Evelyn Reynolds

Mazda has been slow to jump into the electric-vehicle pool, but now it’s here, albeit at the shallow end. The 2022 MX-30, a CX-30-sized all-electric SUV, offers much of what Mazda is good at—an artful interior, a stylish exterior, responsive steering and handling. All of which makes it more baffling that Mazda didn’t take advantage of electric-motor torque and power delivery to create a truly sporty compact people hauler, choosing instead to dial back the performance and range, resulting in an SUV that quickly runs out of zoom-zoom. The MX-30 starts out promising, with a very different look from the CX-30 it’s based on. Rather than its sibling’s big five-pointed grille and upright liftgate, the MX-30 has the high, small grille and smoothed fascia we’re starting to associate with EVs and a rounded rear almost like a hatchback. It continues to cosplay as a coupe by hiding the rear doors—which hinge at the back, like an early-’00s extended-cab pickup (or like Mazda’s RX-8). Swing those doors wide and admire the airy interior, available in a white-leatherette-and-gray-fabric combo or, in the Premium Plus trim, an optional darker interior in black and cocoa. Both are lovely, and both use a variety of recycled fabrics such as woolly felt on the door panels and sustainable natural materials like cork, which lines the floating console.
The cabin is well equipped, with even the starting trim getting a power moonroof, a leather-wrapped steering wheel, heated front seats, and multiple charging outlets. Phones connect quickly with both Apple CarPlay and Android Auto supported and stow neatly beneath the console. The recycled felt on the doors and the tweedy seat materials not only are fashionable, but colors, material, and finish designer Simona Merker assured us that the plush textiles and the cork-lined door handles and trays are just as durable and easy to clean as more common automotive interior plastics and leathers. The seats are a little firm beneath their center racing stripe, but the seating position is good, and they offer eight-way adjustability with power lumbar support and seat-position memory. The back seats are a bit cramped due to the curve of the roof, and entry through the smaller doors is tight. But there is decent legroom for adults, and egress is easy thanks to powered front-seat position buttons on the seatbacks.
If you get the feeling that we’re lingering over the interior finishes to avoid taking the MX-30 on a drive, well, you’re right, because things get a little disappointing once you’re in motion. It’s not that the MX-30 is unpleasant to pilot—quite the opposite. It rides lightly over bumps and broken pavement, and it turns easily, aided by Mazda’s electric G-Vectoring Control Plus, which adjusts torque and braking at barely perceptible levels to control weight transfer and improve handling feel. This is technology that Mazda uses on its gas-engine cars, but the nature of electric-motor tuning makes for even more precise programming. As a result, the MX-30 takes corners with more poise than the CX-30, despite being claimed some 420 pounds heavier. We drove a CX-30 out to the MX-30 drive program, and while its handling remains a favorite among small SUVs, the new MX-30 feels even better. Braking, too, is excellent on the electric SUV, with regen levels easily adjusted on the fly via the steering-wheel paddles.

So what’s the problem? If your usage case for an EV is what Mazda predicts—30 miles of daily commuting on largely flat terrain, plugging in at work and at home—then there is no problem. But if you want to take advantage of the MX-30’s engaging driving dynamics in a hilly area or enjoy a weekend road trip in its cozy seats, you’ll run into a couple of complaints. Mazda’s EV is currently only available with a single motor making 143 hp and 200 lb-ft of torque. It’s zippy enough around town, but on the highway, or even some of the wider, meaner streets of Los Angeles County, you won’t be passing any Teslas—or even Chevy Bolts. The sluggishness is a surprise, especially since the MX-30’s $34,645 starting price is more than the Bolt’s. We tend to accept a certain lethargy in small gas engines in return for fuel economy or a low buy-in price, but electric motors need to make up for their lack of fun noises with fun acceleration. The drivetrain in the MX-30 feels detuned, maybe to stretch the range of its small battery pack, which leads us to our next performance demerit.

The argument can be made that the average owner doesn’t need more than 100 miles of range, but we aren’t going to make it. It’s 2022, we’re seeing 500 miles from electric cars, and 200 miles should be expected. The MX-30 offers an EPA rated 100 miles of range. Recharging at a Level 3 charger, it can get 80 percent topped up in 36 minutes; this takes 2 hours and 50 minutes at a Level 2. Our ride from home to the test-drive site and back wouldn’t have been a possible round trip in the MX-30. Mazda does offer 10 days of no-cost loans of other vehicles from its fleet for the first three years of ownership, but who wants to swap cars any time you want to leave your neighborhood?Some of the MX-30’s limitations might be explained by taking a bigger-picture view. Mazda is a small company, it’s offering the car in the global market, and the single motor and small battery offer the modularity to go hybrid or even back to a gas engine. There’s no frunk under the hood, which could easily be home to any powerplant combination. We already know there are plans for a plug-in hybrid with a rotary-engine component—maybe that will offer all-wheel drive and a little more zoom. In the meantime, plug it in and pet the seats while it charges.

Specifications

Specifications
2022 Mazda MX-30Vehicle Type: front-motor, front-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base, $34,645; Premium Plus, $37,655
POWERTRAIN
Motor: permanent-magnet synchronous ACPower: 143 hp @ 4500 rpmTorque: 200 lb-ft @ 3243 rpmBattery Pack: liquid-cooled lithium-ion, 30.0 kWh(C/D est)Onboard Charger: 6.6 kWTransmission: direct-drive
DIMENSIONS
Wheelbase: 104.4 inLength: 173.3 inWidth: 70.7 inHeight: 61.5 inPassenger Volume: 86 ft3Cargo Volume: 21 ft3Curb Weight (C/D est): 3650 lb
PERFORMANCE (C/D EST)
60 mph: 9.6 sec1/4-Mile: 16.9 secTop Speed: 90 mph
EPA FUEL ECONOMY
Combined/City/Highway: 92/98/85 MPGeRange: 100 mi

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The Hummer’s chief engineer, Al Oppenheiser, sees a lot of trucks on his commute from the northern suburbs of Detroit. To get pickup buyers out of their trucks and into an EV, Oppenheiser knew that the new GMC Hummer EV needed to knock the socks off its would-be buyers. It would take a standout design and lights-out performance to convince folks who commute in V-8–powered pickups that an electric can be fun and something exciting. Fortunately, Oppenheiser knows about lights-out performance. He’s the engineer behind the Chevrolet Camaro ZL1 1LE.We briefly drove his latest creation: a 9000-plus-pound, 1000-hp, three-motor, removable-roof pickup. Even without strapping our test gear to it, we’re pretty sure he nailed it the performance part. We weren’t allowed to sample the Watts to Freedom (WTF) launch-control mode—a name that deserves the eye roll you just gave it—from the driver’s seat. But we were able to experience it from the passenger seat. Just before feeling said WTF moment, we watched as another Hummer EV roasted its tires. GMC says it’ll take this Edition 1 pickup three seconds to reach 60 mph. Activating WTF vibrates the driver’s seat, a sort of warning of what’s to come. The Hummer can take its time preparing itself—upward of 18 seconds. The air springs slam the body to the ground, and the battery and electronics find their optimum temperatures. The Goodyear Wrangler tires are R-rated, which means they are good for up to 106 mph, a speed the Hummer should hit long before it crosses the line in a quarter-mile pass.
Launch control is just one of many parlor tricks the Hummer has to wow its buyers. Lesser models not optioned to 3M-24 spec—for three motor, 24-module Ultium battery—will have the highest tow rating, though Oppenheiser confirms that all models will be able to tow most weekend-warrior needs. Think wakeboard boat, or race-car trailer.

The second trick, which is bordering on YouTube infamy, is Crabwalk. Made possible by a system capable of turning the rear wheels 10 degrees, the crustacean dance is a side benefit to something even better. Provided you keep speeds below 15 mph, Crabwalk will turn the rear wheels in phase with the front wheels. Go faster than 15 mph and it’ll gently return the rear wheels to straight ahead. Normally when you see a GMC crabbing down the road, it’s been crashed, and Crabwalk is definitely more of a trick than actually useful.
GMC had to cook up a situation to show off the usefulness, so they parked a Hummer into a space blocked by the cars next to it and then placed an angled Jersey barrier behind it. Crabwalk to the rescue in that situation, but considering there are 18 views from numerous cameras including two on the underbelly, we think most competent drivers will be able to put a Hummer anywhere it’ll fit. If not, going over the obstacle is certainly an option. Extract mode increases ground clearance to 15.9 inches, giving the 35-inch-tired Hummer the ability to climb over vertical obstacles greater than 18 inches. As you’d expect of something weighing 9000 pounds, these pickups are big. They aren’t longer than a one-ton truck, but wider. And the flat A-pillar-to-A-pillar instrument panel makes it feel massive. Rear steer, however, helps it seem much smaller. Without the system, the SUT’s 37-foot turning circle would grow by more than seven feet (about the width of the pickup). And rear steer behaves differently in different modes. In Terrain mode, for example, the rear wheels will get to their steering limit quicker, making the Hummer maneuver more like a forklift. This flexibility is critical for the pickup because GMC intends to have people go off-road in these, and when you’re facing a two-track that was bushwhacked by a 12.9-inch-narrower Jeep Wrangler, every bit of maneuverability counts. Also, parking lots.
Five skidplates protect the underbody from trail damage. The giant, 200.0-kWh battery is a stressed member of the chassis, which is a sort of hybrid between body-on-frame and unibody; there is a frame and a body, but they aren’t isolated in the usual body-on-frame manner. Half-shafts are massive ball-spline units, necessary when an independent suspension with more than nine inches of travel is paired with three motors with the combined twist of 1200 pound-feet of torque. With two motors acting on the rear axle, no differential is necessary, but programming can virtually lock the axle so the motors turn each side at the same speed. Up front there is a locking diff for the third motor.

Inside there are only a few touches—window switchgear, seat adjusters—that are shared with other GM products. The center stack has buttons unique to the Hummer. GMC would love it if we said the truck drove smaller, but much like the original and very wide H1, it’s impossible to completely mask the size. Our on-road drive was limited, but we found a truck that went down the road with the purpose and confidence born of its mass and power. Not many corrections are required to keep it in a highway lane, and not a lot of feedback comes through the steering wheel when you have to turn. But we weren’t expecting much in terms of communication from the 305/70R-18 mud-terrain Goodyears. The ride, however, is downright sublime. Adaptive dampers and air springs bridle the mass with authoritative control.
Oppenheiser fitted his creation with standard Super Cruise, GM’s hands-free highway tech. The Hummer gets the latest version, which works on more than 200,000 miles of roads and will make automatic lane changes to allow you to passively pass traffic. GMC’s Edition 1 trucks are set to be delivered by the end of the year and will carry a price tag of $112,595 and a 350-mile range. If you haven’t already reserved one, you’re too late for the first year of production. The good news is that next year, an 830-hp lower-spec version will be available. Wait a little longer, until 2023, and there will be even lower-spec pickups and an SUV. Initial impressions are on the “wow” side of the spectrum, and we think the buyers this machine is seeking will be deeply wowed.

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Eager to cast itself as a forward-thinking automaker, Volvo has stated that it will sell only EVs starting in 2030, which is sooner than most competitors. So far, the brand has two EVs in its stable: the XC40 Recharge and its mechanical twin, the C40 Recharge. Its other Recharge models, the XC60 T8 and the XC90 T8, are plug-in hybrids—which could be considered a half step toward a battery-powered future. Now, the two mainstream versions of the Volvo XC60 (the brand’s most popular model)—along with the S60 sedan, the S90 sedan, and the V90 Cross Country wagon—add hybridization to their powertrains, but it’s a 48-volt hybrid system, the tiniest baby step on the road to electrification. As before, the XC60’s powertrains all use a 2.0-liter inline-four. The arrival of the 48-volt hybrid system, however, brings with it a change in nomenclature. The base T5 is now known as B5, while the step-up T6 becomes the B6. (The unchanged plug-in-hybrid variants, which offer 19 miles of electric-only range, continue as the T8 with 400 total horsepower, or 415 in the Polestar Engineered model.) All models continue with an eight-speed automatic. The B5 has front-wheel drive or all-wheel drive, with AWD standard elsewhere.

The 48-volt system does not boost the power output of either the B5 or the B6. The base powertrain, which is turbocharged, now makes 247 horsepower (down from 250) along with the same 258 pound-feet of torque as before. The turbocharged and supercharged version, which also swaps out its previous belt-driven supercharger for an electrically driven blower, slips from 316 horsepower to 295 horsepower but sees a torque increase from 295 pound-feet to 310. The hybrid system does help the XC60 eke out minor fuel-economy gains. EPA estimates for the front-wheel-drive base car improve by 1 mpg in both city and highway tests, to 23/30 mpg city/highway. The all-wheel-drive B5 and the B6 both add 1 mpg city compared to their 2021 predecessors, with estimates of 22/28 mpg (B5 AWD) and 21/27 mpg (B6).
In a long-term test of an XC60 T6, we averaged 23 mpg over 40,000 miles. We also recorded a 0–60 time of 5.4 seconds. Volvo estimates that the new B6 version will give up a few tenths but says it should feel more responsive at lower speeds because the 48-volt starter-generator bolsters horsepower and torque at lower engine speeds. Without driving the two powertrains back to back, it’s hard to confirm that, but the XC60 B6 we drove didn’t feel sluggish driving through Manhattan or out on the Palisades Parkway through New York and New Jersey. Moreover, the electric assists do a good job masking any turbo lag. Response to light throttle applications is now more linear and less surgy, whether calling for slightly more speed or moving off from a stop. Speaking of the latter, the starter-generator also makes for seamless auto restarts, which may keep more drivers from switching off the auto stop-start system. Also on the subject of stop-and-go driving, the switch to a brake-by-wire system, to maximize regenerative braking, is one that’s imperceptible from the driver’s seat, as the brake pedal modulation feels no different than a conventional brake system. And lastly, there’s a new alert to let an inattentive driver know when the vehicle ahead has begun moving, although it’s not as quick-acting as the NYC cabbie behind you.
The XC60’s suspension remains unaltered, and the R-Design car we drove was equipped with the optional 4C adaptive dampers. The adaptive dampers do a good job quelling body motions aside from some initial lean in corners. But riding on the optional 21-inch wheels, the XC60 still feels heavy-footed over broken pavement.The current XC60 has been around since the 2018 model year, and with 2022 marking the traditional mid-cycle refresh point, Volvo obliges with additional changes beyond the mechanicals. The midpoint makeover includes a subtle exterior nip-tuck consisting of a new grille texture, a restyled lower fascia, new wheel designs, and a new rear bumper that hides the tailpipes. The neatest exterior feature is one you can’t see: The logo at the center of the grille is now heated, to prevent ice buildup that would block the sensors contained therein.
Inside, there’s newly available wool blend upholstery, part of Volvo’s move toward more leather alternatives. (The company recently announced that its EVs would be leather-free.) It’s a no-cost option on the Inscription model. The spare, Scandinavian interior largely remains as before with adequate room for four adults, a cargo hold that falls midpack in this segment, and just a bare minimum of stowage space.The only significant in-cabin update is that Volvo’s infotainment system switches to a Google-based operating system. Google Maps is now your navigation system, Google Play runs the music, and the Siri-style Google Assistant is on hand to answer your queries. The 9.0-inch vertically oriented touchscreen is physically unchanged, and the homepage (reached via the system’s lone physical button) continues to feature four horizontal tiles, for navigation, audio, phone, and Google Assistant. The system can receive over-the-air updates, and it will need them, as the early-production cars we drove were missing satellite radio as well as Android Auto and Apple CarPlay—all set to become available via update.
The Google Maps navigation system runs Volvo-specific fonts, and the graphics look great, both on the screen and in the standard 12.3-inch digital instrument cluster. As before, the latter offers a bimodal choice of display: with a map or without. There is no change to the (very) limited set of buttons below the screen, which means that for the audio system, there’s a volume knob, buttons to seek up/down, and not much else. A knob for tuning would be welcome, as it currently takes multiple presses of the Seek button or several swipes to go from, say, 93.9 WNYC to 107.1 WFUV.

One change to the screen layout is that at the very base of the display, there’s now a touchpoint to call up the surround-view camera, meaning you no longer have to go digging for it in menus. Even better, the camera now appears automatically when the car pulls up to the curb, just as it does when the car is shifted into reverse. Prices start at $43,745 for the front-wheel-drive XC60 B5 in Momentum trim. The B6 skips the base trim and starts off at the R-Design level for $56,195 with standard AWD. Things top out at $70,595 for the XC60 T8 Recharge Polestar Engineered.The XC60’s latest move toward electrification brings minor improvements in drivability and fuel economy for the mainstream models. That should help to keep the brand’s bestseller up to date until the brave, new, battery-powered future arrives.

Specifications

Specifications
2022 Volvo XC60Vehicle Type: front-engine, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: B5, $43,745; B5 AWD, $46,045; B6, $56,195
ENGINES
Turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 247 hp, 258 lb-ft; turbocharged, supercharged and intercooled DOHC 16-valve 2.0-liter inline-4, 295 hp, 310 lb-ft
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 112.8 inLength: 185.4 inWidth: 74.9–76.3 inHeight: 65.3 inPassenger Volume: 100–104 ft3Cargo Volume: 26 ft3Curb Weight (C/D est): 4050–4350 lb
PERFORMANCE (C/D EST)
60 mph: 5.7–6.4 sec1/4-Mile: 14.2–15.1 secTop Speed: 112 mph
EPA FUEL ECONOMY
Combined/City/Highway: 24–26/21–23/27–30 mpg

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Is this it? Are we approaching peak engine? Carmakers are winding down their development of internal-combustion engines and switching to hybrid and electric power to propel their most extreme models. So along with a couple of other Bugattis with the same 1578-hp engine, there’s a good chance that the Chiron Super Sport we’ve just driven will be the most powerful combustion-engine production car from a major manufacturer ever. Much might still happen. New cars from Koenigsegg, SSC, and Hennessey all claim equal or greater power, but not all have yet been homologated for road use and all require E85 fuel. The Bugatti makes its 1578 horsepower on 93 octane premium, and deliveries start early next year. When the history of the automotive internal-combustion engine is written, this might be the last word.
How many superlatives would you like for your $3,825,000? The Chiron also claims to be the world’s fastest production car, after British Le Mans winner and Bugatti test driver Andy Wallace hit 304.8 mph in a Super Sport at Volkswagen’s Ehra-Lessien track in August 2019. That claim isn’t without controversy: The car was a prototype, and the speed was a peak, set one way. Plenty of others are taking aim at the record, and Bugatti says it won’t defend it.

Still, to celebrate, it first announced the Super Sport 300+ with the same uprated engine as the record-breaking car. Only 30 will be made, all in the record breaker’s black and orange livery. Owners will be able to have their 273-mph speed limiter removed by the factory should they wish to propel themselves beyond 300 mph. Those cars are all sold, deliveries have just begun, and we’re unlikely to get one to test. Now comes this plain old Super Sport, which Bugatti says is also mechanically and aerodynamically identical to the record car but can be specified however you like and whose numbers are limited only by the fact that fewer than 50 of the 500 total Chiron build slots remain. Its top speed, however, is permanently limited to just 273 mph.
We’ve driven it. It’s insane. But if you can wait a beat to find out what it’s like to drive a car of such transcendent power, it’s worth running through the modifications that were made to break that barrier. For all its potential GOAT (greatest of all time) status, the changes made to the 8.0-liter W-16 engine are probably the least impressive. There are a bunch of detailed mods, but the bulk of the extra 99 horsepower was bought cheap with four bigger, more efficient turbos and a 300-rpm increase in the redline to 7100 rpm, with peak torque of 1180 pound-feet now available between 2250 and 7000 rpm, rather than 6000. Top gear (seventh) is now 3.6 percent taller. The suspension has been stiffened slightly, and the adaptive damping, electronic stability control, and steering have all been tweaked for better high-speed stability. Michelin has developed bespoke Pilot Sport Cup 2 tires for the car, which are rated to 310 mph (another record) and were run on the rig created to test Space Shuttle tires to be sure they could withstand the 5300 g generated at that speed. Each one is X-rayed for imperfections before delivery. The aero package is arguably the most artful change, tasked with getting this big car through the air at beyond race-car speeds with Volkswagen levels of stability. The front end features tiny, hard-to-spot fins and holes designed to create a perfect laminar flow along the body of the car. The nine that puncture the top of each fender relieve pressure in the wheel wells that might otherwise lift the front end. They also reference the EB110 Super Sport.
The more obvious change is at the back, with the Super Sport gaining an extra 7.4 inches of length with an exuberantly shaped carbon molding that cuts drag by keeping the air attached for longer and reducing by 44 percent the “tear off” area where it finally departs the car and goes turbulent. The exhaust pipes are now stacked atop each other, two on each side to increase the surface area of the diffuser. The latter is a long, gorgeous single carbon piece that starts amidships and rises rearward, keeping the rear end stuck down at V-max with just one degree of wing angle.None of these changes affects the Chiron’s remarkable docility at low speeds or its ability to jink into corners like a car of two-thirds its mass on the tight, two-lane French country roads near the Circuit Paul Ricard. Its good visibility, prodigious grip, and its quick and almost tactile steering soon make you forget the value, size, and power of what you’re driving. This isn’t just a dragster, it’s meant to be driven. It retains both the handling required for these mountain roads and the refinement to get a steely-eyed industrialist from Munich to Monaco in complete luxury and before his Brioni suit pants have time to crease. Bugatti intended this car as a sort of ur-Chiron, with all the qualities of the original, but near-unanswerable speed and power. They might have succeeded.
Ah yes, that speed and power. You’d need to be a neurological marvel to detect the difference over a standard Chiron on the road. A Pur Sport with its mere 1479 hp but 15 percent shorter gearing feels more feral, and Bugatti says it’s marginally quicker up to 124 mph. It’s only by its next acceleration metric of 186 mph that the Super Sport starts to pull away, taking 12.1 seconds to the Pur Sport’s 12.4 and the standard car’s 13.1.But when do you ever get to witness that? On an autobahn? Maybe, but briefly and very rarely. You can on Paul Ricard’s 1.1-mile Mistral straight. In a wholly unscientific test, we exited Turn 7 at broadly similar speeds in both a Pur Sport and a Super Sport and went flat down the Mistral straight, braking early and in approximately the same place. The Chiron’s configurable displays in the middle of the rotary HVAC controls showed that we’d used all of the power and all of the revs in each car. Neither was remotely done after less than a mile, but the Pur Sport showed 206 mph at the braking point to the Super Sport’s 217 mph. And there it is: For a few fleeting seconds you actually feel that marginal, usually academic difference that manufacturers fight over and geeks obsess over and customers pay for but seldom witness. The quicker car’s speed swells noticeably faster as it heads into the stratosphere of race-car speed and the exhaust note—a little muted in normal use—bellows like a god in anguish. The animal fear at what is being done to you is counteracted by the conscious knowledge that your car is tracking utterly straight and true and that the stuffy old Volkswagen Group has approved this seeming insanity. When you want it to stop, the rear wing springs up into its 39-degree air-brake stance, shifts the center of pressure rearward and lets you hoof the brakes, knowing you’ve experienced something few if any purely gasoline-powered road cars will ever be able to equal.

Specifications

Specifications
2021 Bugatti Chiron Super SportVehicle Type: mid-engine, all-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: $3,825,000
ENGINE
quad-turbocharged and intercooled DOHC 64-valve W-16, aluminum block and heads, port fuel injectionDisplacement: 488 in3, 7993 cm3Power: 1578 hp @ 7050 rpmTorque: 1180 lb-ft @ 2250 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 106.7 inLength: 186.3 inWidth: 80.2 inHeight: 47.7 inPassenger Volume: 54 ft3Trunk Volume: 2 ft3Curb Weight (C/D est): 4550 lb
PERFORMANCE (C/D EST)
60 mph: 2.3 sec100 mph: 4.3 sec1/4-Mile: 9.1 secTop Speed: 273 mph
EPA FUEL ECONOMY
Combined/City/Highway: 9/8/11 mpg

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The Rivian R1T pickup is a conundrum of sorts. It’s a high-horsepower heavyweight that can sprint to 60 mph in an estimated three seconds flat yet also tow up to 11,000 pounds. That those mutually exclusive performance figures exist in the same vehicle—an EV, no less—garners sufficient attention. But the real revelation is that the R1T embodies a similar dichotomy in all aspects of the driving experience both on the road and off.Electric motors are famous for their ability to deliver maximum torque from a standstill. They can be tuned to step gently forward or flatten your eyeballs. Both extremes exist here, as well as all the nuances found between. And unlike internal combustion, electric motors are unaffected by the thinner air at high altitudes, so we found the wilds of Colorado’s Rocky Mountains to be an ideal proving ground. From an elevation of 9600 feet at our starting point in Breckenridge on the way up to a dizzying peak of 12,600 feet atop the Continental Divide, we explored the literal highs and lows of the first electric pickup truck to market.

Despite weighing 6950 pounds, the R1T accelerates on pavement with relentless alacrity. With the drive mode set to Sport, it doesn’t take much of a prod to awaken the more than 800 horsepower and 900 pound-feet of torque. The experience is akin to mashing the throttle in a Bentley Mulsanne—a physics-defying jaunt that reaches triple digits without so much as a whisper. Bend the R1T into a corner and the same dissociative effect occurs. At 217.1 inches, the R1T is slightly longer than a Mercedes-Maybach S-class, yet still hustles with an impressive amount of grace. Even more apparent is the lack of body roll. Part of this poise comes from the low center of gravity, but the R1T also features a hydraulic roll-control system in lieu of anti-roll bars. Each corner and axle is connected through a hydraulic network, which keeps roll in check without adversely affecting the ride.
Conversely, this same system permits a high level of articulation off-road. In this situation the hydraulics are effectively decoupled and the wheel motion on one side of the axle is completely independent of the other side. We also found the system to be effective in reducing the head toss common when driving down bumpy trails. Not once did our heads hit a side window.With a ground clearance that puts the stick-axle Jeep Gladiator to shame, the R1T coasts safely over small boulders with nary a scrape to the undercarriage. At its highest setting in Off-Road and Rock Crawl modes, those boulders can be as tall as 14.9 inches. If you’re in need of greater clearance, we might suggest taking a different line. A one-piece carbon-fiber underbody shield is part of the off-road package ($2,000), which also includes dual front-bumper tow hooks. Roll down the windows, and the first thing we noticed during the R1T’s ascent is the absolute absence of noise. Squirrels gathered to witness the moment; blue jays cheered on our progress. Later on, at the peak of the Continental Divide, we even encountered a family of mountain goats, nonplussed by our coterie of near-silent trucks.
Engaging the Off-Road or Rock Crawl mode for these trails adjusts the accelerator mapping as well. The same amount of pedal travel that transformed the R1T into a slingshot on the road now barely nudges the truck forward. Here, the lack of sound is both a blessing and a curse. While the input is smoother than what a torque converter can provide, it can be hard to gauge just how much pedal is required to inch over an obstacle. Eliminating the roar of the engine not only eliminates the auditory drama, it also enables you to observe the R1T’s four-motor system at work. The motors can operate independently of one another, applying torque to each of the four wheels as needed. With the computers analyzing the data, all you hear is rubber scrabbling over rock, accompanied by nothing but forward momentum.
Regenerative braking takes on a new role during our descent. With our foot off the brake pedal, the R1T tiptoes its way down ultra-steep inclines with remarkable poise. The regen is effective, and the transparency of this one-pedal approach is a smooth alternative to an incessantly pulsing ABS pump and the shriek of engine braking. As a bonus, we add about five miles of range by the time we reach the tiny mining town of Montezuma. Transparency is nice, but sometimes hard data is better. The R1T occupies a relatively new intersection in a Venn diagram where EV owners and off-roaders overlap. We think they’d appreciate both an inclinometer and altimeter during these forays off the beaten path. Rivian reps disclose that these features are under consideration and could be implemented through over-the-air updates. Otherwise, the 16.0-inch touchscreen is well-organized and easy to use. Drivers can save their settings through individual profiles and connect it to their specific key or through the Rivian app. There’s also cloud-based navigation, as well as several streaming music services on tap. Rivian is confident the lack of Apple CarPlay and Android Auto connectivity won’t be missed. We disagree and fully expect that to be rectified in the near future.
Consolidating most of the controls into the touchscreen results in an open, airy cabin. An additional 12.3-inch screen sits directly in front of the driver and provides redundant navigation and music info. We especially appreciated the real-time rendering of the R1T in the display, as the brake lights would illuminate once regeneration hit a certain g-force threshold. As half-ton trucks continue to swell with steroid-inspired styling, the R1T exudes a classy, restrained counterpoint to this rampant machismo. The front end is inspired by an art deco aesthetic with an inquisitive-looking face formed by twin ovoid nacelles and bisected by a wide light strip that wraps around the sides. This horizontal theme continues out back, with an LED bar that hugs the tailgate and rear quarter panels in a U-shaped embrace. The overall look is reflective of the Rivian ethos, which aims to coexist with nature rather than intimidate it into submission.
Storage is abundant throughout. The frunk features a power-operated lid and can swallow 11 cubic feet of gear. Out back, the bed measures 4.5 feet long, extending to 7 feet with the tailgate lowered. A flap lowers in concert with the tailgate and neatly acts as a seamless bridge between the tailgate and the cargo bed. A 14-cubic-foot underbed storage compartment can house a full-sized spare or keep drinks frosty in a pile of ice.In a pickup full of party tricks, perhaps the most novel one is the R1T’s modular space just aft of the rear doors. Rivian calls it the Gear Tunnel. This compartment spans the width of the truck and is accessible from either side. An optional sliding platform allows easy access to luggage and can extend up to six feet to create a table. It also forms the basis for the available Camp Kitchen. This $5,000 option includes the platform plus two high-wattage induction burners, a 30-piece dining set, and a collapsible sink with a four-gallon water tank. According to Rivian, use of the cooktop to prepare a typical dinner consumes only about three miles of range. After seeing this impressive accessory in action, we’re hoping a combination espresso/sundae bar is under consideration.The R1T is also keen to share its electrons with practically any device sporting a plug. There are three 12-volt outlets: one in the frunk, another nestled under the center of the dash, and one inside the Gear Tunnel. The Gear Tunnel also contains a 120-volt AC plug, as does the rear center console, along with two more in the tailgate. Finally, six USB-C receptables can be found in the cabin: four throughout the center console, and two more in the seatbacks. If you can’t charge something in the R1T, you have too many devices.
And speaking of electrons, we’re curious to see just how many owners take advantage of the R1T’s sizeable towing capacity. As with all EVs, range drops quickly as the pounds and aerodynamic drag pile on. Hopefully the campground or boat launch is not far away and offers DC fast-charging. To its credit, Rivian is doing its part by building out its own charging network, with charging stations that promise to add 140 miles of range in about 20 minutes. The standard 21-inch all-season tires are optimized for fuel economy, helping the R1T eke out 314 miles of EPA range. Opt for the 20-inch knobby all-terrain rubber, and Rivian estimates a 10-15 percent reduction in range. The 22-inch high-performance all-seasons also incur a 5-10 percent loss. An optional extended-range, 180-kWh battery will be available ($10,000), bumping range to just over 400 miles, according to Rivian.Production of the R1T began in September. Though it’s too late to snag one of the inaugural Launch Edition versions ($74,145), patient buyers can pre-order the similarly equipped Adventure and lower-priced Explore ($68,145) models set to arrive early next year. Reservations are taken online at Rivian’s website, which even accepts trade-ins. If our experience with the R1T is any indication, Rivian will have its hands full taking in those trades. We’d say that’s a good conundrum to have.

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When BMW formed its i division a decade ago, the prevailing thinking at most of the world’s auto­makers was to build electric based on inexpensive models. Instead, BMW birthed the i3. Not only did it look unlike any other BMW before it (okay, maybe the Isetta), but it also featured a carbon-fiber-intensive structure, hemp-based fabrics inside, narrow tires, and a two-cylinder scooter engine as a range extender. How’s that for not following the herd?BMW wants half its global sales to be electrics by 2030, and that means taking EVs mainstream. Yet it has kept some i-subbrand funkiness in the new iX mid-size SUV. The design is a departure from the like-sized X5. Wide hips give the iX curvy rear bodywork, and you can’t miss the exterior handles sunk into the doors. BMW’s new grille is present, but it looks a little better on an SUV than on a 4-series. And should it anger someone, the oversize kidneys have a polyurethane layer that allows light scratches to melt away under the heat of the sun or a hair dryer.
While the exterior looks odd from certain angles, the interior is modern and attractive. A large, curved panel houses two screens measuring 12.3 and 14.9 inches. The number of buttons and switches has been cut in half, and there are several new features, including 5G connectivity, augmented-reality navigation, and the capability to use a phone as the key. That works without having to hold it up to the door handle; just walk up and the car unlocks like it does with the fob. Other tricks include the ability to record a parking maneuver up to 650 feet long—say, driving up a long driveway and backing into a garage—that the car will mimic at the push of a button. (However, it won’t do so remotely with the driver out of the vehicle.)There’s no center console abutting the dash, which imparts a feeling of roominess. Fabric wraps the dash and door panels, although leather is also available. There’s lots of legroom in the back seat, but the seating height is a little low, probably to accommodate the roofline, which is a couple of inches lower than in the X5. But that does make enough headroom for tall adults.
To avoid using rare-earth elements, BMW employs electrically excited motors rather than the permanent-magnet type. And although the latter are more efficient, BMW claims 93 percent efficiency for its powertrain. The 516-hp iX xDrive50 combines a 255-hp front motor and a 308-hp one in back. EVs don’t typically have tachometers, but the iX and i4 do; we saw 12,100 rpm at the iX’s 124-mph top speed. But the front and rear have different trans ratios, so it’s unclear which motor it’s tracking.Although the iX is about 450 pounds heavier than a V-8-powered X5, its acceleration won’t be far behind. It should hit 60 mph in just over four seconds. There’s so much instant thrust available that the passing-maneuver-calculation part of your brain needs reprogramming.
Low tire noise makes it seem like the iX glides on its optional 22-inch wheels. The rate of energy use on our daylong drive through the Bavarian countryside aligns with the 300-plus miles of EPA range that BMW expects the iX to achieve. It steers and handles well for a nearly three-ton SUV optimized for efficiency, and the optional rear-wheel steering goes un­­noticed until you realize how tidy it makes the iX feel on the road and in parking lots. Among the regen settings is another new feature, Adaptive mode, which takes map data and information on upcoming turns or stops, surrounding traffic, and speed limits to match regen levels to predicted deceleration needs. It sounds gimmicky, but it did a great job of keeping our foot off the brake pedal.
The iX arrives in March, with pricing starting at $84,195, roughly equal to that of a V-8-powered X5. A less powerful xDrive40 variant with a smaller battery pack won’t be sold in the U.S. An M60 model with roughly 600 horses is coming soon.BMW has set up an interesting market experiment here. Will electric-car buyers like the iX’s oddness, or will they want the more conventional experience the i4 offers?

Specifications

Specifications
2022 BMW iX xDrive50Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $84,195
POWERTRAIN
Motors: 2 synchronous AC, 255 and 308 hp, 269 and 295 lb-ftCombined Power: 516 hpCombined Torque: 564 lb-ftBattery Pack: liquid-cooled lithium-ion, 105.2 kWhOnboard Charger: 11.0 kWTransmissions: direct-drive
DIMENSIONS
Wheelbase: 118.1 inLength: 195.0 inWidth: 77.4 inHeight: 66.8 inCurb Weight: 5700 lb
PERFORMANCE (C/D EST)
60 mph: 4.4 sec100 mph: 11.0 sec1/4-Mile: 12.6 secTop Speed: 124 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 89/90/88 MPGeRange: 310 mi

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Since the GTS model joined the Porsche 911’s multitudinous ranks 12 years ago in the 997 generation, it’s brought with it a slight power increase along with a bundled collection of sporty options at a cost slightly lower than if you’d checked all of those individual boxes. Some of that is still true on the new 2022 GTS, which is available as a coupe, a convertible, or a targa, and is a $19,600 upcharge over the equivalent 911 S or 4S models. The coupe and convertible are available with either rear- or all-wheel drive, and the targa has only all-wheel drive. The extra outlay brings an additional 30 horsepower and 30 lb-ft of torque (473 hp and 420 lb-ft total, by way of 2.3 psi more boost), along with the 0.4-inch lower sport suspension (coupe and convertible only), louder sport exhaust, and Sport Chrono package (launch control, dynamic engine mounts, Sport Plus mode) that would otherwise cost $5460 on a S coupe. Plus, there’s blacked-out front and rear fascias and suedelike interior trim.

But here’s where the latest GTS deviates from the script, making it impossible to spec a lesser 911 exactly like a GTS. The GTS’s version of the sport suspension gets helper springs at the rear, like the GT3 does. It also inherits the 911 Turbo’s larger brakes, and of course the even-larger carbon-ceramic discs remain an option. Also, there’s a new GTS-only lightweight package available on coupes that sheds a claimed 55 pounds—negating the GTS’s 50-pound weight gain over an S or a 4S—by deleting the rear seats, installing thinner side and rear glass, and swapping in a lithium-ion battery. Pricing has yet to be announced for this package, which also includes the $2090 rear-steer option and a four-degree-steeper maximum angle for the rear spoiler. The revised rear spoiler along with air guides around the front wheel wells make lightweight-package GTSs the first to make rear downforce. The GTS also can be had with the $5900 fixed-back carbon-fiber buckets that have long been a go-to option on Porsche’s GT cars but are available for the first time on GTS coupes. The eight-speed dual-clutch automatic from lesser 911s is standard, while the seven-speed manual is a no-cost option. However, just like the suspension, the GTS’s manual has a shift lever that’s 0.4 inch shorter. It’s the best kind of manual, as its positive throws add both joy and involvement, and it also has the benefit of being 85 pounds lighter than the PDK automatic.
GTS models get a reduction in sound-deadening material in 12 areas, many of those strategic spots around the engine to let its sound better seep into the cabin. Still, we found the twin-turbo flat-six too muted in its default mode and always kept it clicked into its louder setting. But volume is different from character, and we continue to enjoy the fact that Porsche’s flat-six blat shines through better than most turbocharged engines, which often are significantly whitewashed. In addition, all 2022 911s, including the GTS, get the latest PCM 6.0 infotainment that originated in the Taycan, which has more processing power and customization—the manual-transmission rev-matching feature can now be turned on or off independently of mode, for instance.We drove the bookends of the GTS lineup, a delectable manual-transmission coupe with the lightweight package and the enveloping carbon-fiber buckets and a targa with the automatic. It’s easy to pick up on the targa’s slightly softer suspension tune, and the targa suspension also doesn’t get the 0.4-inch lowering or the rear helper springs. Its engine isn’t quite as loud, and there’s also light structural shake where you can feel its heavy top and 200 pounds more mass overall. The coupe is most in keeping with the GTS mantra, particularly in this wonderfully aggressive spec. The ride quality is expertly judged, firm but not crossing over into harsh territory. The rear-wheel steering gets a more assertive tune in the GTS, and in Sport and Sport Plus modes the car wants to absolutely fling itself into corners. But on the highway, this more eager tune felt nervous until we dialed down the mode. The cars we drove wore Pirelli P Zero PZ4 tires in the same 20-inch front and 21-inch rear sizes as on S and 4S that have delivered as much as 1.08 g’s of skidpad grip in previous tests.

The fixed-backed buckets, available only on the coupe, walk the tightrope of being both amazingly supportive yet plenty comfortable for many hours. They’re among the best extreme sport seats in the sports- and supercar ranks. Even better, their additional rigidity and thinner padding mean that road texture streams through the seat in a way that pulls the driver into the experience rather than being a nuisance. You’ll pay a lot for the privilege, but the latest GTS is more distinct than ever before, with more hardcore options that bring more engagement. That’s something we absolutely can get behind.

Specifications

Specifications

2022 Porsche 911 GTSVehicle Type: rear-engine; rear- or all-wheel-drive; 2+2-passenger; 2-door coupe, convertible, or targa

PRICE
Carrera GTS, $138,050; Carrera 4 GTS, $145,350; Carrera GTS Cabriolet, $150,850; Carrera 4 GTS Cabriolet, $158,150; Targa 4 GTS, $158,150

ENGINE
twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement: 182 in3, 2981 cm3Power: 473 hp @ 6500 rpmTorque: 420 lb-ft @ 2300 rpm

TRANSMISSIONS
7-speed manual, 8-speed dual-clutch automatic

DIMENSIONS
Wheelbase: 96.5 inLength: 178.4 inWidth: 72.9 inHeight: 50.7–51.2 inPassenger Volume: 70–72 ft3Cargo Volume: 5 ft3Curb Weight (C/D est): 3350–3750 lb

PERFORMANCE (C/D EST)
60 mph: 2.7–3.7 sec100 mph: 7.0–8.1 sec1/4-Mile: 11.0–11.9 secTop Speed: 190–193 mph

EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 20–21/17–18/23–25 mpg

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In the last 10 years, the slice of vehicle sales that were cars has plummeted in the United States from about 50 percent to less than 25 percent. That’s why the only car in a Ford showroom is the Mustang and the only cars at your Buick dealer are used. The premium-car makers haven’t been immune to this trend, and Mercedes-Benz’s car percentage fell from 80 percent levels in the early part of the century to less than 30 percent this year. Obviously, this results in fewer cars being sold, with the brand’s two-seaters under particular pressure. The smaller SLC roadster was discontinued last year, and the even the venerable SL skipped the 2021 model year.

That one, however, is coming back for 2022 with a number of changes designed to broaden its appeal without compromising the luxury-convertible vibe that has been unique in a market tilting towards overtly sporty two-seat droptops. While Mercedes has released little hard information about the new model (codenamed R232), we recently had a chance to ride along in a pre-production example, driven by Moritz Stockmeier, senior manager for powertrain software and drivability for Mercedes-AMG. Here’s what we gleaned from the passenger seat.

Mercedes-AMG

As our driver’s title indicates, this new version of the SL will become the fourth Mercedes-AMG model specific to the brand, following the GT coupe/roadster, GT four-door coupe, and the One hypercar. This transfer to Mercedes sporting division is, in some ways, a return to the SL’s roots in the 1950s as a high-performance, roadgoing coupe that evolved from the Le Mans winner. That sporting orientation has been AWOL from the SL since the 300SL was replaced by the beautiful but decidedly more sedate 230SL in 1963. The new SL, developed by AMG and badged as such, perhaps hopes to shed its nearly 50-year-old image as a Hollywood producer’s car and make more of a muscular statement.At the same time, Mercedes seems wary of giving up those posh buyers and making the car singularly focused. Therefore, this new model will come with rear seats for the first time in decades. They were last offered on the R107 model (1972-1989) but only in Europe. These seats are very small, comparable to the rear seats in a Porsche 911, but Mercedes hopes they will broaden the car’s practical appeal, even if only to carry stacks of movie scripts. Another concession to the marketplace is standard all-wheel drive, which has never even been optional on previous SLs. This change recognizes that it’s increasingly hard to sell rear-drive cars in the northern latitudes of the U.S. That’s too valuable a market to write off in these days of fewer car sales. And with the AMG version of the 4Matic all-wheel-drive system, the car’s sporting balance will not likely be compromised.

Mercedes-AMG

One more change is the shift from the retractable hard top, introduced two generations ago, back to a soft top. Among the reasons offered is that the soft top is somewhat lighter and takes up less space than the folding hard top. Better packaging of the top will help make room for the rear seats without increasing the length of the car. No specifications for the new SL have yet been released, but the car looks to be about the same size as the previous generation. Mercedes has developed a new body structure for the SL using a great deal of aluminum in addition to steel, magnesium, and carbon fiber. Compared with the AMG GT roadster, transverse rigidity is 40 percent better and longitudinal rigidity is increased by 50 percent.

Mercedes-AMG

It’s hard to discern styling details on the camouflaged body, but the rear deck area seems unflatteringly high. Otherwise, the example we saw sported high-performance details, such as quad tail pipes, large carbon-ceramic brake rotors with muscular brake calipers, and Michelin Pilot Sport 4S tires sized 265/40R-20 and 295/35R-20 mounted on wheels that have a goofy-looking inner ring. The doors have retracting exterior handles a la Tesla, and once you’re inside, the look is not as futuristic as some recent Mercedes. There’s no two-foot-wide LCD screen on the dash. Instead, there’s a 12.3-inch LCD in a traditional binnacle in front of the driver, supplemented by an 11.9-inch central touchscreen that can be tilted between about 45 degrees to nearly vertical. The layout is similar to that in the new S580, and the screen is set in a nicely leather-trimmed dash. There will also be an optional head-up display.

Mercedes-AMG

There was no discussion of what was under the hood of this prototype, but it was clearly a version of Mercedes’s ubiquitous 4.0-liter, twin-turbo V-8, coupled to the nine-speed transmission, which is essentially a planetary-gear automatic, with the torque converter replaced by a wet multiplate clutch. A good guess for the engine choices would be the super- and turbocharged 429-hp 3.0-liter inline-six from the AMG GT53 four-door coupe and the twin-turbo V-8 from the GT63 and 63 S rated at 577 and 630 horsepower, respectively.In the current fashion, the new SL is equipped with a driving mode selector, offering Comfort, Sport, Sport+, and Race modes. The range of adjustability seems unusually broad, as the ride is luxuriously plush with a subdued exhaust and seamless shifts in Comfort mode, while everything gets progressively more furious as the selector proceeds towards Race. It’s yet another aspect of giving this car the broadest possible appeal.We won’t know any more details or see the undisguised body until the R232’s official launch later this year. But expect to see it in your Mercedes showroom in 2022. We’ll see if broad automotive appeal works in this truck-focused age.

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