Evelyn Reynolds

Here at Car and Driver, we take our title pretty seriously. We rarely, reluctantly relinquish control of the wheel. But if we must, we’re glad it’s to someone like Scott Speed. A three-time Global Rallycross winner, Speed has raced in practically every series, including Formula 1, NASCAR, and Formula E. Speed signed with Subaru Rally Team USA in 2019, which makes him the ideal hot shoe to introduce us to the new 2022 WRX. Our shotgun ride takes place in Southern California at The Thermal Club’s aptly named Desert circuit, where the temperature is hovering around a balmy 110 degrees. Up first is a manual version in a searing Solar Orange hue. Speed eases off the clutch and we move out of the hot pits and onto the 1.7-mile course. “We’ll do two laps,” he says. “One to warm up and the other at speed.” Except he does nothing of the sort. Speed eschews the warm-up, opting to bury the throttle instead. Which is absolutely fine—on this short circuit, two laps will be over quickly anyway. Might as well put them to good use. Charging toward the first corner, Speed trades first gear for second. Subaru says it worked to make the engine more responsive to improve the shifting performance, and the revs indeed fall rather than hang during the throttle-off, clutch-in sequence.

As we pull out of that turn, Speed accelerates and the WRX steams forward. On paper, the performance specs aren’t much different than before: The new 2.4-liter turbo flat-four only makes three more horsepower than the old 2.0-liter, arriving at the same 5600 rpm. The torque peak of 258 pound-feet is unchanged. Yet there’s no denying the feeling of more thrust as we move down the straight.New from the ground up, the WRX now rides on Subaru’s Global Platform, which also underpins practically everything in the company’s lineup. It’s clear from the first moment you step inside that the WRX feels much more premium than before. The 11.6-inch touchscreen is the focal point of the upgraded cabin and eradicates memories of the econocar bones of the previous generation. The seats could still use more lateral thigh support during track use, but for daily driving they’ll be plenty supportive.
At the end of the two laps, Speed pulls into the pits so we can switch to the top-trim GT. This model features three-stage adaptive dampers and only comes with—wait for it—a continuously variable transmission. You don’t normally expect a CVT to be capable of cracking off shifts, but this one does. An eight-speed manual mode is accessible through the paddle shifters and does a surprisingly good job at emulating actual gears. Just before redline, Speed tugs on the right paddle and the CVT responds instantly with a decisive thump, accompanied by a punchy blat from the exhaust. The WRX continues to pull hard down the straight, generating sufficient momentum to once again swing the tach needle back over six grand. The engine bucks against the limit as the transmission holds firm, waiting until Speed commands another upshift. As we brake for the turn and Speed downshifts, the revs even blip to match the lower gear. All in all, it’s a convincing performance by this transmission with a chain between two pulleys.
Speed drives most of the lap with the GT’s dampers in their stiffest Sport setting. Nearing the final corner, he fires up the drive mode page on the touchscreen. “You’ll see a big difference between Comfort and Sport,” he says, choosing the former. Indeed, the WRX displays noticeable body roll as we round the apex. For now, the adaptive dampers are exclusive to the GT model; Subaru isn’t saying if it will eventually find its way to manual-equipped versions. On the next lap, Speed lets the transmission make the decisions while he focuses on his line. This time, he’s much more aggressive about his corner entry, using a touch of left-foot braking to keep the nose pointed in the right direction. Approaching the final left-right-left sequence, Speed heaves the wheel to unglue the rear end.
Stealing a glance at the driver’s seat, we realize that Speed would love nothing more than to instead be performing this action on a thick bed of gravel, a mud-strewn trail, or a snow-packed passage. And who can blame him? Both he and the WRX are rally champions, finding success beyond the limits of adhesion. And more than ever, the WRX looks the part. Its styling is unapologetically awkward, with its bulging fenders and chunky angles. Despite resembling a shape that a child would make using safety scissors, the plastic-clad wheel arches are purposeful and perfect, ready to fend off an onslaught of projectile limestone. We think it’s a design that will look better the dirtier it gets. While our encounter was ridiculously short, our time behind the wheel of the WRX will come soon enough. We can only hope our extended drive takes us off the asphalt and gets us sideways. We know Speed would approve.

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In 2003, the year we reviewed the first Bentley Continental GT, Dave Brailsford took over as performance director of British Cycling, where he became known for the phrase, “the aggregation of marginal gains.” He explained the working philosophy to the BBC as breaking down every aspect of riding a bicycle—from pedals to the best pillows for the best sleep—and improving each aspect 1 percent to achieve a significant cumulative improvement.The shepherds of the Bentley Continental GT have mastered marginal gains, punctuated by the occasional leap. When we reviewed the first GT Speed in 2008, it weighed 5180 pounds, made 600 horsepower and 553 pound-feet of torque from a 6.0-liter twin-turbo W-12 engine, reached 60 mph in four seconds, and could hit a claimed 202 mph. Thirteen years later, the 2022 Bentley Continental GT Speed weighs a claimed 5011 pounds, makes 650 horsepower and 664 pound-feet from an updated 6.0-liter twin-turbo W-12, launches from a standstill to 60 mph in 3.5 seconds, and runs out of steam at 208 mph.

The design or performance of other cars may have evolved further or faster, but if any automaker knows what it has, it’s Bentley. The formula worked in 2003, and as we discovered in Sicily behind the wheel of the newest Continental GT Speed, it works just as well today.The third-gen Continental made a leap in looks, turning the previous model’s enforcer physique into that of a pentathlete. To create the Speed—which is available as a coupe or a convertible—24 more horses joined the W-12’s corral, then Bentley’s wardrobe department put a dark finish on the grilles, added a carbon-fiber splitter, reshaped the side sills, and fit a unique set of 22-inch wheels. Marginal, indeed.
The Speed’s roughly $50,000 premium over the standard car is wasted money in everyday driving. As in the standard GT that makes the same torque, copious shove hustles 2.5 tons of Anglo-German matériel, and copious hides turn that matériel into a hush room at a private London club. The triple-chamber air suspension with adaptive damping and 48-volt active anti-roll bars separates the driver from worldly unpleasantness like Welsh Guards protecting Windsor Castle. On Sicily’s narrow, tangled road network, the potholes and bizarrely uneven pavement were seen but not felt. Desperately uncouth surfaces compelled a roar from the Pirelli P Zero PZ4s—275/35R-22 in front, 315/30R-22 in back—but there’s only so much thunder one can conceal after putting 5000 pounds on low-profile rubber with contact patches as big as elephant feet.
The challenge for this new Speed was that when Bentley wanted to make this Continental GT better, as engineer Nigel Hamlyn told us, “We’d maxed out all the tools we had.” So engineers made a leap, increasing this Bentley’s tool set. A reworked, more rear-biased all-wheel-drive system ordinarily sends 90 percent of the W-12’s torque to the rear wheels, but up to 36 percent can be sent to the fronts to make the most of the available traction or to counteract oversteer. The Speed also borrows the rear-wheel-steering system introduced on the Flying Spur, with 4.1 degrees of max steering lock for improved handling and low-speed maneuverability. Brake-based torque vectoring remains on the front axle, but at the rear, engineers added an electronic limited-slip differential (eLSD).
As a result, the newest Speed the first of its kind to wag its tail in the language of an enthusiast. Squirting out of a tight exit into another switchback, a combination of generous throttle and steering lock gets the rear steering and eLSD to snap the back around. The best bit came in a flat open area we could treat like a skidpad, ladling on throttle until the more forgiving ESC gently fed the backside into a Fast and Furious: Tokyo Drift stance. Jolly good stuff. This remains a big GT, though, not a sports car. Letting the eight-speed dual-clutch automatic shift for you, even in the now quicker-shifting Sport mode, means trying to time steering and pedal inputs to the twin-scroll turbos going full boost. Better to take over shifting and keep the turbos spooled, even if it means being so high in the rev range that the W-12’s usually threatening rumble turns into a gravelly yelling. And forget about theatrics such as pops on downshifts and overrun; Bentley has largely tuned out such excess.
Bentley set up a twisting course at an abandoned NATO base—derelict nuclear-missile silos and all—to give us a proper go where retaining walls and police wouldn’t ruin the day. Sadly, our minders placed “BRAKE NOW” signs so conservatively that generous application of the optional carbon-fiber discs left enough room after stopping to take an Uber to the corner. The 17.3-inch front rotors with 10-piston calipers clearly are the product of someone at Bentley HQ who loves singing, “I like big brakes and I cannot lie.” Stomp on them and their comical stopping power will have your eyes bulging like Wile E. Coyote’s, not to mention the eyes of any drivers behind you.
The Speed’s new dynamism is the payoff for years of marginal gains plus this latest little leap. And that brings us back to British Cycling, which had won a single Olympic gold medal in the 95 years before Brailsford took over. The team rode five years of marginal gains to eight golds in the 2008 Olympics. From 2007 to 2017, according to James Clear’s book Atomic Habits, Brailsford’s national and BSkyB trade team riders won 178 world championships and 66 Olympic or Paralympic gold medals and captured five Tour de France victories. He is now, unsurprisingly, known as Sir David Brailsford. There’s no individual at Bentley to confer a knighthood on, and there are no gold medals for making an excellent GT more excellent. But the crew from Crewe has shown just as well as Brailsford how much can be achieved by doing just a little bit more, everywhere.

Specifications

Specifications
2022 Bentley Continental GT SpeedVehicle Type: front-engine, all-wheel-drive, 4-passenger, 2-door coupe or convertible
PRICE
Coupe, $277,625; Convertible, $305,125
ENGINE
twin-turbocharged and intercooled DOHC 48-valve W-12, aluminum block and heads, port and direct fuel injectionDisplacement: 363 in3, 5952 cm3Power: 650 hp @ 6000 rpmTorque: 664 lb-ft @ 1500 rpm
TRANSMISSION
8-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 112.2 inLength: 190.9 inWidth: 76.9 inHeight: 55.1–55.3 inTrunk Volume: 13 ft3Curb Weight (C/D est): 5050–5400 lb
PERFORMANCE (C/D EST)
60 mph: 3.1–3.2 sec100 mph: 7.4–7.6 sec1/4-Mile: 11.3–11.6 secTop Speed: 208 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 15/12/19–20 mpg

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Life in the middle isn’t easy, just ask any child with older and younger siblings. While the others get all the parental attention, living in the middle can feel like you’re overlooked. In the middle of the 2022 Porsche Macan lineup, sandwiched between the 434-hp GTS and the 261-hp base model is the Macan S. But Porsche hasn’t forgotten about the S—for 2022 the S is getting a very desirable hand-me-down. The gift from above comes from a shuffling of the Macan lineup. Last year’s Macan S had a 348-hp engine, but for ’22 the S inherits the 375-hp turbo V-6 from the old GTS. In our last test of the 375-hp Macan GTS, it hit 60 mph in a life-affirming 3.9 seconds. If you opt for the Sport Chrono package ($1220) that adds launch control, the new Macan S should be just as quick. Other additions include more standard equipment including adaptive dampers (PASM), the Porsche Dynamic Light System, and 20-inch wheels.

Changes to the exterior design make the Macan look more like the Cayenne. Inside, the button-filled center console has been swapped out for a new flush, haptic panel that requires a firm touch. Though not as tactile as its predecessor’s metallic switches and toggles, the surface does help simplify the interior. However, the plastic panel will inevitably be smudged with fingerprints—bring wipes.The view from the driver’s seat is classic Porsche, with a large, centrally positioned analog tachometer with a speedometer next to it, just like you’d find in a 50-year-old 911. In the center console, there’s Porsche’s latest 10.9-inch multimedia touchscreen equipped with now-standard wireless Apple CarPlay.

There’s virtually nothing dull about how the Macan S drives. The steering enjoys an intuitive connection between the driver’s palms and the road surface below. Acceleration from the twin-turbo V-6 is brisk, turbo lag is minimal, and it snarls pleasingly. A strong shove is available throughout the rev range, as 383 lb-ft of torque are available from 1850 to 5000 rpm. Dial into Sport mode, and transmission and throttle response become more aggressive and the adaptive dampers stiffen up. Downshifts come sooner, upshifts later, and the buttery smooth gearchanges become a little sharper. Our Macan S came equipped with the air springs option ($1390) and provided a supple ride that damped most road irregularities but firmed up when hustling through corners. Despite the high seating position and tall roofline, body control is kept in check. The higher-profile SUV height is quickly forgotten. The Macan handles so well that someone trading out of sports car or sports sedan will feel at home. It has ample cornering grip, chest-cavitating acceleration when using launch control, and big brakes to bring it all to a fade-free stop. The GTS might be quicker, but it’s also far more expensive.
A top-of-the-line GTS (it replaces the Turbo for 2022) starts at $81,250, which makes the Macan S’s base price of $66,750 relatively attractive. And, while the new Macan S is $5200 more than last year’s model, don’t forget about the increase in standard equipment and the 27 extra horsepower. The Macan S might be a middle child, but drive one and it’ll get your attention.

Specifications

Specifications
2022 Porsche Macan SVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $66,750
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 177 in3, 2894 cm3Power: 375 hp @ 6700 rpmTorque: 383 lb-ft @ 1850 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 110.5 inLength: 186.1 inWidth: 75.9 inHeight: 63.8 inPassenger Volume: 96 ft3Cargo Volume: 17 ft3Curb Weight (C/D est): 4500 lb
PERFORMANCE (C/D EST)
60 mph: 3.9 sec100 mph: 10.8 sec1/4-Mile: 12.6 secTop Speed: 160 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 19/17/21 mpg

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The fact that Toyota is calling its latest small crossover the Corolla Cross really tells you all you need to know about the new model. This crossover version aims to please the average buyer with the same combination of reliability, practicality, and efficiency as Toyota’s eponymous compact car, and it’s only logical for Toyota to extend the lineup to include a small-SUV variant given the current sales of anything with a raised ride height and plastic body cladding.You may question whether Toyota needed yet another crossover, given that the automaker already sells seven SUV models in the U.S. But Toyota believes there is space for the Corolla Cross between the smaller and funkier C-HR and the larger and top-selling RAV4. Toyota is hoping that the space between the RAV4 and C-HR will be good for 100,000 annual sales. To hit that target, the Corolla Cross offers things that the C-HR lacks: an inoffensive design, decent cargo space, and optional all-wheel drive.

Its pug-dog face and a few interesting creases in the body sides attempt to liven up the Corolla Cross’s design, but overall it has an anonymous-SUV appearance. The base L model starts at $23,410 and is positively normcore with its wheel covers and non-tinted windows. Stepping up to the LE ($25,760) and XLE ($27,540) trims brings a bit more style with alloy wheels and chrome trim.Inside, the Corolla Cross’s dashboard is nearly identical to what you’ll find in a Corolla sedan or hatchback. A 7.0-inch touchscreen infotainment system is standard, and an 8.0-inch screen is optional; both feature easy-to-use controls including physical buttons and volume and tuning knobs. Two-tone leatherette seats that do a good impersonation of leather are available on the XLE, but the vibe inside the Corolla Cross lacks the upscale look of the Hyundai Kona and Mazda CX-30. Rear-seat space is adequate, and the 27 cubic feet of cargo area is way up on the CH-R’s 19. Opting for all-wheel-drive ($1300) necessitates a higher cargo floor that reduces space somewhat.
Under that raised cargo floor in AWD versions is a multilink rear suspension that replaces the front-driver’s torsion-beam setup. Both versions enjoy similar handling, although the AWD model is slightly more buttoned-down in corners. Either way, the suspension tuning is more about tackling bumps than corners. Further eroding any driver engagement and fun are over-assisted steering and significant body roll.A naturally aspirated 169-hp 2.0-liter inline-four paired with a CVT isn’t much fun either, although a more powerful hybrid version is coming. Throttle response is lazy, the engine is buzzy in the upper rev range, and merging onto the highway requires a degree of patience. Shoppers wanting more power will find it in the much quicker, but pricier turbocharged versions of the Kona, CX-30, and Kia Seltos.Those more expensive SUVs aside, the Corolla Cross’s $23,410 base price places it in a segment that isn’t as cutthroat as the next level up. The Honda HR-V, Chevy Trax, and other subcompact entries have achieved plenty of sales success, and the Corolla Cross is refined enough, big enough, and offers enough value to carve out its 100,000 sales. A nice start on the next 50 million.

Specifications

Specifications
2022 Toyota Corolla CrossVehicle Type: front-engine, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: L, $23,410; LE, $25,760; XLE, $27,540
ENGINE
DOHC 16-valve inline-4, aluminum block and head, port and direct fuel injectionDisplacement: 121 in3, 1987 cm3Power: 169 hp @ 6600 rpmTorque: 150 lb-ft @ 4400 rpm
TRANSMISSION
continuously variable automatic with 1 fixed ratio
DIMENSIONS
Wheelbase: 103.9 inLength: 175.6 inWidth: 71.9 inHeight: 63.4 inPassenger Volume: 89–90 ft3Cargo Volume: 25–27 ft3Curb Weight (C/D est): 3150–3350 lb
PERFORMANCE (C/D EST)
60 mph: 8.0–8.3 sec1/4-Mile: 16.3–16.6 secTop Speed: 115 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 30–32/29–31/32–33 mpg

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What’s a Polestar? That was the follow-up question from a curious couple who asked us to identify the 2022 Polestar 2 we were driving in and around Santa Fe, New Mexico. To paraphrase, we explained that Polestar is an all-electric subsidiary of Volvo, and the Scandinavian-designed squat vehicle in question is currently the sole mass-produced model in its portfolio. Only the Volvo reference appeared to register, so we skipped the stuff about the Polestar 2 being the company’s first EV, being built in China, and being sold directly to customers via the internet.For 2022, new configuration choices and other notable improvements make the Polestar 2 more competitive in the premium-EV space, particularly versus the popular Tesla Model 3. Previously, the Polestar 2 was offered only as a feature-laden Launch Edition with dual motors and a $61,200 starting price. Now that many previously standard features are instead divided between the new $4000 Plus and $3200 Pilot packages, the starting point of the dual-motor powertrain configuration is $10,000 less. Making the ’22 Polestar 2 even more accessible is the new single-motor, front-wheel-drive variant that goes on sale in January. It starts at $47,200 (an amount that drops below $40K when you consider the available $7500 federal tax credit).

Since we’ve already driven and tested a dual-motor 2 with the $5000 Performance package and Polestar says the 2022 alterations don’t affect its driving behavior, during our New Mexico rendezvous we focused on the single-motor example. The experience was less satisfying from an enthusiast perspective, but the differences are likely inconsequential to most shoppers. The single motor delivers 231 horsepower and 243 lb-ft of torque to the front wheels, producing the immediate thrust characteristic of electric vehicles. The sensation is available on demand from a dead stop or when passing on the interstate. The effect is simply amplified when two motors make a combined 408 ponies and 487 lb-ft, sending our aforementioned tester to 60 mph in 4.1 seconds. With only one motor, we expect the fastback hatchback to be about 2.6 ticks behind that mark.
The front-drive Polestar 2 also lacks the point-and-shoot dynamics that make its all-wheel-drive counterpart feel more playful. With the stability-control system set to ESC Sport, the AWD model’s tail will wag in a controlled manner for maximum entertainment value. For anyone not interested in such juvenile antics, the FWD version still feels athletic and refined. In fact, even with the standard 19-inch wheels, it’s remarkably planted and sure-footed, thanks in part to standard summer tires. The worst road imperfections are more pronounced with the optional 20-inch wheel-and-tire combo, but overall the cabin is impressively isolated from the outside world. The accurate steering includes three adjustable levels of effort—light, standard, and firm—but none generate any actual feedback. The most aggressive regenerative-braking setting provides 0.3 g of deceleration and enables true one-pedal driving. The brake pedal’s firm action and short travel also feel more assuring than that of many other EVs.Regardless of motor count, every Polestar 2 features a 75.0-kWh battery pack. While that net capacity is unchanged for 2022, Polestar credits increased range to “controller software and vehicle efficiency improvements.” Although the EPA hasn’t certified the single-motor’s 265-mile estimate, the dual-motor car gets a 249-mile rating (16 more than before)­. Plus, thanks to the magic of over-the-air updates, 2021 models can unlock that extra range too. The same applies to the car’s maximum DC fast-charging speed, which rises from 150 to 155 kW. Polestar says charging the battery from 10 to 80 percent at 150 kW should take 33 minutes. Our single-motor example began the day with close to a full charge, and after two trips cruising back roads and highways between Santa Fe and Los Alamos, New Mexico (approximately 180 miles total), our battery’s charge stood at about one-third.
Racking up those miles in the Polestar 2 is enjoyable thanks to an elevated seating position and a tall greenhouse with good forward visibility. The back seat is comfortable enough for two adults, and there’s lots of cargo space under the rear hatch. The 2’s interior looks minimalistic, but the space has distinctive finishes and sturdy panel fitment. It feels like sitting in a Scandinavian coffeehouse­–except there’s only one easily accessible cupholder between the front seats; a second is hidden under the center-console lid. The centerpiece of the cockpit is the vertically mounted 11.2-inch touchscreen, which features an innovative Google-developed OS infotainment system meant to replicate the feel of a smartphone or a tablet. While that’s familiar to most folks, the Polestar brand and this high-riding hatchback aren’t so much. Polestar acknowledges the lack of brand awareness and says increasing it was a top priority this year. After what can be considered a soft launch of the Polestar 2 more than a year ago, the company says it has been ramping up marketing in 2021, with a majority of its advertising money allocated for this final quarter. Likewise, it has been expanding its North American network of “Polestar Spaces” (a.k.a. dealer showrooms) from three in 2020 to what should be 30 by year’s end. The effort isn’t expected to make Polestar the new Tesla, but it should improve sales and drum up interest for future models such as the forthcoming Polestar 3 SUV. Then maybe Polestar 2 early adopters won’t have to answer so many questions.

Specifications

Specifications
2022 Polestar 2Vehicle Type: front- or front- and mid-motor, front- or all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base: $47,200; dual motor: $51,200
POWERTRAIN
Motor/s: 1 or 2 permanent-magnet synchronous AC, 231 or 408 hp, 243 or 487 lb-ft Battery Pack: liquid-cooled lithium-ion, 75.0 kWhOnboard Charger: 11.0 kWTransmission/s: direct-drive
DIMENSIONS
Wheelbase: 107.7 inLength: 181.3 inWidth: 73.2 inHeight: 58.0–58.2 inPassenger Volume: 96 ft3Cargo Volume: 16 ft3Curb Weight (C/D est): 4400–4700 lb
PERFORMANCE (C/D EST)
60 mph: 4.1–6.7 sec100 mph: 10.5–13.1 sec1/4-Mile: 12.7–15.3 secTop Speed: 100–127 mph
EPA FUEL ECONOMY [C/D EST)
Combined/City/Highway: 89–94/94–99/84–89 MPGeRange: 249–265 mi

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As Infiniti’s bestselling model, there’s no question that the QX60 is hugely important to the brand. But the mid-size, three-row SUV’s sales peaked back in 2018, at 47,370 units, and newer competitors have pulled far ahead of it in terms of mechanical technology and interior execution. Infiniti’s cash cow needed a redo. Fortunately, after taking a hiatus for 2021, the QX60 enters the 2022 model year with a full redesign that helps lend it a far more compelling proposition. For the latest QX60, Infiniti has replaced the previous generation’s bulbous exterior design with a more muscular look. Graceful, purposeful undulations in the sheetmetal flow rearward from the new model’s grille, culminating in a tweezer-like treatment gracing the D-pillar. And you’ll be hard-pressed to miss the giant “INFINITI” lettering splayed across the tailgate. Senior design Director Taisuke Nakamura says that the new QX60’s styling was inspired by the Japanese minimalist concept of “Ma,” which emphasizes negative space over ornate touches, although we wish that philosophy had also been applied to the faux-chrome tailpipes in the rear bumper, as they look a bit gaudy. Size-wise, the QX60 is now a little taller and not as long as before, though it still rides on a 114.2-inch wheelbase. Ground clearance increases slightly, to 6.7 inches, but this is still very much a pavement-pounding utility vehicle.

Sliding behind the wheel reinforces this mission. A low step-in height leads to a hushed cabin that the company says is now slightly quieter around town, courtesy of thicker side-window glass and additional sound insulation. The thoroughly redesigned interior exudes a cohesive elegance that the previous version lacked. The quilted stitching atop the seats and dash in top-tier Autograph models works harmoniously with the abundance of organic shapes and other soft-touch materials, with only the unimpressive trim on the steering wheel marring the otherwise upscale experience. Though passenger volume is down nearly 10 cubic feet, Infiniti has made good use of the remaining space, carving out room for a purse-sized cubby under the center console plus capacious storage compartments in the doors. While we like the additions of the optional massaging front seats and a 10.8-inch color head-up display, we’re less enamored with the capacitive-touch buttons for the radio and climate control functions that require a decisive poke to activate. And although the new QX60’s upgraded tech is long overdue, there’s still room for improvement. Wireless Apple CarPlay is accessible through a new 12.1-inch touchscreen, but you’ll still need a cord to mirror Android devices. Curiously, both interfaces can only occupy the first two-thirds of the touchscreen, with the other third solely relegated to displaying the audio source. Even though its lesser platform-mate, the similarly redesigned Nissan Pathfinder, features dedicated knobs for volume and tuning, the QX60 makes do with only a small volume spinner.

Nissan’s corporate 3.5-liter V-6 continues as the QX60’s only engine. It makes 295 horsepower here. The engine’s a little peaky, with 270 pound-feet of torque peaking at 4800 rpm. A new nine-speed automatic transmission (thankfully) replaces the old CVT; it routes torque to either the front or all the wheels. Although this engine remains a relatively smooth one in normal use, winding it out close to its redline does result in a guttural groan from beneath the hood. Fortunately, the transmission shifts smoothly and exhibits a willingness to downshift once you toggle the most aggressive Sport drive mode. In its standard setting, the nine-speed rushes to reach top gear and prefers to stay there unless prodded. We expect the QX60 to hit 60 mph in the mid-six-second range, similar to the slightly less powerful Pathfinder we recently tested. With fuel-economy estimates of 21 mpg city and 26 highway for front-wheel-drive models, the new QX60’s ratings fall by 1 mpg on the interstate yet improve by the same amount around town; subtract 1 mpg in both measures with all-wheel drive. On the road, the QX60 exhibits somewhat of a split personality. Infiniti has upgraded the suspension with double-piston dampers to better control body motions. But the result on the optional 20-inch wheels (18s are standard) may be a touch too firm for some. While this heightened sense of agility can be at odds with the action of the numb, lifeless steering, we suspect that if prospective buyers can overlook the stiff ride they probably won’t be bothered by the lack of steering feel.
The 2022 Infiniti QX60 will go on sale later this year, with prices starting at $47,875 for the Pure model and its standard panoramic moonroof, power liftgate, heated front seats, and three-zone automatic climate control. That outlay represents a $2500 increase over the base price of the 2020 model. All-wheel drive is a $2000 option on any trim level, and checking that box also unlocks a $900 towing package that allows the QX60 to tug a solid 6000 pounds, up from the standard 3500. The priciest Autograph version includes both that package and all-wheel drive at its $64,275 starting point. As before, the QX60’s price spread puts it in hotly contested territory. A loaded Hyundai Palisade, for example, costs less than $2K more than the QX60’s base price yet features many of the amenities found in the Infiniti’s top trim level. And additional competitors abound, from the Lincoln Aviator to the Volvo XC90. But with its attractive new design, both inside and out, plus a generous roster of modern amenities, the QX60 is now a much more competitive player. Infiniti expects that the QX60’s changes will not only help secure this SUV’s top-selling position in its lineup, but also attract new buyers to the brand. After our initial stint behind the wheel, that confidence seems justified.

Specifications

Specifications
2022 Infiniti QX60Vehicle Type: front-engine, front- or all-wheel-drive, 6- or 7-passenger, 4-door wagon
PRICE
Base: Pure, $47,875; Luxe, $53,925; Sensory, $57,375; Autograph, $61,375
ENGINE
DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 213 in3, 3498 cm3Power: 295 hp @ 6400 rpmTorque: 270 lb-ft @ 4800 rpm
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 114.2 inLength: 198.2 inWidth: Tk.T inHeight: 69.7 inPassenger Volume: 140 ft3Cargo Volume: 15 ft3C/D est): 4500–4650 lb
PERFORMANCE (C/D EST)
60 mph: 6.6–6.7 sec1/4-Mile: 16.5–16.7 secTop Speed: 120 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 22–23/20–21/25–26 mpg

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As sporty cars grow increasingly heavy and complex, albeit more capable than ever, it can be easy to forget about the benefits of simplicity. Indeed, today’s well of performance-enhancing technologies—from torque-vectoring differentials to active anti-roll systems and active aerodynamics—is deep and at times convoluted. That makes the 2021 Hyundai i20 N a refreshing break from the norm because it has none of those clever gizmos and doesn’t suffer from their absence.Although Hyundai sells the five-door i20 subcompact hot hatch in various parts of the world, the performance-oriented N version is solely available in Europe, seemingly one of the only global markets left with any appetite for small, simple hatchbacks. It is more compact than the Volkswagen GTI and the Honda Civic, as well as the Ford Fiesta ST that also is now sold only in foreign markets. The i20’s nearest relatives in the United States are the pedestrian Kia Rio hatchback and the Hyundai Accent sedan, although the N model’s closest analog could be considered the two-door Mini Cooper S.

The i20 N is a product of Hyundai’s N performance subbrand, the same division of the company responsible for N versions of the Veloster, Kona, and Elantra. As a junior model, the i20 N forgoes the boosted 2.0-liter four found in those larger vehicles for a smaller turbocharged 1.6-liter inline-four good for 201 horsepower. A six-speed manual is the only transmission available. The engine’s 203 pound-feet of torque reaches the front wheels through a limited-slip differential, and the rear axle is a torsion beam. As with its brawnier siblings, the i20 has an aggressive N driving mode, which when engaged illuminates a ring of animated fire around the tachometer in the 10.3-inch digital gauge cluster. In practice this just firms up the steering effort, sharpens the throttle response, and uncorks the active exhaust system.The i20 N’s exterior design is more futuristic than its driving experience. The angular lines of the standard model appear even sharper with squared-off bumpers, larger front air intakes, and—on the car we drove in England—an optional black-painted roof with matching window surrounds. The N model even gets a dinky rear spoiler supposedly inspired by the substantially larger wing worn by Hyundai’s i20 rally racers.
Inside, the i20 N’s cabin is spacious up front, tight in the rear, and feels solid and well finished, although with the same abundance of dark plastics found in its grander counterparts. A sizable 10.3-inch touchscreen sits in the center of the dashboard and offers a data-reporting function in addition to the usual navigation and infotainment features. Like with the Veloster N, there are two prominent N buttons on the steering wheel, one for the three regular drive modes (Eco, Normal and Sport) and the other for switching between the full-tilt N mode and a driver-configurable Custom setting. There is also a red button that engages an automatic rev-matching function for the transmission. Supportive sport seats are standard, and the i20 N’s lack of frills is reinforced by the continued presence of a mechanical parking brake lever in place of an electronic toggle. Despite its various drive modes, the i20 N’s dynamic recipe is simple and delivered without garnish. This is an old-fashioned hot hatch, one that prioritizes performance and charisma over finesse and refinement. The engine’s forced-induction nature is obvious both in its initial weakness at low revs as the turbo spools up and its angry induction roar when boost finally arrives. Once the turbo is spinning the engine pulls enthusiastically and, although our example seemed a little tight as it approached its 6500-rpm redline, the car feels quicker and more exciting than its modest power output suggests. This i20N weighs 2650 pounds, and the sprint to 60 mph should take 6.1 seconds.
More powerful front-wheel-drive cars often struggle to maintain purchase with the ground, but the i20 N is not wanting for traction. There’s almost no sense of torque corruption in the steering when accelerating, even over bumpy surfaces. At lower speeds the suspension feels firm, but quicker progress and greater chassis loads reveal that the dampers can maintain order during hard directional changes on choppy surfaces. Cruising refinement is limited, though, with noticeable tire roar joining the drone of the engine at highway speeds. More important is the i20 N’s endearing playfulness, a familial trait that we came to cherish over 40,000 miles in the larger Veloster N. The handling limits of its chassis are lower than those of many hotter hatches, but this diminutive car always feels willing to give its all. The grip delivered by its 18-inch Pirelli P Zero summer tires is both ample and nicely balanced. We won’t call it as tail happy around corners as the current Fiesta ST, but it does feel exciting at sane speeds on twisty roads. In the i20 N, you don’t need to be traveling fast to have fun. The six-speed manual moves cleanly and accurately through its gates, but without the taut mechanical feel of the best stick shifts. And the rev-matching function works well, even if there’s more satisfaction to be had from disabling it and trying to match its throttle-blipping accuracy yourself. The weighting of the steering wheel is heavy even with the electrically assisted rack in its lightest setting; the more aggressive Sport and Sport-plus modes increase resistance yet actually reduce feel.

Sadly, fun, affordable cars such as the Hyundai i20 N—which starts at the rough equivalent of $28,850 in England before the hefty 20 percent tax—are on borrowed time. Stricter emissions regulations make them continually more expensive to buy and own, and the number of manufacturers still producing them is dwindling; the almost-certain electrification of future generations will probably pollute the genre beyond recognition with increased weight and complexity. But until that happens, the i20 N feels as if it exists in a sweet spot. As the automotive world continues to advance at a breakneck pace, Hyundai’s smallest hot hatch is a welcome reminder that some of the most appealing performance cars are defined by what they lack as much as by what they have.

Specifications

Specifications
2021 Hyundai i20 NVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base: $28,850 (U.K.)
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and heads, direct fuel injectionDisplacement: 98 in3, 1598 cm3Power: 201 hp @ 6000 rpmTorque: 203 lb-ft @ 1500 rpm
TRANSMISSION
6-speed manual
DIMENSIONS
Wheelbase: 101.6 inLength: 160.4 inWidth: 68.9 inHeight: 56.7 inCurb Weight (C/D est): 2650 lb
PERFORMANCE (C/D EST)
60 mph: 6.1 sec100 mph: 14.3 sec1/4-Mile: 14.4 secTop Speed: 143 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 28/25/34 mpg

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“Oh, that’s the Macan,” the woman said. “I like those.” Just as we were feeling smug about our ride, it became obvious she was talking about another Macan, parked a few spots over. Ah, well, it is the bestselling Porsche after all, and one can’t be too annoyed to see someone else in the same dress at a party. Besides, it’s a good dress, both fashionable and practical, as a sporty SUV should be. And the one she was admiring? So last season. The trend for the 2022 Porsche Macan involves new details in and out, and more power under the hood. Porsche has tidied the Macan’s exterior with perked-up front and rear fascias, new mirrors, bright new color options, and a seemingly endless selection of wheels, with the standard for the base model now a 19-inch split-five-spoke design. Our test car wore 20-inch Macan S rollers with a dark finish, a $2320 option. That’s going to happen a lot in the coming paragraphs, as the base Macan that we drove was optioned so enthusiastically as to top out at $85,340, almost $30K over its reasonable starting price of $56,250. That’s enough to leapfrog the middle S trim, secure a top 434-hp GTS model, and have enough left over to spring for new-for-2022 $700 Papaya Metallic paint. But hey, love the one you’re with, right?

There is plenty to love about the starter Macan, and we’re not alone in thinking so. Most Macans you’ll see on the road will be this four-cylinder model. Porsche says the proportion of customers choosing the base model over the more powerful S and GTS (and previous Turbo) has been about 60 percent, and the automaker expects that trend to continue. While the performance models offer more power, plus a few cosmetic changes not available on the base version, you’ll get the same wide-hipped, athletic stance no matter which Macan you pick—and if our parking-lot admirer was any indication, all of them are head turners. It impresses on the road too. Backed by a seven-speed dual-clutch automatic and standard all-wheel drive, the entry-level turbocharged 2.0-liter four-cylinder makes 261 horsepower and 295 lb-ft of torque, increases of 13 horses and 22 lb-ft over the 2021 model. Porsche made a lot of engine changes to free up those ponies. The new mill is fed air by a larger turbo and a redesigned intake designed to diminish turbo lag. It also has a higher-pressure fuel-injection setup, a new timing chain, and different pistons and rings. Reduced internal engine friction may not be your usual topic of conversation with the other parents in the school parking lot, but now it could be. Leave the bragging about acceleration times to the folks with the V-6 models, though. Even with its baker’s dozen of extra horses, the four-cylinder Macan should reach 60 mph in a relatively tame 5.5 seconds, and that’s with the optional performance boost of launch control from the $1220 Sport Chrono package. That was about the only option our test car didn’t have, so we avoided late-night street races in favor of sunrise in the hills above Malibu, California. It may not be a straight-line rocket, but the Macan is delightful when lines on the map get squiggly.
On the two-page options list for our example, one item we would spring for is the adaptive air springs, a $2750 add-on that includes Porsche’s PASM adaptive dampers. Various suspension and drive modes are expected in many vehicles these days, yet often they don’t seem to do much other than satisfy a desire to click buttons. But the Macan’s settings result in noticeable changes to its character on the road. The standard damper setting is soft enough to allow some wallowing around turns and absorb every bump like ciabatta soaking up olive oil. Click over to Sport Plus, and the Macan straightens up like a slouching schoolboy whacked with a nun’s ruler. Now it’s paying close attention, and all the sponginess is gone. Rough spots of pavement make their way through the steering wheel with soft thumps, enough to communicate a sense of the road but nothing that would turn your cream to butter on the way home from the grocery store. A lot of cars claim to deliver both comfort and handling. The Macan makes good on that promise, and it comes to a stop with the same smooth confidence with which it turns. The base model features conventional cast-iron rotors clamped by four-piston calipers in front and single-piston floaters at the rear, but the S model’s upgraded tungsten-carbide-coated brakes are an option for those who are fond of white calipers and minimal brake dust.
Inside the cabin, away from dust of any kind, the Macan employs Porsche’s minimalist interior decor with mixed results. What works in the smaller cockpit of a 911 feels sparse in the larger space of an SUV. Even with $3880 worth of extra red and black leather on the doors and dash, the interior feels underdone, with an odd jumble of touch-sensitive controls on the console and a slimmed-down but somewhat old-fashioned shifter jutting up by the cupholder. The gauges and infotainment screen were similarly split in design focus. The gauge cluster, with its sweeping physical needles, was refreshing, but the 10.9-inch center touchscreen was so small that Apple CarPlay may show up larger on your iPhone. And Android Auto? Still not supported. Storage compartments, usually the shining glory of an SUV, are as scaled down as the center display. The Macan’s back seats provide ample legroom, but the gently sloping roofline limits headroom. This also necessitates a deeper reach to help small children in and out of the back, but the seats themselves—heated on our car, via the $2240 Premium package—are comfortable and feature a fold-down armrest, cupholders, and USB ports. While the tallest adults might not want to spend much time back there, most family-oriented buyers should be adequately pleased. As expected from a compact crossover, the Macan’s 17-cubic-foot cargo area isn’t move-a-couch large, but who wants to move a couch? Groceries, coolers, suitcases, pool floaties—the Macan can easily carry any combination of them, and it offers several handy tie-downs and an underfloor storage compartment.
While many SUVs are seemingly designed more for comfort and utility than driver entertainment, the Porsche Macan is still all about the view out the windshield, whether that’s on an early-morning run up a winding road or a nimble dance through the moving chicanes of a strip-mall parking lot. Even in its most rudimentary form, Porsche’s compact crossover is an enthusiastic partner through all the unexpected twists of a day on the go. Let buyers of other more capacious SUVs lumber through town in their big seats, staring at their expansive infotainment screens, sucking down to-go drinks from cupholders large enough to house a koi pond. We’re going to weave through them until the scenery is open road. The base Macan proves that you don’t need to have the most horsepower to have a great drive.

Specifications

Specifications
2022 Porsche MacanVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $56,250
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injectionDisplacement: 121 in3, 1984 cm3Power: 261 hp @ 6500 rpmTorque: 295 lb-ft @ 1800 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 110.5 inLength: 186.1 inWidth: 75.7 inHeight: 63.8 inPassenger Volume: 96 ft3Cargo Volume: 17 ft3Curb Weight (C/D est): 4150 lb
PERFORMANCE (C/D EST)
60 mph: 5.5 sec1/4-Mile: 14.2 secTop Speed: 144 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 25/23/28 mpg

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