Evelyn Reynolds

From the September 1990 issue of Car and Driver.Mr. Robert B. McCurryExecutive Vice President Toyota Motor Sales, U.S.A., Inc. 1900 I South Western Ave. Torrance, California 90509Mr. McCurry:We don’t know a lot about managing a big-time car company, and goodness knows we don’t presume to tell other people how to run their business. But may we offer a suggestion? Find out who told your Japanese colleagues that America doesn’t want a car like the Sera, and tack his hide up on a shed somewhere.[editoriallinks id=’4bffdad3-83bf-45ff-ab03-5f6c5a25af27′ align=’left’][/editoriallinks]You see, Mr. McCurry, it’s been a long time since we drove a car that attracts as much attention from the general public. And as many spontaneous expressions of approval. We get smiles, nods, waves, and thumbs up every time we take it out. It’s almost a hazard on the freeway, with rubberneckers changing lanes all around to get a better view. Crowds gather wherever we park it. The litany has become familiar: “It’s a Toyota. A prototype. It’s in production and on sale in Japan. And it’s cheap—the equivalent of about $11,000. But Toyota isn’t going to bring it here. Yeah, we think that’s a big mistake, too.”Sure, the eyecatchiness of the Sera (you really want it pronounced ser-AH, as in, “will be”?) stems partly from its pea-soup-metallic paint and its right-hand-drive cockpit. But most of the car’s appeal, we’re convinced, is rooted in its fundamental character. The Sera is tiny, fun, and modern. And it looks all those things. Who could resist?[image id=’6307dec6-6060-4929-9a0c-3a84a323c765′ mediaId=’95f81cd5-985c-48b5-b614-31795fa945c7′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]It would probably be enough that the car has a unique, all-glass, bubble-top roof. But then those delightfully trick semi-gullwing doors swing up…and the crowd goes wild. The designers at your parent company in Japan, Mr. McCurry, likely conceived those features for auto-show impact. But we found them to be likable and surprisingly practical in real­-life use. The doors feel sturdy, raise easily, and don’t mind high curbs or close-parked cars. And the wraparound glass provides an open, airy feeling and a truly panoramic view of the world. It’s like a convertible without the noise and mussed-up hair. Okay, a blazing sun can warm the cockpit. But between the air conditioning and the clip-on overhead sunshades, we never overheated.Even the mechanicals contribute, we think, to the Sera’s endearing nature: straightforward, absolutely conventional Starlet-based stuff throughout. That little sixteen-valve, 1.5-liter four runs as sweetly as most all your engines do now, sir, and its 108 horsepower pulls the one-ton car around with spirit and verve, if not exactly muscle. Rack-and-pinion steering, a strut front suspension, a well-located rigid axle in back—it’s all disarmingly simple. The car is light and compact enough to feel zippy and responsive without a lot of fancy chassis hardware. The four-wheel disc brakes and ABS add a welcome dash of upmarket technology.[image id=’2b87e0bf-70cc-4a2e-a7f0-33e77772d86d’ mediaId=’7490a697-4249-4a6f-82e7-cf7f8caaed77′ align=’left’ size=’large’ share=’false’ caption=” expand=” crop=’original’][/image]Considering its diminutive external dimensions, the Sera seems truly vast inside. It reminds us, if we may say so, of the clever CRX, which also sits on a 90.6-inch wheelbase. But your boys wedged real fold-down plus-two seats into that envelope. Even if they aren’t very comfortable, those seats expand the practicality of the car (and would do good things for its insurability). Where real usefulness as a car is concerned, the Sera embarrasses the popular but cramped Miata something awful. And wouldn’t you like to be stealing a little of that car’s thunder right now?We took the liberty, Mr. McCurry, of calling your product-planning department, and we spoke with a fellow there we know to be intelligent and professional. He patiently explained that bringing the Sera to the U.S. is not even an option anymore, because it was developed without regard for our government’s crash standards and doing the necessary structural engineering now would amount to starting over. And he had other completely sound reasons for leaving the Sera in Japan: its powertrain is no longer common to anything in your American lineup, lawsuits could result if the doors were to trap occupants in a rollover, and (the one we hear all the time) the volume wouldn’t justify the investment.[image id=’e22b1431-beb9-4aba-b129-ea3020e29596′ mediaId=’f206084f-2f6d-49f5-a4e3-2321294e3cc2′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Well sir, those may be the sorts of considerations someone in your position needs to weigh. But we’re just not convinced. Okay, maybe this particular car is out of the question for U.S. importation. But couldn’t it serve as a finished prototype for a fresh and practical little glass-roofed hatchback for America? The Corolla’s excellent 1.6-liter four would solve the engine-commonality issue. The structure around the doors and windshield is no more frail than that in a T-topped car, so surely it could meet roof-crush standards. And as for lawsuits, well, there have been gullwing cars before—and, anyway, what isn’t vulnerable to litigation today?No, we really don’t see any serious impediment to doing a Sera II for the States. Except perhaps one. Our friend in product planning admitted that when the Japanese designers showed the Sera to his American team a year and half ago, he didn’t pay much attention. Didn’t care for it. Didn’t take it seriously. Never drove it. Thought it was impractical, with a silly roof and silly doors. [image id=’9bb8ebac-a65d-46bb-8031-74703ced5bef’ mediaId=’e601bab0-c3db-4e96-9862-b4c0cfcf76ca’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]That, Mr. McCurry, sir, is a problem. We expect that sort of reaction from stodgy, overlarge car companies that have maybe forgotten what attracted them to this business in the first place—as opposed to the electric-razor business or the toaster-oven business. We worry when we se that response from the company that brought us the MR2, the Celica All-Trac, and the Previa.Well anyway, thanks for listening. And keep up the good work.Sincerely, Car and DriverP.S. If you don’t mind, we’re going to suggest to some friends that they too, drop you a note if they agree that the Sera should be sold here. But don’t worry. There shouldn’t be more than a million or so of them.

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Ask 100 track-driving enthusiasts what the perfect track car is, and you’re likely to get 100 different answers. Despite living in the shadow of the 760-hp Ford Mustang Shelby GT500, the 2021 Ford Mustang Mach 1 deserves consideration, especially if your track car needs to be a daily driver. Named for the Mach 1 special editions of the past, the new Mach arrives this spring and is best thought of as a track-focused replacement for three discontinued Mustangs: the Mustang GT with the Performance Package 2 (PP2), the Mustang Bullitt, and the GT350. With the Bullitt and the GT PP2 out of the lineup, Ford goes so far as to bill the Mach 1 as the most track-capable 5.0. We headed to Willow Springs International Raceway to test that claim, and we learned that although the Mach 1 isn’t perfect, it’s fast, it handles surprisingly well, it’s comfortable enough for a commute, and it looks pretty cool, too.Answering the call to speed is a 480-hp version—20 more than the standard GT—of the port- and direct-injected 5.0-liter V-8 from the Bullitt. Unlike the Bullitt, the Mach 1 utilizes Tremec’s TR-3160 six-speed manual transmission borrowed from the GT350 instead of the GT’s Getrag-built box and will also offer a 10-speed automatic ($1595) that wasn’t available in the Bullitt. For drivers still perfecting their craft, the Mach 1 features rev-matching downshifts—purists will be happy to know it can be shut off. Those looking to squeeze an extra tenth out of their times will like the six speed’s no-lift-shift feature that allows you to keep the accelerator pinned during upshifts.

The Mach 1’s suspension is bolted to the former GT350’s front and rear subframes and features Ford’s latest spec of magnetorheological dampers, which offer three modes to match the powertrain settings of Normal, Sport, and Track. Even in Normal mode, the Mach 1 feels responsive and sporty, while still comfortable and composed. Drive the worst roads in your area and you’ll feel the Mach 1’s inherent track-readiness, even in base form, but even then, the ride quality is nothing to moan about. Sport is great when you want more responsiveness on the street, but the real fun with the Mach 1 happens in Track mode. To select Track mode, tap up on the driving-mode switch until the digital instrument panel displays a large, horizontal tachometer. A stability-control light illuminates to indicate that it is more permissive. Traction control can be turned off separately or left on; leaving it on doesn’t seem to get in the way of a good corner exit, so why not save yourself some money on tires? Ford limited our drive of the $3500 Handling Package-equipped Mach 1s to the road course at Willow Springs. The first thing you’ll notice is 5.0-liter’s surge of torque that transitions to strong, steady power as you rip through the gears. The manual’s no-lift-shift feature makes easy work of rapid-fire upshifts on a long straight, and the rev-match feature works perfectly as you ratchet back down into the braking zone. Turn in and you’ll notice the improved feel and precision of the Mach 1’s steering compared to the Mustang GT’s, courtesy of the stiffer intermediate shaft in the steering column and re-tuned electric power steering. You may even find you don’t need to turn the wheel all that much as the Mach 1 rotates gracefully as you lift off the gas or trail off the six-piston Brembo calipers gripping Handling Package’s the 15.0-inch front rotors.
So far so good. But now it’s time to get out of that corner and off to the next. As you begin to send power to the Handling Package’s sticky Michelin Pilot Sport Cup 2 rubber transplanted from the Shelby GT350R, the attitude initially tends toward understeer rather than oversteer, something that the GT350R didn’t do. According to the Mach 1’s chief engineer Carl Widmann, that trait is due to a combination of the integral link rear suspension design and bushing compliance within the suspension, which cause the Mach 1 to dynamically toe-in the rear wheels when acceleration compresses the rear suspension. This gives the Mach 1 a stable feel, but also means you’ll want to adjust your line slightly to plan for that initial understeer.With the Handling Package, the Mach 1 is a largely neutral, easy-to-drive, very fast track car. Even running nearly non-stop for more than two hours, issues with brake fade or engine and transmission overheating were non-existent. All Mach 1s come with additional underbody ducting to cool the brakes, engine- and transmission-cooling upgrades, and a rear-axle cooler borrowed from the GT500.For those who pride themselves on the multi-tasking macarena of three-pedal track driving, the 10-speed automatic isn’t as engaging, and it lacks the manual’s Torsen limited-slip differential, but it’s at least as fast, and it lets you focus more of your effort and attention on actually nailing the lap. The paddle-shifters are a handy feature, but not necessary, even for track use; the automatic’s algorithm is smart enough to call up the right gears for corners and hold them.
Ford offered the non-Handling Package cars for street use. On the road, the base car’s handling traits aren’t palpably different from the Handling Package car, aside from slightly lower overall grip levels offered by the narrower Michelin Pilot Sport 4S tires. Still, the limits are very high, it’s quick off the line, confident when cornering, and makes easy work of high-speed cruising.Details like the fighter-jet gray paint (a Mach 1 exclusive), retro-themed Mach 1 logos on the fenders, low-gloss stripes on the hood and sides, a 3D-mesh shark-nose grille, and a rear diffuser borrowed from the Shelby GT500 balance nods to Mach 1s of the past with modern style and aerodynamics. Base versions ride on 19-inch wheels, 9.5 inches wide at the front and 10.0 inches wide at the rear that are shared with the Mustang GT with the Performance Package 1. Those larger wheels hint at the more-than-a-Mustang-GT potential that lies beneath the surface, but Handling Package models are further distinguished by inch wider wheels, an extended front splitter, and Gurney-flapped rear spoiler. Opting for the Handling Package adds $3500 the Mach 1’s $53,915 base price, or $11,840 more than the cheapest way to spec last year’s PP2 . Not exactly inexpensive, but it may strike just the right choice for those who missed out on the Bullitt and GT350 and are looking for a car that will let them hone their track skills without building a new wing onto the garage or taking out a second mortgage. And it does look pretty cool, too.

Specifications

Specifications
2021 Ford Mustang Mach 1
VEHICLE TYPE
front-engine, rear-wheel-drive, 2- or 4-passenger, 2-door coupe
BASE PRICE
$53,915
ENGINE TYPE
DOHC 32-valve V-8, aluminum block and heads, port and direct fuel injectionDisplacement
307 in3, 5038 cm3Power
480 hp @ 7000 rpmTorque
420 lb-ft @ 4600 rpm
TRANSMISSIONS
6-speed manual, 10-speed automatic
DIMENSIONS
Wheelbase: 107.1 inLength: 188.5 inWidth: 75.4 inHeight: 54.3 inPassenger volume: 85 ft3Trunk volume: 14 ft3Curb weight (C/D est): 3900–3950 lb
PERFORMANCE (C/D EST)
60 mph: 3.8–4.3 sec100 mph: 8.3–9.8 sec1/4 mile: 11.9–12.5 secTop speed: 155–168 mph
EPA FUEL ECONOMY
Combined/city/highway: 17–18/14–15/22–23 mpg

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From the May 1988 issue of Car and Driver.Hurrah for the buyer’s market: rock-bottom prices, unlimited choice, cutthroat competition, and salespersons who treat you like “Let’s Make a Deal” contestants. Short of free floor mats and a comprehen­sive lifetime warranty, what more can a new-car buyer ask for?

Well, how about a Cray supercomputer to whittle all this freedom of choice down to manageable proportions? If you’re in the market for basic transportation, your task is particularly daunting. We know, be­cause we’ve spent the past few weeks sur­veying the new-car landscape from the driver’s seat of an everyday Toyota Corol­la, and we found that it’s hell out there on bargain-basement row. To wit:• There are a half-dozen or more size categories below the $12,000-base-price threshold.• If you have somehow narrowed your fo­cus to the Corolla’s class, you have only begun: there are nearly twenty worthy competitors to consider.• Even in this class, the plain-Jane automobile is a thing of the past. The Nissan Sentra lineup, for example, comprises 22 different body-style, trim, and powertrain combinations.• With discount financing and manufac­turer rebates, it’s nearly impossible to de­termine the price of any new car until you’re ready to write the check.The decisions may be agonizing, but we can attest that the basic-transportation experience—at least in a Toyota Corolla—is less painful than you probably imagine. This is hardly the same Corolla that put Toyota on its feet in the American market twenty years ago. Under the hood, what used to be a 60-horse wheezer has evolved into a 90-hp, sixteen-valve four-cylinder engine fully capable of impress­ing the most blasé oil checker. Today’s Corolla offers a fifth speed in its gearbox, enough room for four American-spec pas­sengers, carpeting on the floor, padding in the seats, and three attractive body styles (plus the FX models). In other words, nearly every trace of entry-level stigma has vanished. The Corolla has en­tered the realm of real automobiles.

The same design ethic rules the interi­or, producing furnishings that are simple but not austere: an attractively sculptured instrument panel, tweed cloth on the seats and the door panels, tight-fitting trim, and absolutely no brightly painted bare metal.

Its price has followed suit. In the era of the falling dollar and rising competition, the new-for-1988 sixth iteration of the Co­rolla theme is fighting to stay below $10,000. Our base-model test car lost the battle: equipped with but four optional extras, it wore a sticker price of $10,593. If you can do without any of the trimmings, the cheapest Corolla you can buy will still cost you nearly nine grand.For that not-so-paltry sum you get a tidy four-door, three-box package that, if you squint, looks something like a four-fifths Audi 5000. The shape is clean and aerody­namically streamlined, at least visually (the drag coefficient is a mediocre 0.36). The grille, the bumpers, and the filler panel between the taillamps are modestly finished, and Toyota’s designers just said no to chrome plating: the door handles, the window trim, the mirror housings, and the wipers are all flat black. With a mini­mum of nameplates and exterior decoration, the Corolla permits the metal sculp­tors’ talent to shine through.The same design ethic rules the interi­or, producing furnishings that are simple but not austere: an attractively sculptured instrument panel, tweed cloth on the seats and the door panels, tight-fitting trim, and absolutely no brightly painted bare metal. The carpeting may not be ankle-deep, but it fits well and looks durable enough to survive several owners. The only evidence of interior penny-pinching is a few blank holes in the base model’s instrument clus­ter, which relies more on warning lamps than on proper gauges. Most unfortunate of all is the lack of a tachometer: some of the joy of having a spirited sixteen-valve engine underhood is irretrievably lost.

Although the new Corolla rides on the same 95.7-inch wheelbase as its predeces­sor, a four-inch increase in overall length has done wonders for its utility quotient. With 96 cubic feet of passenger and cargo volume, this car is stretching the bound­aries of the subcompact class.

There is a consolation prize, however. Buried at the bottom of the Corolla’s cen­ter-console stack—way down beneath the heater controls, an open storage bin, and the ashtray—is one of those little endear­ments that for some odd reason are found only in Japanese cars: the most ingenious cup holder we’ve ever seen. Draw it from its storage slot and the compact device, barely one cup wide, automatically unfurls two hinged fingers—one to each side—to form cup receptacles. After you’ve slaked your thirst, slide the panel back into the console and the fingers retract. The action is neat enough to be a NASA design.Other interior features are similarly well executed. The light and wiper switches are stalk-mounted and easy to operate. The radio knobs are high on the dash, so you can keep one eye on the road while you dial in Whitesnake. The heater controls are also close at hand, and high enough that they’re not hidden behind the shifter. The ignition switch is a push­and-twist design; no secret button frus­trates key removal.

Its powertrain, at least, is essentially faultless. The twin-cam engine loves to be lashed with the throttle and the gearbox, and it barely murmurs in protest when you ask it to cruise at what must be horren­dous rpm. (Without a tach, who knows?)

Although the new Corolla rides on the same 95.7-inch wheelbase as its predeces­sor, a four-inch increase in overall length has done wonders for its utility quotient. With 96 cubic feet of passenger and cargo volume, this car is stretching the bound­aries of the subcompact class. Its rear seat is particularly spacious, thanks to a low­-profile floor tunnel and plenty of head­room; in addition, the front seats’ tracks are set wide enough to allow feet to slide underneath, and the front seatbacks are hollowed out to enlarge rear kneeroom. The rear seat is molded to provide opti­mum support for two passengers, but a third can squeeze in and buckle up with­out permanent injury. The trunk is large in all three dimensions, flat of floor, and easy on the sacroiliac, thanks to a bumper­-level lift-over height.That’s most of the good news. The new Corolla also earns a few high marks while on the move, but if your heart is set on a bargain-basement sports sedan, maybe you should turn the page right now. This Corolla’s priorities are value, utility, com­fort, and reliability. The flings of driving joy permitted by its strait-laced personal­ity are few and far between.Its powertrain, at least, is essentially faultless. The twin-cam engine loves to be lashed with the throttle and the gearbox, and it barely murmurs in protest when you ask it to cruise at what must be horren­dous rpm. (Without a tach, who knows?) The ratios of the five-speed transmission are well spaced, and the shift linkage is one of the best we’ve encountered. You can select the gear of your choice—includ­ing reverse—with one pinkie’s friction atop the knob.The only remarkable aspect of the Co­rolla’s chassis design is that, thanks to a high front roll center, the engineers were able to tune the suspension without a front anti-roll bar. Each corner of the car has a strut and a coil spring. A control arm helps to locate each front wheel, and a combination of two lateral links, one trail­ing link, and an anti-roll bar braces each rear wheel. The engineers took special care to deaden mechanical noise and to stiffen the body structure: sturdy subframes are in place at both ends, five care­fully tuned mounts support the powertrain, and the firewall is an absor­bent sandwich of asphalt material between two sheets of steel.

Corollas of the four-door, base-trim persuasion are cruisers, not chargers. What they do, they do well. Their weighty structure, skinny tires, and mildly tuned suspensions deliver fine straight-line sta­bility and a pleasant ride under most con­ditions.

These efforts, together with nearly flush windows, create such a calm and qui­et interior mood that you can cruise the Corolla at 90 mph for hours without en­raging your mother-in-law. The downside is that subframes and steel sandwiches are heavy. Our modestly equipped test car weighed 2312 pounds, which put us at a disadvantage whenever some smart aleck pulled alongside in a new Honda Civic to test our mettle. With a zero-to-60 time of 11.3 seconds, the Corolla isn’t much of a street racer.Our cornering and braking reports are also discouraging. With narrow wheels wrapped in skinny all-season tires, the Co­rolla simply doesn’t have much dry-road traction. Bend it into a corner with verve and it rolls over like a motorhome in a gale. We measured a skidpad limit of 0.66 g and a 70-to-zero stopping distance of 240 feet—two of the poorest performances we’ve seen from any new car in several years. You can get 70-series tires and wid­er aluminum wheels on a four-door Co­rolla, but only if you step up to the LE model, which starts at $10,148.Corollas of the four-door, base-trim persuasion are cruisers, not chargers. What they do, they do well. Their weighty structure, skinny tires, and mildly tuned suspensions deliver fine straight-line sta­bility and a pleasant ride under most con­ditions. Of course, if you’re looking for a twin-cam-to-go at half the usual price, your ship is not yet at the pier. But if all you need is a transpo-box to relieve the family Bimmer of kid hauling and grocery get­ting, go ahead and reach for that check­book with confidence.CounterpointEvery now and again, I get into an automobile, drive it a few miles, and say to myself, “Here’s a solid piece of basic transportation.” I said that to myself about the new Toyota Corolla. Or thought it, anyway.Mind you, it’s not a car that I would buy, but that’s because I am not a person who needs a small four-door se­dan. That isn’t the Corolla’s fault. The car offers sane, sensible, well-ordered transportation that seems made to order for three groups: young folks on a limit­ed budget, middle-aged folks on a limit­ed budget, and old folks on a limited budget.For its $8898 base price, the Corolla delivers a simple, stylish exterior and an interior that’s pleasant to occupy. The seats sit right and the shifter shifts right. You can see out and you can reach things. On the extended freeway run the Corolla maintains 70 with a minimum of noise for a car its size.The Corolla is one more shining ex­ample that “econobox” need not be a synonym for “Nyquil.” —William JeanesThe previous-generation Toyota Corol­la was an econobox that serious drivers could appreciate. I rented one a few years ago during my honeymoon in Ha­waii, and its competence astonished me. Although modestly powered and softly suspended, the old Corolla performed so enthusiastically and responded so ac­curately to my commands that not even the tightly wound roads of Kauai’s Grand Canyon could trip it up.The new model is a lot less happy in its work. The sixteen-valve engine provides improved performance and smooth­ness, the restyled body looks sleek and contemporary, and the new suspension offers an admirably soft ride. But the new car is reluctant to explore the limits of its performance. At the first sign of a hard comer, it seems to fall over on its bump stops, its tires squealing for mer­cy. It executes even mild maneuvers with a sloppy sluggishness. The old Corolla was an enthusiastic driver’s eager part­ner, but the new one is little more than a hired hand. —Csaba CsereI subscribe to the view that inexpensive cars don’t have to look inexpensive. It doesn’t cost any more to make a good-­looking car than a lumpy one, so why punish entry-level buyers with scarlet letters that proclaim to the world that they don’t have the money for high­-ticket rides? Apparently Toyota feels the same way. The new Corolla isn’t breath­takingly handsome, in the Taurus or Audi idiom, but at least it looks as if it costs a couple of thousand more than its sticker price. It’s one of the few lowball cars you’re not embarrassed to park in your driveway.In addition to looks, respectable ma­chinery is in residence. The car has a zingy motor, an excellent shifter with a nice selection of gears, a decent interior, and a suspension that provides both ac­ceptable handling and a comfortable ride. I’d like to see a thicker steering wheel, bigger tires, and more instru­ments, but that’s a pretty short wish list. Almost any other manufacturer would kill for an entry-level car this good. —Tony Assenza

Specifications

SPECIFICATIONS
1988 Toyota Corolla
VEHICLE TYPEfront-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED$10,593 (base price: $8,898)
ENGINE TYPEDOHC 16-valve inline-4, iron block and aluminum head, 1×2-bbl Aisin carburetionDisplacement97 in3, 1587 cm3Power90 hp @ 6000 rpmTorque95 lb-ft @ 3600 rpm
TRANSMISSION5-speed manual
CHASSISSuspension (F/R): struts/multilinkBrakes (F/R): 9.6-in vented disc/7.9-in cast-iron drumTires: Toyo Z Radial 733 All Season, 155/SR-13
DIMENSIONSWheelbase: 95.7 in Length: 170.3 in Width: 65.2 in Height: 52.2 in Passenger volume: 83 ft3Trunk volume: 13 ft3  Curb weight: 2312 lb
C/D TEST RESULTS30 mph: 3.4 sec60 mph: 11.3 sec90 mph: 34.9 secTop gear, 30–50 mph: 13.0 secTop gear, 50–70 mph: 15.5 sec1/4 mile: 18.2 sec @ 74 mphTop speed: 103 mphBraking, 70–0 mph: 240 ftRoadholding, 300-ft-dia skidpad: 0.66 g
C/D FUEL ECONOMYObserved: 28 mpg
EPA FUEL ECONOMYCombined/city/highway: 28/26/32 mpg
c/d testing explained

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From the November 2007 issue of Car and Driver. The basic recipe has been a Chrysler cookbook favorite through several management regimes, foreign and domestic. It goes like this: Take one small basic-transportation appliance. Add boost. Cook to taste. [editoriallinks id=’2b4a3c8c-ed5b-40ce-84ab-12f37c4bc29c’ align=’left’][/editoriallinks]Chrysler’s tradition of pressure-cooker pocket rockets began in 1985 with the Dodge Omni GLH Turbo (it stood for “Goes Like Hell”), created at a time when the corporation was still edging back from the lip of an economic abyss and had little in the way of engine resources. The solution was turbocharging, a cheap route to extracting big power from small displacements.Fast-forward to now, and the much-anticipated resurrection of the Dodge SRT4, known in this incarnation as the Caliber SRT4—just in case there might be some confusion with the previous Neon-based SRT4. [image id=’ab8cf107-f8fa-4c89-bca5-480ca7c1ddfe’ mediaId=’8d23a34d-6f24-4486-aea6-ff92d3473bd3′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Standards have changed since the GLH. For example, it is no longer acceptable for the car to try to snatch the steering wheel from the driver’s hands. Our GLH road test [May 1985] warned the world that if an unwary driver should “apply full throttle in first or second gear with the front wheels cocked a bit to port or starboard, the GLH Turbo is going to go where it’s pointed—into that ditch, up that snowbank, or around that tree.” It’s called torque steer, a phenomenon that is still not uncommon in small front-drive cars with lots of power. With 285 horsepower and 265 pound-feet of torque, the hot Caliber clearly fits that description. We’re happy to report that the SRT guys have largely tamed that particular demon, at least compared with a couple other cars in this class.HIGHS: Torque galore, never-fade brakes, autocross steering, crisp shifting, grippy bucket seats.However, we’re getting ahead of our narrative. What you really want to know is the hardware story, what the hardware adds up to in terms of performance, what it costs, and how all of this stacks up versus the other pocket-rocket players. So let’s address those power points in that order. [image id=’dd7b68e2-5c98-4b62-8fc5-43a7d5087143′ mediaId=’cb2fbe9e-5a70-4f42-abf2-2d45f27d46d6′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Mechanically and cosmetically, the not-so-blank canvas on which the SRT troops were invited to exercise their go-faster artistry represented a much bigger challenge than did the Neon. Tall (59.7 inches), brickish, and ungainly, the Caliber isn’t the kind of car that activates the salivary glands of street racers. But you play the cards you’re dealt, and considering the nature of the base car, the SRT achievement is impressive. The first order of business was the suspension. Although there were no concerns with chassis rigidity—the front-shock-tower connecting brace common to so many factory hot-rod packages is conspicuous by its absence here—the team had to figure out how to make a big reduction in ride height and still retain acceptable ride and handling. There were two reasons for the lowering job. One—minor—was cosmetic. Getting the car a little closer to the ground, and filling the wheel wells with 7.5-by-19-inch cast aluminum wheels, makes it easier to sell the idea that this Caliber has attitude. Second, reducing the ride height—1.1 inches front, 0.8 inch rear—helped to reduce torque steer by making the half-shaft angles essentially flat between the differential and the wheels.[image id=’05bf64e6-9e5b-466e-93e8-4f8a07f3532e’ mediaId=’76a849bf-481b-4722-a509-0a2a1c8903a6′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]As you’d expect, the suspension has undergone a general stiffening, with ZF Sachs twin-tube dampers all around, higher spring rates fore-and-aft, and a stiffer (by 0.71 inch) rear anti-roll bar. Given the car’s speed potential, the SRT team decided it was best to be conservative with rear roll stiffness. However, for hard-core autocrossers, Mopar plans to offer a track kit with much higher spring rates and firmer dampers.The brakes are formidable: 13.4-by-1.1-inch vented front rotors squeezed by twin-piston calipers and cooled by vents molded into the front fascia, 11.9-inch solid rear rotors, and standard anti-lock. Not only does this system provide fade-free braking, but the heavy-duty dimensions of the front rotors allowed the engineers to be aggressive with the so-called brake-lock differential. The brake-lock diff is an alternative to a conventional mechanical limited-slip differential and relies on the traction-control system. Operating on info from the ABS sensors, it limits wheelspin by squeezing the rotor of the wheel that has lost traction, which sends power to the opposite wheel. This is not a new strategy—Audi, BMW, and Mercedes use this technique—but the SRT4 system operates up to 85 mph, much higher than any other, according to Dodge. The system tends to chew the rotors pretty hard, but the SRT engineers figure their robust setup can handle it.[image id=’3e0d0a86-05ef-4e3a-a87b-ade72cc8ddaf’ mediaId=’fa616eb0-c696-4f41-8d81-52b801c1a873′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Braking power gets onto the pavement via 225/45R-19 tires (optional Goodyear Eagle F1s on our test car). Other elements of the chassis inventory include power rack-and-pinion steering, traction control, and stability control. The latter can’t be entirely shut down, although its threshold is high. But it does add to the challenge of achieving optimal drag-racing holeshots. More on that later. First, let’s take a look under the hood, which is distinguished by one real hood scoop and two fake breather vents. The starting point for the SRT4 engine was the same 2.4-liter Chrysler/Hyundai/Mitsubishi DOHC 16-valve aluminum four you can get with a Caliber, except the regular Caliber version generates 172 horsepower and 165 pound-feet of torque. This one, as you already know, generates a helluva lot more. Here’s how. The pistons are cast aluminum, running in iron liners, with forged con rods and trimetal bearings. SRT was confident the standard production forged-steel crank could take the extra heat and power. Oil squirters help keep the pistons cool, and an external cooler keeps temps of the Mobil 1 synthetic oil uniform.[image id=’27d245a6-c7cd-4e92-bdff-ca8b483239b7′ mediaId=’1fb5d8c0-d003-4565-be16-a1721099f17b’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]At the top end, there’s variable valve timing on both cam banks, with bucket tappets punching the valves, which are made of Inconel (a high-temp alloy) on the exhaust side. And, of course, there’s that most essential of ingredients—boost, 12-psi max at sea level, but it can rise to 15 psi at high altitudes, provided by a Mitsubishi TD04 turbocharger via a big (11-row) Valeo air-to-air intercooler. Like the previous SRT4 engine, this 2.4 is a long-stroke design and not a high-revver. The power peaks are more like lofty plateaus. Max torque is available from 2000 to 5600 rpm, max horsepower is on tap from 5700 to 6400, and the small-scroll turbo spools up quickly.LOWS: Body roll galore, wallows in hard cornering, disappointing stopping distances.The engine feeds its output into a six-speed Getrag manual gearbox via a dual-mass flywheel. Like the gearbox in the garden-variety Caliber, it’s a cable shifter, but the throws are shorter and the engagements are far more decisive.[image id=’9e62b82e-6a0a-4eed-bbcd-f5b160ded42d’ mediaId=’91cdb3c0-5e1c-4406-b4d2-121dfd86225b’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]There are cosmetic elements to the SRT package, too, but we think you’d rather hear about the dynamic payoff first. Okay. Let’s start with the what’ll-she-do department. Getting an effective launch is tricky, something that’s true of most front-drive turbo cars. The SRT people predict zero-to-60 mph in a little over six seconds. We clocked 5.9. The quarter-mile ate up 14.4 seconds, showing a 103-mph trap speed. Top speed is officially listed as 155 mph, although one of the SRT development guys says he ran a prototype to as high as 161.Regular readers will recall that the Neon-based SRT4 we tested in April 2004 posted better numbers: 5.3 seconds to 60, the quarter in 13.9 at 103. You’ll also recall that a Mazdaspeed 3 [Power Toys,” May 2007] ran to 60 mph in 5.4 and through the quarter in 14 flat at 101. We should note here that at 3233 pounds, the Caliber is 249 pounds heavier than that Neon-based SRT4 and 48 pounds heavier than the Mazdaspeed. Mass is never a plus for acceleration, nor does it help braking. The SRT4’s brakes don’t fade, but 175-foot stops from 70 mph can’t be called impressive. [image id=’67a0b3a6-d588-421b-958f-09f6d7d6a6fd’ mediaId=’11695821-9a09-4e0a-b4f5-5c63e10e44c9′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Handling: It didn’t take many circuits at Putnam Park near Greencastle, Indiana, to convince us that the SRT4 isn’t happy on a racetrack. Understeer in this environment ranges from mulish to absolute, the limited suspension travel provokes some unpleasant wallowing, and the actions of the traction control produce some strange sensations, although the engineers insist it’s more effective than a conventional limited-slip diff, which they tried initially. On public roads, the story improves. The car still doesn’t thrive on bumpy corners, but it inspires confidence nevertheless, with decent grip (0.84 g on the skidpad), sports-car steering, and surprisingly brisk responses in rapid transitions—surprisingly, because the SRT4 has a high center of gravity and hard cornering does entail a fair amount of body roll. But it hangs in there anyway. The rest of the car: SRT cosmetic and aero enhancements include a deeper front air dam, rocker-panel extensions, a king-size spoiler extending over the rear hatch, a row of vertical diffuser strakes at the bottom of the rear end, and a four-inch echo-can exhaust tip. [image id=’aa466cdd-f032-4737-8ba3-2c99a2779049′ mediaId=’5d3fda52-b9b5-4c27-903a-8bc4913f185b’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Inside, there’s a set of excellent bucket seats with leather outers, red stitching, and grippy cloth centers providing plenty of lateral support, particularly for the torso; a leather-clad steering wheel; the obligatory aluminum pedal pads; and white-face SRT gauges. A nifty instrument option is the “performance pages” reconfigurable display that can give the driver acceleration times, lateral g, braking distance, and more. THE VERDICT: Like a Camembert-and-sardine sandwich, it figures to be an acquired taste.As with previous SRT hot rods, the latest rates as a performance bargain, with prices starting from $22,995. Amazingly, that’s similar to the base price for a Mazdaspeed 3. Coincidence? And which is preferable? Maybe we should get the two cars side by side and head-to-head? Ya think? Counterpoint Theoretically, the SRT4 is my kind of machine—plenty of power, a good price, and a body style that can almost carry a couch. It’s got the goodies but, sadly, not the soul. There’s not enough friskiness in the chassis, too little joy to be had blipping the throttle, and a good amount of torque steer. I loved the Neon-based SRT4 and hoped the Caliber would be a hatchback version. It’s not, which goes to show that no amount of polishing can put a shine on the Caliber. —Larry Webster Some hot cars get faster when they graduate to the next generation. Others, such as this Caliber SRT4, develop a refined maturity. This ’08 model has a tightness of construction and dynamic stability that are light-years beyond its rorty predecessor. But these virtues come with greater size and weight and the loss of that on-the-edge-of-control tossability that made the previous SRT4 occasionally irritating but always engaging. —Csaba Csere[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle]

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Three-row SUVs are far more likely to trade on their ability to haul families in comfort and style rather than for their sheer off-road capability. Bucking that trend, the Land Rover Discovery combines three rows and off-road credibility in a midsize package. Buying a Disco does mean you’re passing on larger and more practical three-row SUVs, many of which offer more value, but a number of upgrades for the 2021 model year enhance the Discovery’s everyday practicality without hampering its performance in the wilderness.The Discovery’s wild side came out during our drive of the updated model in England, which included both scenic country highways and some muddy trails at Land Rover’s Eastnor Castle testing site in Herefordshire. Both parts of the program were accomplished in the same vehicle and while riding on the same set of 22-inch wheels and low-profile Pirelli P Zero Scorpion All Season tires.

Land Rover

The Discovery’s mid-cycle facelift does little to enhance its rather sleepy design, despite it gaining new LED headlights, a revised front grille, and on the new R-Dynamic trim we drove, gloss-black exterior details. The overall effect still falls short of the upright ruggedness of the original Discovery and its LR3/LR4 successors—old-school SUVs that made every trip to the mall feel like a Camel Trophy competition. The latest version, on the other hand, still resembles a Ford Explorer from certain angle; the unique offset rear license-plate mount remains its the most visually interesting detail. More substantive changes lie under the Disco’s hood. Both of the previous gas and diesel V-6 engines have been dropped. The base powertrain is now Jaguar/Land Rover’s 295-hp turbocharged 2.0-liter inline-four, which is standard on the entry-level P300 S and R-Dynamic S models. A 355-hp turbo 3.0-liter inline-six that also features a 48-volt hybrid system is optional on the P360 R-Dynamic S and standard with the top-spec HSE trim. Base prices range from $55,250 for the S to more than $70,250 for the HSE. The P360 R-Dynamic S that we sampled starts at $63,250.

Land Rover

The P360’s six-cylinder is a detuned version of the engine used in the Jaguar F-Pace P400e. At everyday speeds, the 3.0-liter six is subdued in character yet makes impressively light work of motivating the Discovery’s 5500-plus pounds, thanks in part to its 369 pound-feet of torque being available from 1750 to 5000 rpm. The standard eight-speed automatic transmission shifts intelligently to keep the engine pulling strong and in the heart of its powerband. While it takes a heavy right foot—or a prod of one of the shift paddles on the Disco’s steering wheel—for the eight-speed to commit to lower gears, we expect an all-out run to 60 mph will take a few ticks more than six seconds.Land Rover makes air springs standard on the Discovery, as they bring both a smooth, stately ride over every grade of asphalt and an adjustable ride height for off-road use. But this won’t be confused with a sporty performance SUV. The softly tuned chassis possesses little of the athleticism of Land Rover’s more driver-focused models. As before, the combination of minimal steering feel, noticeable body roll, and sizeable dimensions conspire to discourage spirited driving. The Discovery’s priorities are made clear by its Terrain Response system of drive modes, which features one setting for road use and five for different types of off-road terrain.

Land Rover

We didn’t get to experience the newest setting. The lack of a fordable river on our drive route prevented us from confirming Land Rover’s claim that the Discovery’s new Wade mode allows it to navigate water crossings up to 35.4 inches deep. But on Eastnor’s steep, slippery gradients and through deep, gelatinous mud, the Discovery excelled. A two-speed transfer case with low range is standard on the P360, as is a locking center differential (a locking rear diff costs $1100 extra). With the air springs in their highest setting, the Discovery has an approach angle of 34.0 degrees, a departure angle of 30.0 degrees, and a breakover angle of 27.5 degrees. This is a seven-seat vehicle that’s able to venture where very few big luxury SUVs could follow.

Land Rover

Inside, the Discovery’s cabin gains JLR’s slick new Pivi Pro infotainment system, which includes an 11.4-inch touchscreen, as well as an onboard Wi-Fi hotspot, over-the-air updates, and support for Apple CarPlay and Android Auto. The system is more intuitive and responsive than the previous InCommand Touch system. Additional changes include the fitment of a new shift lever in place of the old rotary selector knob, touch-sensitive buttons for climate control, a redesigned steering wheel, and a standard digital instrument cluster. Space remains generous in the Discovery’s front two rows, but the third row is still tight for adults, and there’s little cargo room in the way back when the rearmost row is occupied. Aesthetically, the Disco’s cabin serves as a middle ground between the simple utilitarianism of the new Defender and the luxury car look of the Range Rovers.Although the Land Rover Discovery’s latest updates struggle to enhance its curb appeal compared to its rivals, including the new Jeep Wagoneer, the changes should make it more compelling to a broader set of buyers. And for three-row shoppers that do value off-road prowess, the Discovery remains one of the most capable options—at least until Land Rover introduces its upcoming three-row Defender 130.

Specifications

Specifications
2021 Land Rover Discovery P360
VEHICLE TYPE
front-engine, four-wheel-drive, 7-passenger, 4-door wagon
BASE PRICE
S 1, $63,250; HSE, $70,250
POWERTRAIN
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
ENGINE TYPE
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement
183 in3, 2996 cm3Power
355 hp @ 6500 rpmTorque
369 lb-ft @ 1750 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 115.1 inLength: 195.1 inWidth: 78.7 inHeight: 74.3 inPassenger volume: 139 ft3Cargo volume: 9 ft3Curb weight (C/D est): 5500 lb
PERFORMANCE (C/D EST)
60 mph: 6.3 sec1/4 mile: 14.8 secTop speed: 130 mph
EPA FUEL ECONOMY
Combined/city/highway: 21/18/24 mpg

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To make sure the 2022 e-tron GT stands out among the brand’s other electric offerings, Audi asked sound engineers to develop a new soundtrack specifically for the e-tron GT and RS e-tron GT models. Before you go looking for it on Spotify, we’ll tell you that this “song” is played just for the e-tron driver. It’s a sort of intergalactic hum that transforms into a turbine whoosh as you accelerate. It says, “I am the future,” and it’ll have you thinking dilithium crystals and calling a Scottish engineer to see how everything is going, but it’s not quite right for the e-tron.
The sound Audi should have used—and the one playing in my head right before hitting the accelerator—is the adrenaline-juicing click, click, click of a roller coaster on an upward climb. Flooring an e-tron GT produces the same lung-flattening rush of acceleration as a coaster in freefall.

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Audi

Audi RS e-tron GT Charges After the Taycan

Audi’s 2022 RS e-tron GT Adds More Speed to the GT

The e-tron GT has a twin at the Porsche dealer. The e-tron shares its platform, 800-volt electrical architecture, front and rear electric motors, two-speed automatic transmission at the rear axle, air springs, and all-wheel steering with the Porsche Taycan. While the Taycan offers a single-motor, rear-wheel-drive setup as well as the dual-motor-driven AWD 4S, Turbo, Turbo S, and Cross-Turismo, at least for now, the all-wheel-drive GT comes two ways, the 522-hp e-tron GT and the 637-hp RS e-tron GT. Accessing all of those horses requires using launch control, and then you only get the power for 2.5 seconds.
With typical use, you get a still heady 469 horses in the GT and 590 in the RS. The difference is one you’re unlikely to miss on your drive to work. Audi’s acceleration claims back up the roller-coaster feeling. Audi claims the base GT will hit 60 mph in 3.9 seconds with the RS reducing that to 3.1 seconds. While those numbers are important, the e-tron GT and RS’s range figures will likely mean more to buyers. EPA numbers aren’t ready yet, but Audi estimates 238 for the regular version and 232 for the RS. That’s not the sort of range that leads to bragging, especially if the conversation turns to Teslas.

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Audi

On the road, the RS GT tours grandly. It hums and hauls so smoothly that the big numbers on the speedometer readout might come as a surprise. The low, hefty weight of electric cars works in their favor when it comes to stable cornering, and 590 electric horses are more than enough to reshape your eyeballs. The GT’s biggest challenges come from not having the longest range and not being the quickest or flashiest thrill ride in the park.

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Audi

Audi gets points for using the steering-wheel paddles to control regenerative braking. It’s just the sort of setting you might want to change on the fly, say, heading down a steep hill or coasting along in highway traffic, and being able to adjust it without having to dive into a settings menu is smart. The middle setting will feel the most familiar to gas-engine aficionados, and the max regen is almost but not quite aggressive enough to allow for one-pedal driving. The RS we drove had optional rear-wheel steering as well as the standard dynamic steering, so not only was the steering ratio changing depending on our speed, the rear wheels also turn to stabilize at high speeds or reduce the turning radius in parking lots. Steering efforts are light, almost too light at slow speeds, but once you get used to it, you’ll be flipping tight U-turns just for the fun of it.

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Audi

Audi tilts the controls towards the driver, and everything you need is within easy reach. EVs have conditioned us to expect tech-focused or even minimalist interiors. The GT has a crisp digital display in front of the driver and a 10.1-inch touchscreen in the middle of the instrument panel, but there are—gasp—buttons for the climate control.
The GT does play into another electric-car expectation, however, that of the environmentally conscious and possibly vegan buyer. Leather-free interiors and recycled materials come standard, but if you want to sit on cow hides you can order up a less vegan-friendly version. Whether your seats were once alive or never alive, the GT supposedly seats five; just be sure to call shotgun. No one will enjoy the middle seat in the back. Legroom for the outboard rear seats is excellent thanks to cutouts in the battery, which mean deeper pockets for your tootsies. Headroom isn’t as generous, as you pay for the stylish sweep of the roof with tiny back windows and an encroaching C-pillar.

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Audi

Audi’s brave new EVs start at $100,945 for the e-tron GT, a price that lines up with the similarly quick Taycan 4S. Bring a $93,190 check to the Tesla store and you’ll drive away in the much quicker Model S Performance AWD. The RS version, with its carbon-fiber roof and extra power, starts at $140,945. That money would put you into an 1100-hp Model S Plaid+ AWD, which is likely to be the quickest EV when it actually reaches buyers.
Sizewise, the e-tron is about same length as an A7, but it’s dramatically lower and wider. The wide rear end and taillights look particularly great, but in front, the wide crossbar through the grille visually weighs down the front end. Overall, the e-tron GT reads elegant and muscular. It’s not a game changer coming after the Taycan or even the still-powerful grandfather of the segment, the Model S, but it’s quite a ride.

Specifications

Specifications
2022 Audi RS e-tron GT
VEHICLE TYPE front and rear-motor, all-wheel-drive, 5-passenger, 4-door hatchback
BASE PRICE $140,945
POWERTRAIN 2 permanent-magnet synchronous ACCombined Power 637 hpCombined Torque 612 lb-ftBattery Pack liquid-cooled lithium-ion, 93.4 kWh
TRANSMISSION 1-speed direct-drive (front), 2-speed automatic (rear)
DIMENSIONS Wheelbase: 114.2 inLength: 196.4 inWidth: 77.3 inHeight: 54.9 inCargo volume: 12 ft3Curb weight (C/D est): 5200 lb
PERFORMANCE (C/D EST) 60 mph: 3.0 sec100 mph: 6.6 sec1/4 mile: 11.1 secTop speed: 155 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 74/73/75 MPGeRange: 220 miles

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The Volkswagen Golf R is one of the performance-car world’s great stoics. The highly evolved hot hatch has traditionally used its all-wheel-drive system to keep its tires stuck to the pavement and its tail obediently following its nose. Like Formula 1’s Kimi Räikkönen and commercial air travel, the Golf R is capable of traveling very fast with very little emotion.
That changes with the 2022 Golf R. A new all-wheel-drive system plus Drift mode help the fifth-generation R car cut loose by breaking traction at the rear tires. To prove that it works, Volkswagen invited us to play in Michigan’s frozen Upper Peninsula, a place so far north that it’s routinely left off maps of the United States. Although we’ve already briefly driven the Golf R in Germany, I’ve been stuck driving a desk in my basement for the past 12 months. I was happy to make the 700-mile round trip for about 20 minutes of seat time before the Golf R goes on sale in the U.S. later this year.

2022 Volkswagen Golf R Evolves the Species

2022 VW Golf R Has 315 HP, AWD with a Drift Mode

VW’s new all-wheel-drive system is still called 4Motion, but it trades the outgoing model’s Haldex clutchpack for a rear end with two clutches. These rear-drive units are becoming common in transverse-engine, all-wheel-drive vehicles of every shape and size, from the Chevrolet Trailblazer to the dearly departed Ford Focus RS. Each rear half shaft is connected to the driveshaft with a dedicated clutchpack that determines how much torque each wheel receives. By varying the pressure in the clutchpacks, the Golf R’s dynamics computer can shuffle the torque distribution between the right- and left-rear wheels. In the most extreme cases—say, when you activate Drift mode and stomp the throttle with the steering wheel turned—the car sends all of the torque to one side of the rear axle to help the car rotate.

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Volkswagen

There’s one key difference between the Focus RS (which also had a Drift mode) and the Golf R. The Focus RS’s rear axle was geared to spin the rear wheels faster than the fronts. That makes it possible for the rear tires to get more torque than the front tires—an uncommon feat in a transverse-engine vehicle. The Golf R runs the same gear ratio at each axle, so it can only send a maximum of 50 percent of the engine’s torque rearward. From the behind the wheel, however, that difference is subtle.
You start the party in the Golf by pressing the R button on the steering wheel to activate Race mode, then select Drift mode on the center touchscreen. The stability control automatically switches to its more lenient ESC Sport setting, which helps meter torque to sustain a drift, but you can also run with the safety nets and helpers fully disabled for a greater challenge.

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Volkswagen

The Golf R drifts, but it’s not as simple as cranking the wheel and matting the accelerator. Even on slick surfaces, you’ll have to be deliberate in your inputs and know what you’re doing to slide the Golf R sideways in a fit of opposite-lock glory. You search out the tires’ cornering limits first and then punch the throttle. Or you initiate the drift with a small Scandinavian flick. If you just stand on the accelerator without enough yaw, you’re just as likely to plow snow in a fistful of understeer. Based on this, we predict you’ll eventually be able to find more salvage-title Golf Rs that have been nosed into things than crashed ass-end first.
Of course, if you’re buying a car specifically for its ability to drift, you should cross all transverse-engine, all-wheel-drive cars off your list right now. You want to go sideways? Buy a Mustang GT or a Camaro SS for essentially the same price as a Golf R. Those rear-drive cars don’t have a drift mode, because simply starting their engines primes them for opposite lock. They slide around eagerly and easily once you disable stability control. Want to know what else drifts better than the new Golf R and is just as fun going sideways? An electric rear-wheel-drive Volkswagen ID.4 that VW had modified so that we could fully deactivate its electronic nannies.

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Volkswagen

The Golf R’s Drift mode, of course, is meant to be a fun party trick for track days and empty parking lots. You buy a Golf R for its ability to turn its 315 horsepower and 310 pound-feet of torque into blistering acceleration. You buy it because it’s more mature and refined than any other hot hatch or because it’s more practical than a two-door V-8 muscle car. Or maybe you buy it specifically for its all-weather traction and never contemplate trying to provoke its rear end into a slide. Based on our limited time with the Golf R, we can’t yet say how it lives up to its greater purpose. But our brief experience with Drift mode suggests that this R is rowdier than the hot Golfs that came before it. Will that personality shine through when we can fully test the Golf R on our home turf, when its tires are clawing at dry pavement and its rear end is tracking in line with its front? We hope so.

Specifications

SPECIFICATIONS
2022 Volkswagen Golf R
VEHICLE TYPEfront-engine, all-wheel-drive, 5-passenger, 4-door hatchback
BASE PRICE (C/D EST)$44,000
ENGINE TYPEturbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injectionDisplacement121 in3, 1984 cm3Power315 hp @6500 rpmTorque310 lb-ft @ 2000 rpm
TRANSMISSION6-speed manual, 7-speed dual-clutch automatic
DIMENSIONSWheelbase: 103.5 inLength: 168.9 inWidth: 70.4 inHeight: 57.4 inCurb weight (C/D est): 3400–3450 lb
PERFORMANCE (C/D EST)60 mph: 4.3–4.6 sec100 mph: 11.5–11.9 sec1/4-mile: 12.8–13.1 secTop speed: 155 mph
EPA FUEL ECONOMY (C/D EST)Combined/city/highway: 24–26/21–23/29–30 mpg

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It’s shocking to think that the Lincoln Motor Company doesn’t build cars anymore. As of the 2021 model year, Ford’s luxury, um, vehicle division, once a maker of famously big and glitzy sedans, sells only SUVs. Positioned in the meat of that model range is the mid-size Nautilus, which has received several significant interior updates for 2021 that aim to better align its aesthetics and equipment with the rest of the lineup.
Changes are not a new thing for the Nautilus; it’s been a work in progress since its 2018 introduction, when it was called the MKX. Just one year into production, Lincoln replaced the MKX’s front end with a completely new design replete with the handsome, rectangular grille that other Lincoln models were then starting to feature. To underscore the change, Lincoln rechristened it as the Nautilus for 2019.

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Lincoln

2019 Lincoln Nautilus Improves on the Former MKX

2021 Lincoln Nautilus Gets a Redesigned Interior

For 2021, the interior of the Nautilus has been reworked to reflect the latest Lincoln design ethos. The instrument panel is new, with a shelflike lower portion that sweeps from door to door, mimicking the design seen in the brand’s other SUVs. Atop that shelf sits a new 13.2-inch touchscreen that looks about the size of a desktop computer monitor and houses the latest Sync 4 infotainment system, which is about as easy to operate as a smartphone’s interface. It incorporates everything from cloud-based connectivity to apps such as Yelp and TomTom. It supports over-the-air software updates and includes a phone-as-a-key function, so you needn’t wear yourself out carrying around the key fob. Its natural-speech voice recognition feature did a good job of understanding our garbled commands, calmly instructing us to say, “Hey, Lincoln!” in order to request its support.

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Lincoln

Below the big center screen is a new piano-key-like shifter setup, one of the most intuitive electronic shifters on the market. There’s also a new center console with easy-to-use buttons for operating the climate controls and the standard Revel audio system—which includes physical volume and tuning knobs as well. The interior of the mid-level Reserve model we drove was finished in handsome, upscale, and tightly assembled materials. This is a comfortable and luxurious command post.
The latest Nautilus is mechanically unchanged compared to last year’s model. Familiar powertrains include a standard 250-hp turbocharged 2.0-liter inline-four and an optional 335-hp twin-turbo 2.7-liter V-6, both of which mate to an eight-speed automatic transmission and your choice of front- or all-wheel drive. Adaptive dampers are standard with the V-6. Add $2495 to the Reserve model for all-wheel drive and $2700 for the V-6. Options include black 20-inch wheels and exterior trim, 22-way power-adjustable front seats with massage, and the top 19-speaker Revel Ultima audio system. Adding all those extras inflates its price from a four-banger, front-driver’s base price of $42,935 to $66,890. Top-spec Black Label models can soar past $69K with options.

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The Nautilus’s price range and its tweener size—it slots into the Lincoln lineup above the compact Corsair and below the mid-size, three-row Aviator—pitch it against a wide array of potential competitors. These include compact luxury SUVs such as the Audi Q5 and Mercedes-Benz GLC-class, as well as mid-sizers of the BMW X5 and Cadillac XT5 variety. From the input of a car-savvy neighbor who mistook our slate gray Reserve model for a Jaguar in the fading evening light, the Nautilus has the looks to compete in this space.
The Nautilus is better at coddling its passengers than exciting its driver. The V-6 Reserve specializes in comfort, with a ride that sponges up undulating pavement and a powertrain that delivers effortless acceleration, a muted snarl, and a smooth-shifting eight-speed automatic. Rushing it through tight corners results in some unnerving powertrain surges that cause the body to pitch like a speedboat hitting a swell. If you’re after an SUV with sharp reflexes and the ability to change direction like Rob Gronkowski, look elsewhere.

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Although we have yet to take a 2021 Nautilus to the test track, the mechanically identical 2019 model turned in a zero-to-60-mph time of 5.8 seconds and a quarter-mile run of 14.3 seconds. We’d expect the 2021 model to deliver similar numbers, which are respectable enough for everyday driving. About the only thing diminishing the luxury ambience this time around was a low-frequency grumble from the engine below 2000 rpm, where the V-6 spends a lot of its time. It’s something we haven’t experienced in previous tests.
The Lincoln lineup has changed radically in the last couple of years as the brand has shifted solely to SUVs. Its current models are instantly recognizable from their similar exterior and interior styling, and they share a focus on handsome design and luxe features, rather than the pleasure of driving for driving’s sake. With this latest round of changes to the Nautilus, it fits right in.

Specifications

Specifications
2021 Lincoln Nautilus
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door wagon
BASE PRICE Standard, $42,935; Reserve, $50,405; Black Label, $66,085
ENGINES turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 250 hp, 280 lb-ft; twin-turbocharged and intercooled DOHC 24-valve 2.7-liter inline-6, 335 hp, 380 lb-ft
TRANSMISSION 8-speed automatic
DIMENSIONS Wheelbase: 112.2 inLength: 190.0 inWidth: 78.7 inHeight: 66.2 inPassenger volume: 111 ft3Cargo volume: 37 ft3Curb weight (C/D est): 4350–4800 lb
PERFORMANCE (C/D EST) 60 mph: 5.8–6.9 sec1/4 mile: 14.3–15.4 secTop speed: 135 mph
EPA FUEL ECONOMY Combined/city/highway: 21–23/19–21/25–26 mpg

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