialed up the maximum boost pressure to 30.5 psi, which duly increased output by 20 horsepower. In a parallel move, the engineers took out more than 70 pounds of weight. Means to this end include a lighter exhaust with a titanium silencer, redesigned low-carb wheels, a carbon-fiber hood, various slimline splitters and spoilers, four yawning grille-less nasal air intakes, and a decontented center console.We drove the M4 CS on the Salzburgring circuit in Austria, a two-hour drive from Munich. Mixed weather ruled out the Michelin Pilot Cup 2 R track-oriented tires, which are a factory option. Instead, our Riviera Blue companion for the day was shod with Pilot Sport 4S summer rubber, size 275/35ZR-19 up front and 285/30ZR-20 in the back. A little over 2.6 miles long, the Salzburgring is essentially a pair of fast straights capped by a set of slower curves on the approach to the start-finish line and the tricky high-speed 90-degree Nockstein Corner at the western perimeter. Constantly changing radii and several elevation changes make this ‘Ring more challenging than the straightforward layout suggests. Sven Esch, driver of our pace car and senior vehicle dynamics engineer of the M4 CS, knows this natural proving ground inside out. He calls out his instructions: “No 2WD, please. Feel free to dial in Track mode and MDM, but do not switch off DSC.” Aye, aye, sir!The M4 CS is fitted with thinly padded one-size-fits-some bucket seats as standard equipment. Their cushioning effect is negligible, but together with the three-point seatbelts they keep even extra-large frames firmly in place during hard braking or ten-tenths turn-in maneuvers. The steering wheel, unnecessarily squared off at the bottom, boasts a red straight-ahead marker but is almost too thickly rimmed for standard-size paws. The eight-speed transmission knows three operating modes: Auto, Sport, and Manual. We opt for the latter and select the fastest of three shift velocities, which is rapid and punchy but not nearly as wham-bang brutal as the flat-out second-to-third Sport+ whiplash in a 911 GT3. Which is exactly the point: The M4 CS will never scare you like the CSL, which loved to live its life on a razor’s edge in the wet and could still be snappy and short-tempered in the dry. Even the long back straight is not long enough to reach the claimed 188-mph top speed. We saw an indicated 144 mph before dropping the (extra-cost) carbon-ceramic anchors, which start making a difference after the second or third stint with the crowd on the pit wall still cheering. The brakes, the springs, the dampers, and the anti-roll bars all were tuned specifically for the CS. Track mode further speeds up the throttle response, sends an extra smidgen of torque to the rear wheels, delays stability control interference by a fraction of a second, and flexes the chassis muscles at the limit more energetically. One’s favorite dynamic profiles can be stored and summoned via two fire-red steering-wheel buttons labeled M1 and M2. M1 could, for instance, lock all systems in Sport or Sport+ with DSC off, while M2 may serve as a low-grip default setting with the full safety net in place at all times. Unlike Porsche, BMW M even lets the driver tweak the key dynamic man-machine interfaces, namely steering response and brake action. Although the difference between Comfort or Sport is relatively subtle, we would prefer a stable feedback under all driving conditions. It is in this context worth mentioning that BMW steering has over time gradually lost some of that deeply reassuring connectivity and total haptic immersion that peaked in the legendary E46 M3. Even in a sharp-handling and commendably involving sports coupe like the M4 CS, electric actuation and electronic control has to an extent traded crispness and sparkle for reduced effort and enhanced safety.Having said that, the M division’s latest effort still is a highly emotional piece. Hit the red starter button, watch the digital displays pop into life one after the other, listen to the exhaust at idle, then blip the throttle and compare the sound to the selected drive mode. Too subtle? Hit the exhaust button, dial in Sport+, then check again. That’s better. Now, pull the gear-lever into Drive and take off. What’s next, Herr Esch—another qualification lap or a long run? Although the vocal inline-six redlines at 7200 rpm, the torque curve plateaus from 2750 to 5950 rpm, warranting plenty of midrange grunt. The shift lights on top of the speedometer and the tach instantly reflect every change of rhythm, but unfortunately the instruments retain silly square bracket graphics rather than more readable old-fashioned round dials. Although BMW removed the center armrest without asking for permission, at least the iDrive controller survived as a comforting fixture for touchscreen haters.More on the BMW M4Two five-lap runs and some bonus track time doesn’t sound like nearly enough to evaluate a new car, but then the M4 CS is in essence a familiar quantity spruced up with a few fresh talents. Although it looks like a facelifted CSL, its road manners, ride comfort, performance, and equipment are more like an M4 Competition xDrive’s with a twist. Trouble is, that twist will cost you an extra $35,200, which is a lot of bread even if the production run will end, as rumored, after only one year and 2000 units, thereby likely bolstering the resale value. But right here and now, a base model M4 with standard seats and a wider choice of options seems like the more compelling bet. Feel free to save even more by opting for the 503-hp $84,375 rear-wheel-drive version, or secure a future classic in the shape of the 473-hp M4 manual priced at $80,275. Although the CS is the perfect 10 that beats the rest of the range on merit and appeal, that wafer-thin dynamic advantage comes at an uncool premium.SpecificationsSpecifications
2025 BMW M4 CSVehicle Type: front-engine, all-wheel-drive, 4-passenger, 2-door coupe
PRICE
Base: $124,675
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 543 hp @ 6250 rpmTorque: 479 lb-ft @ 2750 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 112.5 inLength: 189.0 inWidth: 75.5 inHeight: 55.1 inTrunk Volume: 16 ft3Curb Weight (C/D est): 3850 lb
PERFORMANCE (C/D EST)
60 mph: 2.7 sec100 mph: 6.4 sec1/4-Mile: 10.7 secTop Speed: 188 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 18/16/22 mpgAlthough I was born the only son of an ornithologist and a postal clerk, it was clear from the beginning that birdwatching and stamp collecting were not my thing. Had I known that God wanted me to grow to 6’8″, I also would have ruled out anything to do with cars, which are to blame for a couple of slipped discs, a torn ligament, and that stupid stooped posture behind the wheel. While working as a keeper in the Aberdeen Zoo, smuggling cheap cigarettes from Yugoslavia to Germany, and an embarrassing interlude with an amateur drama group also failed to yield fulfillment, driving and writing about cars became a much better option. And it still is now, many years later, as I approach my 70th birthday. I love every aspect of my job except long-haul travel on lousy airlines, and I hope it shows. More

“There aren’t a lot of situations that 720 horsepower can’t solve.”It didn’t take long in the desert outside Palm Springs, California, for this line from the 2024 Ford F-150 Raptor R’s development team to ring true. Staring down a sandy dune several stories tall, our goal was to claw our way up the mountainside, rip a big fat drift, and meander back down. Some members of our cohort didn’t give the throttle the commitment it needed on the way up, but as the truck’s vertical progress began to slow, the relative silence gave way to a supercharged eight-cylinder aural assault, as all 720 horsepower and 640 pound-feet of torque went to work putting the Raptor R back on its intended course.On paper, the changes to the 2024 Raptor R seem mild. A new hood gave Ford engineers the airflow needed for them to extract 20 extra horsepower from the R’s supercharged 5.2-liter V-8 and flatten the engine’s torque curve a bit. New Fox Dual Live Valve shocks allow for control of both compression and rebound (only compression was adjustable previously). Combined with a control unit loaded with the Blue Oval’s in-house algorithms, Ford claims this more advanced suspension setup will expand on-road comfort and off-road capability in equal measure. To see how these changes enhance the Raptor R’s off-road prowess, we went through a series of different dirt-tinged scenarios. While we did spend a bit of time on the road, our 37-inch BFGoodrich K02 all-terrain tires were aired down (27 to 29 psi up front, 23 psi out back) for better desert-running grip, so we can’t speak much to how the truck would operate normally during daily use. But don’t worry, it sure as hell gets up to the speed limit in no time, and the truck’s gigantic footprint means 90 mph feels a lot closer to 40 than it should. Our first adventure led us to an off-road course meant to mimic desert racing. Pushing past 70 mph on gravel on a slight uphill stretch is not for the faint of heart; even with the BFGoodrich tires providing immense amounts of grip, the Raptor R’s front end lightens, and the body becomes subject to the lateral whimsy of the rocky path underfoot. A light drag on the brakes straightened the body in time for us to give the left pedal a much stronger hug, and the tires once again dug in as we dove into the first turn and powered out. The immense amount of suspension travel dispatched a series of gnarly-looking whoops with less drama than expected. Throughout, the Raptor R remained eminently composed—we were never left searching for grip from either axle—and only encouraged us to go faster in search of bump stops we never found.Following our best efforts to shake our bones to goop, we headed over to an autocross of sorts that Ford built on a dry lakebed, which gave us a chance to toss up some big brown rooster tails and cake the nearby terrain in dust. In the Raptor R’s Baja mode, the stability-control system permitted a lurid amount of yaw, allowing us to slap the 10-speed automatic transmission into manual mode, heave the front end into a corner and apply power to send it sideways. It drifted with ease—as anything with 720 horsepower should.Before being sent up a multi-story dune, we had some proper mountain crawling to knock out. Swapping to Off-Road mode changes the powertrain’s behavior, focusing more on low-speed, low-rpm crawling than high-speed, high-rpm whoop-demolishing. This change in throttle mapping made it easy to move forward at whatever pace was comfortable, using the front camera’s feed on the standard 12.0-inch touchscreen to place the tires atop rocks that could otherwise slash some sidewalls if they weren’t surmounted correctly. Ford wasn’t about to put us into a situation that only a Chinook could solve, but it wasn’t exactly mini golf either; still, the Raptor R ate that steep, rocky trail for lunch, without even so much as a glance at 4LO.Naturally, it wouldn’t be a Raptor R drive without a jump, and Ford happily obliged. There wasn’t much hang time, but no matter what angle the Raptor R actually left the sandy ramp—hitting highway speeds in the desert will cause an awful lot of unintended juking and yawing—the truck plopped back down to terra firma (terra firm-ish, we suppose) with a satisfying lack of metal-on-metal noise, and a small bit of countersteer kept the nose pointed in the right direction.More Raptor ReviewsThe Ford F-150 Raptor R already exists in the upper echelon of off-road-truck capability, and the small adjustments made to the pickup for 2024 give the pilot the confidence to add pace and get up to even more hoony shenanigans. Dearborn will want more than a pound of flesh for the privilege though—while the six-cylinder Raptor starts at a mildly sensible $80,325, upgrading to the Raptor R requires another $31,925, and with a couple other options, our example’s window sticker reached an eye-watering $113,935. But considering the Ram 1500 TRX’s replacement and the Raptor’s closest competitor, the Ram 1500 RHO, is only offered with six cylinders of motivation, this muscled-up Ford is the only V-8 dune-demolisher in town.SpecificationsSpecifications
2024 Ford F-150 Raptor RVehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base: Raptor R, $112,250
ENGINE
supercharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port fuel injectionDisplacement: 315 in3, 5163 cm3Power: 720 hp @ 6650 rpmTorque: 640 lb-ft @ 4300 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 145.4 inLength: 232.6 inWidth: 87.0 inHeight: 80.6 inCurb Weight (C/D est): 6050 lb
PERFORMANCE (C/D EST)
60 mph: 3.5 sec100 mph: 9.0 sec1/4-Mile: 11.9 secTop Speed: 112 mph
EPA FUEL ECONOMY
Combined/City/Highway: 12/10/15 mpgCars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree. More

From the February 2001 issue of Car and Driver.For the past several years the editors of the New York Times have been suffering major anxiety palpitations over the threat to the populace posed by pavement-pulverizing, gasoline-swilling, compact-crushing, rollover-prone sport­-utility vehicles. The rest of the media elite have followed the lead of the frumps at the Times, waxing hysterical over the obvious reality that tall, heavy vehicles roll over more easily and stop less efficiently than their lower, lighter counterparts. Then came the Ford/Firestone debacle, which sent television reporters and editorialists everywhere into swoons of terror, identi­fying the scourge of the SUVs as the next Black Plague to envelop civilization. Manufacturers from the start have responded to these tocsins with bigger and bigger SUVs—machines with their own ZIP codes, packing V-8 and V-10 engines with enough power and torque to electrify small Third World countries. HIGHS: The latest successful SUV spinoff from a full-size pickup, traditional Toyota quality.Here came the fleets of Excursions, Escalades, Yukons, Yukon XLs, and Durangos, all with gonzo motors and suf­ficiently low fuel mileage to qualify for eternal damnation from the Friends of the Earth. Now Toyota is in the act. Yes, the same Toyota whose Priuses, Echos, and Corollas are among the lightest, most fuel-efficient vehicles in the world. But Japan’s largest automobile manufacturer is a profit-making business, not a division of the Sierra Club, and after first attacking the domestic full-size­-pickup market with its new Tundra last year, it was only a matter of time (mea­sured in months) before that platform would be modified into what is charitably called the “full-size” SUV class. Although the Sequoia falls a bit short of the outré weight and size standards set by Ford’s Excursion and GM’s Suburban, it is one big Namu, offering eight leather­-bound seats in a neatly styled if unre­markable package. Offered in two- and four-wheel-drive versions (priced from $31,295 and topping out at $44,000 for our loaded four-wheel-drive test vehicle), the Sequoia is substantially cheaper and slightly more capacious than the Toyota Land Cruiser and the Lexus LX470, both of which are powered by the same 4.7-liter DOHC V-8 developed for the Tundra pickup, tuned for 240 hp here. This puts the Sequoia, pricewise, in direct competi­tion with the Chevy Tahoe, GMC Yukon, and Ford Expedition, while offering world-class Toyota fabrication and relia­bility. The only clue that its lineage can be traced to the Tundra, except for its engine, is the presence of the four-speed automatic shift lever on the steering column, as opposed to a console mount found in most upscale SUVs. As expected, its road manners are prim and proper, in the narrow context of sport­-utilities. (Note: With the possible excep­tion of the BMW X5, there isn’t an SUV built that could be described as possessing decent handling.) Our Sequoia, weighing in at 5251 pounds and standing two inches more than six feet tall, and with 10.6 inches of ground clearance, wobbled around the skidpad generating 0.71 g of cornering force. This is not a bad number for an SUV of this size, but the Sequoia cannot be confused with a modern sedan.LOWS: Limited towing capacity for an SUV in this class; conventional, low-risk styling.Yes, the Sequoia has all the right stuff: a new five-link coil-sprung rear suspen­sion, anti-roll bars fore and aft, ABS on four-wheel vented disc brakes, a skid-man­agement system that automatically acti­vates brake and throttle applications when adhesion fails, plus Toyota’s A-Trac trac­tion-control system. But none of these devices can overcome the laws of simple physics. Large, heavy, tall vehicles must be driven with caution, meaning that the rollover shibboleth popularized by the media is in part the fault of the driving public that presumes SUVs can be wheeled around like cars. Cornering, as with all sport-utes this big, demands pru­dence. Modern gadgetry such as traction control, skid management, and ABS notwithstanding, big SUVs like the Sequoia cannot be taken for granted in any driving situation demanding agility or quick movements. This is hardly a design flaw but merely a manifestation of the nearly impossible task of wedding a large five-door, multipassenger vehicle with off-road capabilities to a smooth, comfortable package with a carlike personality. On pavement, the Sequoia behaves well. Its acceleration (0 to 60 in 9.1 sec­onds) is within the range of vehicles in this class, and cruising at 65 to 80 mph on the open road offers silent running with silky comfort. Straight-line stability is first-rate, considering the vehicle’s high-rise architecture. The Sequoia hauled itself from 70 mph to a dead stop in 204 feet, which is very good for a 5251-pound vehicle. Like most Toyotas, the full-power interior is effectively laid out and executed to middlebrow perfection, offering high levels of function and low levels of visual stimulation. But make no mistake, this is one big, beefy machine, and unless one plans on reg­ularly hauling five or more passengers or enough junk to fill a small single-wide, it may be too large for most customers. These whale-size SUVs fall into a narrow-spec­trum specialty class and should not be con­fused with more conventional machines of this genre. Maneuvering in tight quarters can be a night­mare. Rearward visibility, hampered by headrests and a high backlight, offers the unfortunate option of parking with the Braille system while dreaming about one of those remote television cameras employed on giant recreational vehicles. The Sequoia, and other similarly sized SUVs, can be legitimate pains in the ass to navigate when employed for normal transportation.Thanks to its impressive ground clear­ance and four-wheel-drive system that can be engaged with the push of a dashboard button (or used full-time), the Sequoia is quite effective off-road, although it lacks locking differentials. As a compromise, low range is available with a separate shifter that locks the center differential. Aside from slogging up snowy mountains to ski lodges or occasional forays to back­country trout streams, the Sequoia is, like all upscale SUVs, probably best suited for John Loudon McAdam’s ancient but uni­versally celebrated road surfaces. Toyota claims that the two-and-a-half-­ton four-wheel-drive Sequoia will tow up to 6200 pounds, although its engine produces only 315 pound-feet of torque. Based on our experience with race cars, one puz­zles under what conditions such a load could be hauled effectively. Sixty miles an hour on level terrain? Perhaps. Then again, the Chevy Tahoe’s trailer rating is even higher with less torque.More Reviews From the ArchiveThat said, Toyota has effectively followed the domestic industry’s lead in converting a pickup platform into a useful, well-founded sport-ute. High value, vaunted quality, and reliability at a rea­sonable price are all in play with the Sequoia. Like most of the products from this cau­tious and essentially conserv­ative manufacturer, there is little about the vehicle to prompt rooftop celebrations, but there is also precious little to criticize, considering the mission state­ment of the vehicle. VERDICT: The right price, the right quality, the right stuff to create an instant contender. SpecificationsSpecifications
2001 Toyota Sequoia Limited 4x4Vehicle Type: front-engine, rear/4-wheel-drive, 8-passenger, 4-door wagon
PRICE
Base/As Tested: $42,755/$44,000Options: sunroof, $1005; 6-disc in-dash CD changer, $200; daytime running lights, $40
ENGINEDOHC 32-valve V-8, iron block and aluminum heads, port fuel injectionDisplacement: 285 in3, 4664 cm3Power: 240 hp @ 4800 rpmTorque: 315 lb-ft @ 3400 rpm 
TRANSMISSION4-speed automatic
CHASSIS
Suspension, F/R: control arms/live axleBrakes, F/R: 12.5-in vented disc/12.2-in vented discTires: Bridgestone Dueler H/T265/70R-16
DIMENSIONS
Wheelbase: 118.1 inLength: 203.9 inWidth: 78.0 inHeight: 74.0 inPassenger Volume, F/M/R: 62/56/37 ft3Cargo Volume, Behind F/M/R: 60/39/9 ft3Curb Weight: 5251 lb
C/D TEST RESULTS
60 mph: 9.1 sec1/4-Mile: 16.8 sec @ 81 mph90 mph: 21.9 secRolling Start, 5–60 mph: 9.8 secTop Gear, 30–50 mph: 4.7 secTop Gear, 50–70 mph: 6.3 secTop Speed (gov ltd): 97 mphBraking, 70–0 mph: 204 ftRoadholding, 300-ft Skidpad: 0.71 g 
C/D FUEL ECONOMY
Observed: 13 mpg
EPA FUEL ECONOMYCity/Highway: 14/17 mpg 
C/D TESTING EXPLAINED More

General Motors has been dominant in the full-size SUV class for decades now, with Chevy Tahoes and Suburbans and their GMC and Cadillac equivalents commanding huge market share and even bigger profits. So it makes sense that GM would try to apply some of those same lessons to its latest generation of mid-size three-row SUVs. The 2024 Chevrolet Traverse is the first to reach a third generation, and the GMC Acadia and Buick Enclave will follow for 2025. The Traverse was already bigger than its peers, and the new one looks more trucky than ever. With a blunt new front end and squared-off shoulders, it’s become even more Tahoe-like.In keeping with its more rugged look, the Traverse lineup now includes a Z71 off-road trim for the first time. It joins the flood of available rugged-esque models such as the Kia Telluride X-Pro, Honda Pilot TrailSport, and numerous others. Standard equipment on the Z71 includes all-terrain tires, ZF frequency-based adaptive dampers, a twin-clutch all-wheel-drive system, and a 1.2-inch suspension lift. This isn’t meant to be a rock-crawler, but it does have off-road-specific drive modes, underbody skid plates, and extra ground clearance for peace of mind if you frequently point your Traverse toward muddy two-tracks or gnarly gravel roads.The sporty-looking RS model returns, and it too features the upgraded dampers but gets 22-inch wheels and blacked-out trim. Chevy also offers its Super Cruise hands-free driver-assist technology as standard equipment on the RS, which is the most expensive of the bunch with a starting price of $55,595. The more mainstream LS and LT trims, in the low-$40,000 range, target the heart of the three-row-SUV market, and the Traverse’s core mission hasn’t changed much despite its boxier styling. This remains a utilitarian family bus above all, and while its 204.5-inch length is within half a foot of a Tahoe’s, the Traverse’s unibody construction makes it a bit more maneuverable and carlike in its manners while also offering better fuel economy than its V-8-powered, truck-based big siblings. New Turbo Four-Cylinder EngineTo that end, the Traverse’s engine compartment is the one area that has embraced downsizing with this new generation. In place of the old 3.6-liter V-6 is a new turbocharged 2.5-liter inline-four (there was a 2.0-liter turbo four offered during the previous-gen Traverse’s run, but most models used the V-6). Related to the 2.7-liter turbo four found in GM’s pickup trucks, this engine puts up big numbers—328 horsepower and 326 pound-feet of torque—that outpace many others in this class. At the same time, the combined EPA estimate for front-wheel-drive models goes up to 23 mpg, from 21 mpg previously, and the all-wheel-drive model now gets 21 mpg combined, an increase of 1 mpg.The Traverse’s turbo four doesn’t feel quite as strong as its output figure would suggest, and we think that’s partially because of its sluggish throttle tip-in and the vehicle’s stated curb weight of as high as nearly 4800 pounds, which puts it among the heavier entries in the three-row segment and about 200 pounds heavier than before. The engine sounds gruff under hard acceleration, and it sends plenty of noise into the cabin even during more sedate driving. Perhaps the Buick Enclave will feature additional sound-deadening material for better NVH isolation.The Traverse corners well enough, with good body control, and it has the same firm and responsive brake pedal that has become a GM trademark across vehicle segments. But the slow steering makes it drive every bit as big as it is, causing it to seem as if Chevrolet purposely tuned this model to feel more like a Tahoe. We drove the Z71, which has slightly duller responses due to its chunkier tires, and the RS, which is a bit sharper thanks to its more aggressive wheel-and-tire package, but neither version was particularly engaging to drive.Lots of Space InsideThe Traverse’s interior plays more on space and versatility than it does on plush accommodations. The biggest upgrade from the old model is the new screen setup, which includes an 11.0-inch digital gauge cluster and a 17.7-inch central touchscreen. But the materials even in the higher-trim RS and Z71 models aren’t particularly nice, and the dashboard design is uninspiring. But for people-hauling duty, there’s plenty to recommend. The airy cabin offers good space in both the second and third rows. The third row also has a decent seating position, with a bottom cushion that doesn’t force your knees into your chest in the same way many other three-row SUVs do. If you slide the second row forward, there’s just enough legroom back there for adults.Dimensionally, this latest Traverse is all but identical to last year’s model—as before, there’s also quite a lot of cargo space, even behind the third row, and a deep storage bin beneath the load floor. The third row folds flat to open up the space, although it won’t fold if the available second-row captain’s chairs are in their rearmost position. You have to slide them forward first for the third row to have enough clearance to fold, a slight annoyance that could bother those who raise and lower the third row frequently.More on the New TraverseSpace sells in this segment, and it remains the Traverse’s chief calling card even as the new generation ushers in blockier styling, an off-road trim level, and new technology features. These new offerings don’t move the needle much in terms of increasing the Traverse’s desirability, and the new engine isn’t as convincing of an upgrade as its numbers would suggest. The new Traverse still reads as a midpack player to us, but for those who use all three rows of seats or need as much cargo space as possible, Chevy’s mid-sizer remains a pragmatic choice.SpecificationsSpecifications
2024 Chevrolet TraverseVehicle Type: front-engine, front- or front/all-wheel-drive, 7–8-passenger, 4-door wagon
PRICE
LS, $38,995; LS AWD, $40,995; LT, $41,395; LT AWD, $43,395; Z71, $47,795; RS, $55,595; RS AWD, $57,595
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 152 in3, 2494 cm3Power: 328 hp @ 5500 rpmTorque: 326 lb-ft @ 3500 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 120.9 inLength: 204.5 inWidth: 79.6 inHeight: 69.9–72.1 inPassenger Volume, F/M/R: 60–63/53–55/40 ft3Cargo Volume, Behind F/M/R: 98/57/23 ft3Curb Weight (C/D est): 4550–4800 lb
PERFORMANCE (C/D EST)
60 mph: 6.5–6.7 sec100 mph: 17.2–17.4 sec1/4-Mile: 14.8–15.0 sec

Top Speed: 130 mph
EPA FUEL ECONOMY
Combined/City/Highway: 21–23/19–20/24–27 mpgDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

Acura enjoys applying the ZDX name to its most experimental models. The first was the easily forgotten coupelike crossover that debuted in the late aughts. Although that body style would go into vogue about a decade later, the original ZDX was ahead of its time, didn’t sell well, and disappeared after only four model years. Now, Acura has revived that moniker and applied it to another experiment, this time with General Motors as its lab partner. The resulting 2024 Acura ZDX represents the automaker’s first electric vehicle and first electric Type S performance variant.Penned by a Los Angeles–based design team, the new ZDX’s handsome appearance incorporates Acura hallmarks such as “Jewel Eye” headlights and a pentagonal grille that’s actually a debossed panel with an illuminated outline. Beneath its stylish bodywork is GM’s modular Ultium platform that supplies a battery with 102.0 kilowatt-hours of usable capacity, as well as rear- and all-wheel-drive powertrains. The latter is standard on the top-spec, 499-hp ZDX Type S, which is what Acura brought us to California to drive for the first time. Anyone familiar with Acura’s lingo knows that its Type S badge gets affixed to a model’s sportiest variant. The ZDX is obviously a product of badge engineering, but the Type S has myriad go-fast goodies that aren’t found in semi-siblings like the Honda Prologue, making it clear that Acura tried to ensure the EV lives up to that performance branding. Along with 544 pound-feet of torque—more than the hybrid NSX supercar—the ZDX Type S alone offers an adaptive air suspension and yellow-painted Brembo six-piston front brake calipers pinching huge 15.3-inch rotors. Heck, grippier summer tires are even available as a $1000 option—something not found on Acura’s other Type S SUVs. Set loose on California’s U.S. Route 101 and curvier Highway 154, we unleashed the mightiest ZDX’s forceful acceleration, which arrives in an instantaneous wave of thrust—although, to be fair, that’s par for the EV course. With Sport drive mode activated, pressing the right pedal also introduces a synthetic soundtrack that, to our ears, resembles a robot trying to make engine noises underwater. While it’s mandatory in Sport mode, it can be turned off via the customizable Individual setting if you’d rather mute the sideshow.Individual mode also lets drivers adjust the brake response, damper stiffness, and steering effort. However, it’s a bit of a bear to manage, requiring a fingertip tap dance through multiple submenus on an otherwise straightforward 11.3-inch touchscreen that runs Google built-in software and includes both wireless Apple CarPlay and Android Auto. We spent most of our time driving the ZDX in Sport—not only because it didn’t feel drastically different from the default Normal setting, but also because it was annoying to change modes, as the button is located in an awkward spot on the lower left-hand side of the dash. That made us miss Acura’s signature rotary drive-mode selector from its gas-fed fleet, including the TLX sports sedan and the three-row MDX SUV.Wonky mode swapping wasn’t the only thing amiss on our first date with the ZDX Type S. As with any budding relationship, personality matters. Had we been forced to re-create a scene from Bird Box and drive blindfolded, we’d praise the ZDX’s interior tranquility and how adeptly the Acura changes direction without much body roll, but we’d be hard-pressed to differentiate it from other “sporty” EVs. Most of them also offer breakneck take-offs and surefooted low-center-of-gravity handling, meaning it’s trickier to make a performance-minded model stand out. We’ve seen this sort of existential limbo before, and we assume it won’t be the last time we pick up on it either.Sure, the ZDX has heavy steering that implies sportiness, but it doesn’t transmit much, if any, tangible feedback. The brake pedal is pleasantly firm and responds naturally with or without the two different regeneration settings, yet there’s nothing on the 11.0-inch digital gauge cluster that clearly indicates what regen mode is currently selected. Instead, you must judge it by the “charge” meter or your own equilibrium. Similarly and equally frustrating, the active drive mode isn’t shown on the instrument panel, like it is on most new vehicles.Apart from wishing the ZDX Type S was more engaging from behind the wheel, our other minor gripes don’t offset the Acura’s many redeeming qualities. Despite our car’s large 22-inch wheels and low-profile tires, it had a luxury-grade ride, no doubt aided by the standard height-adjustable air springs. We enjoyed the ZDX’s driving position too, which benefits from excellent outward visibility and peaked front fenders that help with wheel placement around tight corners. The back seat is palatial for two adults, and the flat floor makes it habitable for three. We also sampled Hands Free Cruise, Acura’s version of GM’s Super Cruise hands-free driving tech. With steady lane positioning and seamless automatic lane changes on a busy Highway 101, the system is a game-changer for daily commuters in congested areas. Hands Free Cruise is only offered on the Type S, along with other desirable features such as automated parking assist, a digital rearview mirror, a head-up display, heated rear seats, and a third climate zone with rear HVAC controls, which all contribute to the top model’s $74,7850 starting price. The Type S is eligible for the $7500 federal tax credit, but so are the rear- and all-wheel-drive A-Spec models that start at $65,850 and $69,850.Acura says the A-Spec will be the volume seller, but unfortunately we didn’t have the opportunity to drive one. That’s a pity, because the 490-hp AWD model strikes us as the sweet spot in the ZDX lineup. We’d probably also be less disappointed with how it drives, compared to our higher expectations for anything with a Type S badge. In addition, the A-Spec AWD offers an extra 26 miles of EPA-estimated driving range (304 versus the Type S’s 278). Every ZDX has a 11.5-kW onboard charger and a DC fast-charging rate that peaks at a decent-but-not-mind-blowing 190 kilowatts, which Acura reckons is good for a 20 to 80 percent juice-up in 42 minutes.Kissin’ CousinsThe ZDX has been available to order since March through Acura’s new omni-channel sales process, which can be done online or at a dealership. There’s no haggling, and deliveries have already started for the early adopters. But dealer inventory should remain quite limited, which could cause frustration when it comes to in-person purchasing. Much like its first EV, Acura says its new digital-heavy sales strategy is an experiment, with the goal of eventually extending it to the rest of the lineup. That’s why the new ZDX is an important first step for Acura’s electric future. While we didn’t fall in love with the hotter Type S at first blush, we’re optimistic that a second date at our test track will reveal something we missed.SpecificationsSpecifications
2024 Acura ZDXVehicle Type: mid- or front- and mid-motor, rear- or all-wheel-drive, five-passenger, 4-door wagon
PRICE
Base: A-Spec RWD, $65,850; A-Spec AWD, $69,850; Type S AWD, $74,850; Type S AWD with Performance Wheels and Tires, $75,850
POWERTRAIN (RWD)
Motor: permanent-magnet synchronous ACPower: 358 hpTorque: 324 lb-ftBattery Pack: liquid-cooled lithium-ion, 102.0 kWhOnboard Charger: 11.5 kWPeak DC Fast-Charge Rate: 190 kWTransmission: direct-drive
POWERTRAIN (AWD)
Front Motor: permanent-magnet synchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 490 or 499 hpCombined Torque: 437 or 544 lb-ftBattery Pack: liquid-cooled lithium-ion, 102.0 kWhOnboard Charger: 11.5 kWPeak DC Fast-Charge Rate: 190 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 121.8 inLength: 197.7 inWidth: 77.0 inHeight: 64.4 inPassenger Volume, F/R: 53/49 ft3Cargo Volume, Behind F/R: 62–63/29–30 ft3Curb Weight (C/D est): 5500–6100 lb
PERFORMANCE (C/D EST)
60 mph: 4.0–5.5 sec100 mph: 10.0–14.5 sec1/4-Mile: 13.0–14.0 secTop Speed: 120–150 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 86–88/93–95/80–82 MPGeRange: 278–313 miEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

From the May/June issue of Car and Driver.Is that real? A woman standing next to the 2024 Tesla Cybertruck outside a hotel in Venice, California, is pretty certain she’s looking at an escaped movie prop. “Like, is there a car underneath that?” she asks. We inform her that yes, it is real, but if any vehicle will cause you to question objective reality, it’s this one. To those of us who are into cars, it seems like the Cybertruck has been around forever—it was announced in November 2019 and has been in the news seemingly every day since. But for a sizable segment of the population, this may as well be an alien lander or an escaped military project. It looks like it drove out of the Home Depot Andromeda in the year 3000 carrying a pallet of nano armor for the ol’ fusion recombiner back at the Demogorgon Ranch. When the door opens, you half expect to see the driver’s seat occupied by a hologram. The Cybertruck is the craziest production car of the century, and second place isn’t even close. HIGHS: 60 mph in 2.6 seconds, supreme dent resistance, you’ll meet its fans wherever you go.Whether you exclaim “I can’t believe they built that!” with a sense of wonder or disdain depends almost entirely on an aesthetic judgment. Either you dig the Cybertruck’s 32-bit polygon form factor and naked stainless-steel skin or you don’t, and there really is no in between. Driving it around Los Angeles, we need only roll down the windows to get an earful of public sentiment. One guy on a bike rides past and yells, sing-songy, “Cybertruck . . . lame!” Another says, “I don’t know why that gets so much hate. It looks cool.” And yet another calls out, “Is that made of wood?” We told you: A significant percentage of the population can’t accept that a real car company actually built this to sell to the general public. We’re still grappling with that ourselves.Consider that this tri-motor Beast model—or Cyberbeast, if you will—is a 6901-pound electric pickup truck that can tow 11,000 pounds and also hits 60 mph in 2.6 seconds, which matches the time we recorded with the Lamborghini Huracán STO. It has steer-by-wire and brake-by-wire, and its low-voltage architecture gets bumped up to 48 volts from the typical 12. The truck’s numerous sensors and controllers communicate over an internal “etherloop” network, which Tesla claims dramatically reduces the amount of wiring needed for communication among the various subsystems in the vehicle. The power tonneau cover for the bed is lockable and strong enough to stand on. And then there’s that dent-resistant stainless-steel skin, which is so robust that the doors have no internal side- impact beams because they don’t need them. The Cybertruck represents a thorough rethinking of how to build a car—much of it self-imposed, but progress can come in strange forms. Now Steer ThisThe Cybertruck’s steer-by-wire system lacks a connection between the wheels and the steering wheel, or the cutely named “squircle.” While this will surely trigger the foil-hat community, Cybertrucks are safe. Triple redundancy and a diversity of information ensure any fault in the system will not result in a 737 Max situation where the car will not do the driver’s bidding.The front steering rack has two 48-volt motors. Each of those motors reports to two different circuits and is tied to two different controllers. Three feedback sensors (one for each motor and a third for the squircle’s motor) report to different controllers. Should one motor fail, there is still enough torque in reserve to steer through a parking lot (where steering forces are greatest). If one sensor disagrees with the other two, it’s ignored. But if the split jury persists, you will get a warning to pull over and call for a tow, because something isn’t working properly. You will also get a message to pull over if a controller goes down. If a request to stop safely goes ignored too long, it will eventually brick the truck. —K.C. COLWELLFor instance, that steer-by-wire system is essentially a byproduct of Tesla’s determination that yokes are cooler than steering wheels, which means you absolutely need a variable steering ratio to avoid multiple hand-over-hand turns. (The Cybertruck’s tiller is rectangular, essentially a yoke with a top bar.) While variable-ratio steering can be accomplished mechanically, no mechanism can deliver this truck’s level of variability while maintaining 0.9 turn lock to lock. And so the uninitiated inevitably pull away in the Cybertruck tracing a spaghetti path because it’s easy to apply too much steering input. Your brain quickly adapts to the new normal, your hands quiet down because you don’t need to issue small corrections to follow a straight line. The rear-axle steering also plays a role, enhancing agility to the point that the Beast’s dual rear motors don’t do any torque vectoring across the axle because the truck is already nimble enough. At one intersection, we had to wait for the Ford F-250 ahead of us to execute a two-point U-turn that the Tesla dispatched in a single arc.If you’re worried about steer-by-wire with no mechanical backup, the backup is basically more steer-by-wire. There are two steering motors, each of which uses a separate controller and power supply, with various sensors on each to sniff out any issues. If one of the motors fails, the truck will go into a limp mode with a five-minute countdown to pull over. The “loop” part of the etherloop points to more redundancy since the truck can lose any component on its network and reroute communication to keep all other systems online. Even the electronically controlled dampers were designed with the what-if of failure in mind. If the dampers lose power, they default to firm valving, so a driver towing or hauling a heavy load won’t be stuck with a wallowing truck. Tesla’s thinking on worst-case scenarios and their aftermath extended to crashes too. Thanks to the Cybertruck’s snub nose, there isn’t as much crush space as you’d enjoy with a traditional long-hood pickup. For the first time, Tesla incorporated collapsible crush tubes into the single, giant front casting that dissipates energy by essentially exploding into tiny pieces. But a crash doesn’t mean the entire casting has to be replaced—it can be reconstructed ahead of the intact parts. As for the stainless-steel body itself, it’s ready to take on the worst that rogue shopping carts can dish out in the Ralphs parking lot.Greg Pajo|Car and DriverAir BenderWeirdly, the Tesla Cybertruck has more aero than you might imagine. The front end was always going to be a challenge, but Tesla changed the prototype’s flat nose to a subtly curved front panel that helps air bend around the forward flanks. Carefully shaped front flares create a small, deliberate vortex that encourages the flow to bend smoothly around the corners. The prominent wiper acts like a fence that directs air over the top instead of allowing it to swirl down onto the driver’s window, cutting down on wind noise. Underneath, the belly is much smoother than any ladder-framed truck could ever hope to be. Car and DriverThe most surprising aspect may well be how naturally well suited the angular-looking aft end is. The rearmost flanks taper gently like some kind of teardrop, which is the most inherently aerodynamic shape. The abrupt truncation at the tailgate is actually quite good aerodynamically, with the air flowing over and off the body smoothly, thereby reducing drag more than a rounded tail might achieve.The roll-top tonneau is essential to all of this, of course, so we conducted 75-mph steady-state tests with it closed and open, as well as with both it and the tailgate open to create an exit for the air “trapped” in the bed. We also wondered about the effect of the wheel caps, so we repeated our tonneau-closed runs with those off as well. The 10-percent hit to consumption the open tailgate generates is less surprising than the barely 2-percent loss without the wheel covers. But Tesla warned us that the covers are largely aesthetic. —DAN EDMUNDSAbout those panels: Tesla formulated its stainless-steel alloy to prioritize hardness and corrosion resistance. Much has already been made of Cybertrucks wearing grimy orange rust stains, which result when iron particles in the air alight on the truck and begin oxidizing. You can wipe them off (we used an ammonia-free glass cleaner), but the Cybertruck definitely makes you acutely aware of how much airborne iron is apparently floating around out there. You can also give it a good scouring with Bar Keepers Friend, after which the metal will “repassivate,” forming its own protective haze. Since this consumes maybe a few microns of metal thickness, you could theoretically clean a hole in your truck, but with 1.8-mm-thick door panels, that would take a lot of scrubbing. One thing that Tesla says won’t put a hole in your door: subsonic ammunition. We did not test that claim, as our accountants strongly discourage the shooting up of six-figure trucks.The Secret Sauce Car and DriverTesla hasn’t specified the Cybertruck body’s alloy formulation, but metal recyclers make it their business to know exactly what they’re paying for. At C&M Metals in Los Angeles, co-owner Todd Monroe pointed his XRF spectrometer at the Tesla’s front end and got immediate confirmation that this is, metallurgically speaking, good stuff—sort of like a 301 or 303 alloy but not exactly either one.”It’s got a lot of nickel, a lot of chromium. This is what you’d call an industrial stainless steel,” Monroe said. Okay, so what’s the bottom line? “I’d give you 50 cents a pound for it.”LOWS: Full functionality awaits OTA updates, available spare tire consumes bed space, you’ll meet its haters wherever you go.Indeed, this Beast Foundation Series model checked in with a $121,985 retail price. That’s about as much as you can spend on a Cybertruck and nets the 834-hp tri-motor configuration—two at the rear, one at the front. Dual-motor versions with 593 horsepower start at $81,985; next year, a rear-drive Cybertruck is promised with a starting price of $62,985. The Foundation Series, a $20,000 upcharge, gets Tesla’s promised Full Self-Driving capability, and all Beasts have an electronic locking front differential—neither was enabled on this early-build truck, though. (Dual-motor trucks get a locking diff at the rear too, but the Cyberbeast’s dual rear motors eliminate that need.) After so many years of anticipation, Tesla apparently decided just to start building trucks and push updates later. For now, there are some grayed-out options on the dash-dominating touchscreen, which controls nearly every function on the truck. (A few primary controls, like the turn signals and the windshield-wiper button, are on the steering yoke.) The screen works well, given the multifarious tasks assigned to it. Among them is a rearview-mirror function, since the deployed tonneau cover completely blocks the rear window. Video rearview mirrors usually make us want to barf, but this one doesn’t, perhaps because it can take up about a quarter of the 18.5-inch screen and doesn’t require intense scrutiny. The touchscreen is also your means of selecting drive modes and ride heights from the air springs, which can lower the truck for ingress and egress or give it 16.0 inches of ground clearance in the off-road Extract mode. There’s still some tuning to be done there too—the truck automatically lowers when you open a door, which Tesla belatedly realized is not the hot ticket if you’re off-roading.More on the CybertruckBeast mode is aptly named. Besides that scorching 2.6-second 60-mph time—accompanied by tortured howls off the line from all four Goodyear Wrangler Territory RT all-terrain tires—the Cybertruck cleared the quarter-mile in 11.0 seconds at 119 mph. We saw a top speed of 131 mph, and the truck felt completely stable at Vmax. Tesla claims that the truck generates some rear downforce, a pickup-truck stat as unusual as its 0.34 coefficient of drag. That figure is aided by a flat underbody, which is a big reason the Cybertruck doesn’t carry a spare tire there; an available one mounts in the bed. We’d bet Tesla could have figured out how to stash a spare—there’s an underbed trunk area near the tailgate, Honda Ridgeline style—but maybe that was one engineering challenge too many. We get the impression that the powder-coated aluminum tonneau cover alone caused some sleepless nights after it was rolled up and down 10,000 times. With sand in the mechanism. The Cyberbeast’s skidpad figure—0.75 g—is decidedly more trucklike than its straight-line performance and not surprising given the weight and all-terrain rubber. In fact, maybe it’s surprising that it’s that high. Thanks to the Beast’s gross vehicle weight rating of 9169 pounds, it is technically a heavy-duty truck, a class that doesn’t typically post superlative skidpad numbers.Heavy-duty trucks also don’t require EPA range numbers, but Tesla decided to roughly follow the light-duty EPA methodology anyway. We found Tesla’s numbers to be in line with the performance of other electric trucks, which is to say our 75-mph highway test nets a lower-than-claimed range. Tesla pegs the Beast’s range with the all-terrain tires at 301 miles, while we saw 250 miles in our 75-mph test. That’s better than a Ford F-150 Lightning Platinum (230 miles) did in our test but not as good as the quad-motor Rivian R1T on all-terrains (250 miles) and a dual-motor R1T Performance (280 miles) or the GMC Hummer EV Edition 1 Pickup (290 miles). Tesla claims up to 340 miles of range for the 593-hp dual-motor Cybertruck. If you want to use some of that 123.0-kWh battery capacity to run your house, the Cybertruck is the first Tesla that can power-share through its charge port to provide 11.5 kilowatts of backup power, while the four 120-volt and single 240-volt outlets in the truck can provide a maximum of 9.6 kilowatts.The Prong WayThe wheel-cover prongs are meant to align with indents in the tire sidewalls. They are two-piece caps that can be rotated slightly relative to the wheel to get the correct alignment. But tires aren’t consistently lined up when mounted, and even if they were, they can slip under hard braking or acceleration. Because the covers have to be aligned with the tire rather than the wheel, and the tires don’t automatically index to the wheels, there’s no single spot to put the air valve access hole, so there isn’t one. The covers have to be removed to access the valve. Thankfully, tire pressures are displayed on the touchscreen.Ultimately, the Cybertruck is a practical machine in an improbable wrapper. It’s the quickest truck we’ve ever tested, yes, but compared with existing electric trucks, it mostly represents a difference in degree rather than kind. Its 11,000-pound towing capacity is about what you’d expect, and so is its range. The Cybertruck is chock full of clever and original engineering, but, again, most of it is directed toward solving problems Tesla created for itself. Like, the 48-volt electrics allow a relatively small motor to drive that huge windshield wiper, but you could also just not have a single huge windshield wiper (which incidentally works better as an aerodynamic aid than as a wiper; at highway speeds, it shifts two degrees downward from vertical to reduce drag by 1 percent). Steer-by-wire is novel, but millions of cars cruise around just fine with a mechanical steering column. And dent-resistant body panels are nifty, but Saturns didn’t require a stockpile of Bar Keepers Friend. The good news is that the learnings from the Cybertruck will inevitably migrate to other Teslas, perhaps those with a more wide-spread audience. Because as much as we love weird machines, and as much as Tesla die-hards regard the Cybertruck as the inevitable template for all future pickups, it’s hard to see it becoming a mainstream hit. Even some reservation holders we met were lukewarm upon finally seeing it in the gleaming metal. One woman said, “Am I still going to want this in four years or whenever my reservation comes up? It’s losing its luster for me. I mean, $100,000—I could buy a boat.” In other words, another purchase that’s more discretionary than necessary.VERDICT: A moonshot that’s more than skin-deep.To want a Cybertruck, you have to love the brand of attention that the Cybertruck brings and be willing to live with that, even once it becomes a seminormal sight on American roads. The Cybertruck requires full commitment to “JK, LOL” as an all-encompassing aesthetic and worldview, on a level that obviates anything going on under the skin—nobody is saying, “I hate the way this machine looks, but I really love 48-volt electrical systems and steer-by-wire, so I’m gonna buy one.” Not everybody wants to drive a piece of rolling performance art, but those who do will be happy to find that they’ve also got a really good truck.CounterpointI was expecting to despise the Cybertruck, but this best-riding Tesla has earned my respect now that I’ve spent a weekend behind the wheel—or “squircle,” as they call it, but it’s really a yoke with a crossbar. You’ll never reposition your hands as you sling it from full left to full right lock, which isn’t even a complete turn. This sounds potentially hairy at speed, but it isn’t. The variable ratio is velocity dependent, and response feels appropriate and predictable however fast you’re going. I got used to it in the parking lot, and it felt second nature well before I merged onto the freeway. The weird part happened when I got back into my own car, whose steering felt ungodly slow as I pulled out of my driveway. In minutes, decades of steering history felt ancient. I am changed. —DAN EDMUNDSTime will tell how gracefully the Cybertruck ages, though the odds don’t look promising. But unless you have a deposit down, it really doesn’t matter whether you love the drafting- triangle design or hate it enough to kick it no matter how much it hurts your foot (speaking from personal experience). It’s far easier to respect the sheer amount of innovation required to overcome the design-imposed challenges. And what’s more impressive isn’t that this radical rethink works as well as it does despite the way the Cybertruck looks; it’s that Tesla, in its first foray into a well-established and highly competitive segment, has accomplished all of this on a new platform. That fact should elevate our expectations for other American-made pickup trucks. —CARLOS LAGOSpecificationsSpecifications
2024 Tesla Cybertruck BeastVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $101,985/$121,985Options: Foundation Series (20-inch Cyber wheels with 35-inch tires, White décor, off-road light bar, premium accessories, Powershare home backup, Powershare mobile connector, universal wall connector, Full Self-Driving package, lifetime premium connectivity), $20,000
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 276 hp, 320 lb-ft Rear Motor: 2 induction AC, 284 hp, 544 lb-ft eachCombined Power: 834 hpCombined Torque: 740 lb-ftBattery Pack: liquid-cooled lithium-ion, 123.0 kWhOnboard Charger: 11.5 kWPeak DC Fast-Charge Rate: 250 kWTransmissions: direct-drive
CHASSIS
Suspension, F/R: control arms/control armsBrakes, F/R: 13.8-in vented disc/14.0-in vented disc Tires: Goodyear Wrangler Territory RTLT285/65R-20 123/120H M+S TO
DIMENSIONS
Wheelbase: 143.1 inLength: 223.7 inWidth: 80.0 inHeight: 68.5–76.6 inPassenger Volume, F/R: 62/57 ft3Front Trunk Volume: 7 ft3Underbed Storage Volume: 3 ft3Curb Weight: 6901 lb
C/D TEST RESULTS
60 mph: 2.6 sec100 mph: 6.9 sec1/4-Mile: 11.0 sec @ 119 mph130 mph: 14.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 2.8 secTop Gear, 30–50 mph: 1.5 secTop Gear, 50–70 mph: 1.8 secTop Speed (gov ltd): 131 mphBraking, 70–0 mph: 176 ftBraking, 100–0 mph: 367 ftRoadholding, 300-ft Skidpad: 0.75 g
C/D FUEL ECONOMY AND CHARGINGObserved: 55 MPGe75-mph Highway Range: 250 miAverage DC Fast-Charge Rate, 10-90%: 125 kWDC Fast-Charge Time, 10–90%: 50 min
C/D TESTING EXPLAINEDEzra Dyer is a Car and Driver senior editor and columnist. He’s now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive. More

The SUV has evolved toward the ordinary car and spawned the crossover. But the regular hatchback has also moved in the other direction. The Audi A3 only comes to the United States as a dinky, slow-selling sedan. But in Europe a mid-cycle facelift is being accompanied by the launch of the A3 Allstreet, a four-door wagon with raised ride height and crossover-inspired plastic body cladding. Audi says it is designed to deliver an “SUV-like driving experience combined with high functionality”—a claim that, frankly, sounds closer to a threat than a promise. It’s also one we were curious to examine, naturally. Audi says that the A3 Allstreet will not come to the States, so this is definitely forbidden-fruit territory. We can also report that the Allstreet does indeed deliver a slightly taller and marginally less precise driving experience than that of the regular A3. The Allstreet’s name and chunky design cues are clearly inspired by Audi’s long-running A4 Allroad and A6 Allroad dynasties. But as the Allstreet moniker hints, this is designed for the urban jungle rather than the actual wilderness. A suspension lift of a mere 0.6 inch, paired with larger wheels, grants the Audi a not-exactly-Jeep-worthy 1.2 inches of ground clearance over the standard A3 hatchback, and it only comes with front-wheel drive. Two powertrains are available in Europe: a gasoline-fed turbocharged 1.5-liter inline-four and a 2.0-liter inline-four turbodiesel, both rated at an identical 148 horsepower. A six-speed manual is standard with the gas engine, a seven-speed dual-clutch automatic optional. The diesel is automatic only.We drove the 1.5-liter equipped with the dual-clutch automatic, its power output earning it 35 TFSI branding, on a route around Munich that included country roads, a dirt track, and also a stretch of derestricted autobahn. American buyers definitely should not feel sad that they’re missing the chance to buy the smaller gasoline engine. Refinement is limited, with a level of vibration at idle that made the Allstreet feel as if it had three cylinders rather than four. Despite what Audi claims to be smarter gearbox software, the automatic often felt hesitant when starting off from rest, something we’ve noticed in other Volkswagen Group dual-clutch products, although shifts once on the move are smooth and rapid. The 1.5-liter engine’s low-end torque is strong, helped by a 48-volt hybrid system using a starter-generator that can add up to 12 horsepower and 36 pound-feet of assistance, with the claimed peak of 184 pound-feet coming at just 1500 rpm. This is good, because the engine quickly becomes loud and gruff when pushed toward its 6000-rpm redline. We didn’t confirm Audi’s claimed 8.4-second 62-mph time, nor did the Allstreet encourage us to.Other parts of the dynamic experience impressed more. The Allstreet’s higher suspension features softer springs and dampers than the regular A3, changes that have taken the edge off the standard car’s busy ride over rougher surfaces. Over the few really big bumps we could find on Bavaria’s generally smooth road network, the Allstreet felt a little underdamped, especially if asked to change direction at the same time. But it coped well with urban speed bumps and also a dirt track, and cruising refinement felt pretty much identical to that of the regular A3, even when legally pushing past 100 mph on the autobahn. Some steering precision has been lost with the raised suspension, but response is still keen and grip levels are more than suited for the performance on offer. The Allstreet also previews some changes we can expect to be applied to the U.S.-market A3. Digital instruments are now standard on all European versions, along with a 10.1-inch touchscreen. Audi has responded to criticism of the grayness and gloominess of the A3’s cabin with a colorful makeover that brings adjustable cabin lighting with 30-color LED strips on the doors and across the top of the dashboard, plus the option of matching backlit door panels. It certainly feels more cheerful, although there are still some hard, cheap-feeling plastics lower down in the cabin. The A3’s center console has also been redesigned with a new gear selector for the automatic gearbox—an EV-style direction switch—along with what will be, in Europe, a standard wireless charging pad with two USB-C charging ports. There are two more USB-Cs in back, where space still feels tight for adults. The A3 also marks a new departure for Audi in Europe, with the arrival of what are described as “function on demand” subscription options. Cars are built to one hardware specification, with owners then able to pay extra to unlock functionality, either for a limited period or permanently. Controversially, one of these will be smartphone integration to allow for Android Auto or Apple CarPlay to run on the Audi’s operating system, a function that—in Europe as in the States—is pretty much universal on every car with a touchscreen display. Audi will charge $12 to unlock this for a month or $114 for a year—Audi wouldn’t give a price for permanent activation. Other functions kept under a digital lock include Audi’s built-in navigation system, adaptive cruise control, automatic high-beam headlights, and two-zone climate control (with single zone standard for misers). Another strange option, one that doesn’t appear to cost extra, is a configurable pattern for the A3’s daytime running lights. The 24 LED panels above the headlights can be switched between four different configurations, reducing the risk of the social embarrassment that would come from turning up at an event to find another A3 owner wearing the same pattern. We were delighted to see that one of these makes the A3 look as if it is wearing a set of evil cartoon eyebrows, something we are taking as proof of the existence of the German sense of humor. More on the A3 AllstreetThe A3 Allstreet starts at $29,750 before sales tax in Germany—with the need to pay more, of course, if you want it to talk to your phone. We’ll find out which revisions will make it to the U.S.-market A3 and S3 sedans later in the year—here’s hoping the pay-as-you-go features aren’t among them.Our man on the other side of the pond, Mike Duff lives in Britain but reports from across Europe, sometimes beyond. He has previously held staff roles on U.K. titles including CAR, Autocar, and evo, but his own automotive tastes tend toward the Germanic: he owns both a troublesome 987-generation Porsche Cayman S and a Mercedes 190E 2.5-16. More

From the April 1987 issue of Car and Driver.The Lincoln Town Car may be a brontosaurus in today’s car market, but as recent­ly as ten years ago it was the quintessential expression of the modern American car. Of course, not all American cars of the pe­riod were as expensive as the Lincoln, but most of them were designed and built very much like it. Their immense steel bodies were mounted with rubber isolators on steel-girder frames. Their front wheels were independently suspended by un­equal-length control arms, while their rear wheels were attached to and driven by heavy live axles located by angled links. Their motive energy was supplied by big American V-8s, churning through three-­speed automatic transmissions. At 219 inches long, 78 inches wide, and 4110 pounds heavy, the Town Car is a di­nosaur by current measures, but in the heyday of the big American car, it barely qualified as full-size. Back then, a real lux­ury car was at least a foot longer, a couple inches wider, and half a ton heavier. When the big Lincoln was downsized to its cur­rent incarnation in 1980, Ford planners considered the move necessary but risky. As if the Town Car weren’t big enough, it’s deliberately styled to look even bigger than it is. Its sharply chiseled edges and stem-to-stern character lines convey an impression of rolling majesty. A slight rounding of its corners two years ago did little to soften its land-yacht look. If you think a car so far out of step with the automotive trends of the moment can’t be much longer for this world, you’re dead wrong—as was nearly every­one just a few years ago, when the demise of traditional American iron was expected imminently. All the doomsaying, of course, was based on the steadily rising price of gasoline, which our most respect­ed economists projected would cost somewhere between three and five dollars a gallon by now. Had their forecasts been accurate, we could talk about automobiles of the Town Car’s stripe only in the past tense. But gas costs only about 90 cents a gallon these days, and many cars that burn lots of it are thriving. Big old rear-drive cruisers like the Town Car and the Cadil­lac Brougham, along with such lower-rent variants as the Ford LTD Crown Victoria, the Mercury Grand Marquis, and the Chevrolet Caprice, are selling better than anyone dared predict at the turn of the decade. The Town Car’s sales have risen from 31,000 in the dark days of 1981 to a record of more than 119,000 last year. That’s enough to keep the Town Car factories running at capacity, and Ford has no plans to mess with the big Lincoln’s surprising current success. Although the Continental is being redesigned for 1988, Ford is expected to let the Town Car con­tinue in its present form for several more years. Ford would be foolish to do other­wise, for the Town Car puts a great deal of money into the corporate till. It has been estimated that Ford makes a profit of $5000 on every Town Car it sells. If that’s true, the Town Car netted Ford about $600 million last year—about a quarter of the corporation’s earnings in its last fiscal year. Car enthusiasts also benefit from the Town Car’s strong sales, for it’s such con­tributions to the corporate treasury that pay the freight for the development of Tauruses, Mustang GTs, and Thunder­bird Turbo Coupes. Think about that the next time you’re inclined to dismiss the Town Car as a throwback. One reason for the Town Car’s popu­larity is that, despite its traditional design, it’s less flagrantly wasteful than its prede­cessors were. To begin with, it’s powered by a 4.9-liter V-8 with computer-con­trolled port fuel injection and ignition timing, not a 7.5-liter monster that slurps fuel through a huge four-barrel carbure­tor. In addition, it has a four-speed auto­matic transmission with a lockup torque converter, low-rolling-resistance tires, a drag coefficient of less than 0.50, and nearly 1000 pounds less road-hugging weight than its forebears. The Town Car is still no fuel miser, but for a luxury car its efficiency is at least respectable. Indeed, with an EPA city fuel-economy figure of 17 mpg, the Town Car is on par with the much smaller, front-drive Cadillac Sedan de Ville and not substantially thirstier than any luxomobile. Performance, of course, is a different matter. The Town Car is no hot-rod Lin­coln. The achievement of 60 mph from a stop takes 11.2 seconds, the quarter-mile requires 18.2 seconds, and no more than 104 mph is available at the top end. These figures compare favorably with those of the current big Cadillacs, front- and rear­-drive alike, but most imported luxo­cruisers can easily put the Town Car’s per­formance to shame. In its favor, the Lincoln does provide impeccable drivabil­ity. Even after a cold start, the engine de­livers a perfectly smooth stream of power, and the transmission never hiccups. Another virtue of the Town Car is its cavernous interior. According to the SAE’s interior-volume measurements, it’s the most capacious sedan on the market. Three-abreast seating, front and rear, is reasonably comfortable, and both bench­es offer so much legroom that we found ourselves checking to see whether Ford had slipped us a stretched model by mis­take. The Lincoln’s trunk is also enormous, though its irregular shape and full-­size spare tire make it less useful than its 22-cubic-foot volume implies. If you think luxury is directly proportional to size, the Town Car was built for you.That goes double if you want your car to isolate you from road imperfections and other real-world annoyances. Be­cause of the Town Car’s antiquated body­-on-frame design, road impacts are soft­ened both by suspension bushings and by rubber body mounts. Consequently, less ride noise gets into the passenger com­partment than is generally the case with contemporary unitized designs. And the Town Car’s extensive sound insulation keeps other outside noises at low levels. The road seems a faraway place from the Town Car’s interior. Unfortunately, the big Lincoln’s steer­ing seems equally removed from the pave­ment. It offers virtually no on-center feel. Move the wheel an eighth of a turn from straight ahead and it will just stay there if you remove your hand. Further, the effort at the steering wheel bears no relation to the cornering exertions of the front tires. Progress on a highway requires a never-ending series of small corrections to herd the Town Car between the boundaries of a single lane. Otherwise, however, the big Lincoln’s road manners are not bad at all. We ex­pected it to bob and weave over large bumps, but its shock absorbers are firm enough to inhibit extraneous movement. The Town Car isn’t exactly snubbed down, but neither is it like the wallowing wonders of yesteryear, which should have been supplied with Dramamine as stan­dard equipment. The Town Car even behaves surpris­ingly well when pushed in corners. Its self-sealing Uniroyal Tiger Paw Plus white­walls don’t have much grip, and the car lists like a torpedoed ocean liner, but the suspension’s neutral balance keeps the front tires from peeling off of their rims. In turns the Lincoln actually responds to commands from the helm reasonably well; certainly no normal maneuvers will tax its capabilities. But such considerations are beside the point for most luxury-car buyers. The Town Car sells not because it offers a lot of room and drives fairly well but because it’s the classic American luxury cruiser. Its status is conferred not by any hidden tech­nical excellence or particularly elaborate construction but by its high price tag and the sheer lavishness of its design. It’s big and conspicuously fancy. It’s a rolling symbol of its owner’s financial success and high station in life. Inside as well, the Town Car reflects its owner’s self-image. Our full-boat test car, a Cartier Designer Series edition, was adorned with special Oxford Gray cloth upholstery with gray leather trim, superplush 30-ounce carpeting, acres of fake wood veneer, several Cartier emblems, and extravagantly styled door pulls, buttons, and switches. Subtlety is not part of the look. Lincoln’s designers want no one to mistake the Town Car’s mission.More Luxocruiser Reviews From the ArchiveIn addition to its expensive surface treatments, the Town Car is equipped with every automotive labor-saving device imaginable. Electronic helpers automati­cally release the parking brake and lock the doors when you put the car into gear, turn your headlights on and off at dusk and dawn, switch between high and low beams in response to traffic conditions, and dim your inside rear-view mirror when traffic approaches from behind. The driver has to do little more than sit back and bask in the opulent surroundings. All this luxury costs a pretty penny. In a world of $50,000 German imports, how­ever, paying 30 grand for a fully outfitted Town Car doesn’t seem unreasonable, es­pecially if you want a big hunk of car for your cash. If it were our money, numerous other cars would put the Lincoln far down our shopping list, but we’re pleased that not everyone shares our priorities. Thanks to the many Americans whose conceptions of automotive grandeur are well satisfied by the Town Car, Ford can design and build the cars that the rest of us dream about. CounterpointWe at C/D don’t drive cars like the Town Car very often. That’s probably because there aren’t very many left. For one thing, I know of no other car that runs without an engine. Even when the Town Car’s radio is turned way down, you can’t hear a thing from its engine compartment; the car just moves with an eerie quietness. Another thing it doesn’t have is steering—though if you turn that big round thing that sticks out from the dashboard, the car will eventu­ally follow the motion of your index fin­ger, more or less. The Town Car’s supersilky ride makes the experience even worse. Sitting at the wheel of a Town Car is like spending time in an isolation ward.There are buttons on the dash to call up all sorts of useless data, but helpful information, like engine rpm, is no­where in sight (you see, I told you there was no engine!). The buttons must be there to entertain the driver as the car drives itself down the road. There are still plenty of buyers who love the Town Car’s comfiness, but I’m one of those people who think it’s crazy to drive 60 mph in your easy chair. —Arthur St. AntoineI, for one, am glad that the Ford Motor Company is still making a car such as this big Lincoln. This relic from the past, which oozes over the road like so much prehistoric lava, and with about as much control over its direction, brings me the deepest of joy in reminding me that it represents the last of its kind—because there aren’t any others like it waiting on tomorrow’s produc­tion on-ramp to come mincing down the pike. Ford has outgrown its over­grown past.The Town Car is all the bad things that Ford itself no longer is: obtuse, un­gainly, and unsure of its footing. No other current Ford product behaves with such imprecision. No other would dare to. This car is meant for those whose roadgoing expectations are low because they don’t know or don’t care that even a luxury automobile can pro­vide a genuine sense of coordination. Some say that coordination doesn’t count in a luxury car. I say, seek the tru­er luxury of roadgoing control, which exists in infinitely greater measure in even the meanest of Ford’s Escorts. —Larry GriffinThe Town Car is a holdover from the old days, all right, and that’s just why I like it. It’s the last gasp of an America that once was and never will be again. This is the way we used to build them when we could do anything better than anyone else—when we put a man on the moon first, when “made in Japan” meant “junk,” when bigger was always better, and when Detroit really was the automotive capital of the world. The Town Car is as American as a six-foot­-four Texan in a ten-gallon hat, and I smile every time I slide behind the im­posing wall of the dashboard in its cav­ernous interior. Surprise of surprises, the latest Town Car isn’t a bad car to drive. Yes, its hood stretches past the horizon, but maneu­vering in tight quarters is half the fun of this car. Its ride is surprisingly taut—no more wallowing, waddling, or carom­ing, even at faster than grandma speed. But its steering, ugh. I didn’t know they still make cars with steering more limp than a Regis Philbin joke. This is one bit of nostalgia I could do without. Even so, I hope Ford keeps making the Town Car for a good, long time. I’d hate to lose the perfect ride for trips down memory lane. —Rich CepposSpecificationsSpecifications
1987 Lincoln Town CarVehicle Type: front-engine, rear-wheel-drive, 6-passenger, 4-door sedan
PRICE
Base/As Tested: $27,550/$29,369Options: electronic instrument cluster and trip computer, $822; JBL sound system, $506; automatic load leveling, $202; self-sealing tires, $200; automatically dimming inside mirror, $89
ENGINEpushrod V-8, iron block and heads, port fuel injectionDisplacement: 302 in3, 4942 cm3Power: 150 hp @ 3200 rpmTorque: 270 lb-ft @ 2000 rpm 
TRANSMISSION4-speed automatic
CHASSIS
Suspension, F/R: control arms/rigid axleBrakes, F/R: 11.1-in vented disc/10.0-in drumTires: Uniroyal Tiger Paw Plus Royal Seal M+S215/70R-15
DIMENSIONS
Wheelbase: 117.3 inLength: 219.0 inWidth: 78.1 inHeight: 55.9 inPassenger Volume, F/R: 60/56 ft3Trunk Volume: 22 ft3Curb Weight: 4110 lb
C/D TEST RESULTS30 mph: 3.5 sec60 mph: 11.2 sec1/4-Mile: 18.2 sec @ 76 mph90 mph: 28.9 secTop Gear, 30–50 mph: 5.2 secTop Gear, 50–70 mph: 8.0 secTop Speed: 104 mphBraking, 70–0 mph: 209 ftRoadholding, 300-ft Skidpad: 0.68 g 
C/D FUEL ECONOMY
Observed: 15 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 17/27 mpg 
C/D TESTING EXPLAINEDCsaba Csere joined Car and Driver in 1980 and never really left. After serving as Technical Editor and Director, he was Editor-in-Chief from 1993 until his retirement from active duty in 2008. He continues to dabble in automotive journalism and WRL racing, as well as ministering to his 1965 Jaguar E-type, 2017 Porsche 911, 2009 Mercedes SL550, 2013 Porsche Cayenne S, and four motorcycles—when not skiing or hiking near his home in Colorado.  More