Evelyn Reynolds

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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Lincoln

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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Lincoln

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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The most controversial feature of the new M4 lies not beneath its hood but in front of it, where the traditional BMW twin-kidney grille has mutated into something more like a quad-kidney setup. When bisected by a European license plate, the M4 looks like someone copied and pasted the upper grille into the lower fascia. Hey, maybe we’ll appreciate it someday. It was hard to find defenders of the Chris Bangle cars in their own time, but they’re looking pretty good now. Or maybe this new grille is just making us nostalgic for the days of flame surfacing.
The M4 Competition certainly makes us nostalgic, in the best way, for the M3s of bygone eras. Recall that the M3 began as a two-door and was eventually offered as a coupe or four-door until BMW did the logical thing and renamed the four-door cars M4. Hold on, sorry. They did the opposite of that. So, here we have the two-door version of the M3, the M4, which has grown so significantly that you might as well view it as today’s M6. Follow?

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BMW

Explore the 2021 BMW M3 and M4’s Crazy Colors

BMW Collabs with Kith for Limited-Run 2022 M4 Comp

One thing is clear: The M4’s high-rpm straight-six blat honors its ancestors, particularly the E46. It fires up with a healthy roar and settles into a belligerent lope. Artificial enhancement, of course, is part of the game (at least, inside the car). But the M4 has the hardware to fulfill the promise of its soundtrack. It’s a happy straight-six with a closed-deck block, forged crankshaft, and twin-turbocharged to produce a very healthy 503 horsepower in Competition form. Maximum torque is 479 pound-feet, served up from 2750 to 5500 rpm. And all of that power is channeled to the rear axle through a ZF-sourced eight-speed automatic transmission. The latter replaces the dual-clutch automatic of the previous generation, laying the groundwork for the all-wheel-drive versions that will arrive later this year. Like the M3, the base M4 is manual only and makes 473 horsepower; the Competition is available only with the automatic.
The thick, grippy steering wheel is consistent with BMW M’s best practices. The standard sports seats are firm yet comfortable, even for those with a wider frame. The optional M Carbon bucket seats are a whopping 21 pounds lighter and are power-adjustable for width—from narrow to narrower—and include an illuminated M logo in the headrest that you might find gimmicky or excellent, depending on your taste for flair. And BMW is ready to court the extroverts—some of the color palettes, both inside and out, look like the fever dreams of a Lamborghini-driving recent lottery winner.

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BMW

As usual with BMW, there is a bewildering menu of driving modes and settings. The powertrain, chassis, steering, and even the brake feel can be adjusted in multifarious ways, and the instrument cluster offers different display options. Luckily, there are shortcuts, via the M1 and M2 buttons on the steering wheel. Each button is configurable to one’s desired settings. Go ahead and set one up to be relaxed and the other to unleash all of the Competition’s fury. Just remember it takes two pushes to let the stability-control system relax its reins.
Considering the number of adjustable performance parameters, the interior deserves praise for looking fresh without veering into haptic-touch madness. There are enough hard buttons to provide easy access to common functions, and the console scroll wheel—descendant of iDrive—is still a fine way to access the infotainment functions. Mostly, the interior is designed to complement and enable aggressive driving, and that’s an approach that makes it easy to live with in everyday use, too.

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BMW

Whatever mode it’s in, the M4’s sheer power is astonishing. BMW claims a zero-to-60-mph time of 3.8 seconds, and top speed is governed at a lofty 180 mph. Unlocking that top speed requires springing for the $2500 M Driver’s Package. Standard cars are limited at 155 mph. On the lightly traveled autobahn west of Munich, we got within 10 mph of that velocity with little run-up. And that speed is attained despite the drag coefficient of 0.34, which seems mediocre but is decent considering the fat tires and this car’s voracious appetite for air.
In most countries, these kinds of velocities are best kept to the track, and we also visited one of those—well, kind of. BMW cordoned off a huge section of a former airstrip and created a course whose shape curiously resembled the continental United States. Although it was flat, the makeshift road course served up 115-mph corners and chicanes of varying difficulty and radius. The M4 was an absolute delight, supremely stiff, and imminently controllable with its active rear differential. The steering is nicely weighted, less artificially heavy than it used to be, and it feels perfectly natural.

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BMW

If you are willing to sacrifice the occasional set of rear tires, the M4 Competition has another trick to offer: There is an M traction-control system that can be adjusted in 10 stages. BMW was kind enough to provide a generously watered skidpad in order to compare the settings, and we can attest to the fact that they make a huge difference. This is a performance-oriented traction-control system, allowing the driver to get greedy with the throttle without spinning. To that end, the M Drift Analyzer will grade your tail-out antics on a scale of one to five stars, but you can’t earn a five-star rating without completely disabling the traction-control helper.
Although some of the more exotic performance hardware of the previous generation, like the carbon-fiber prop shaft and dual-clutch transmission, have been dropped, the M4 Competition retains its hard-core sports-car appeal. Starting this summer, you’ll be able to get a convertible version as well. And finally, BMW returns to a fabric top. Whichever body you choose, the M4 teases you to challenge it whenever possible, requiring almost excessive restraint to keep it at legal velocities. At 180 mph, the last thing you’re thinking about is the shape of the grille.

Specifications

Specifications
2021 BMW M4 Competition
VEHICLE TYPE front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
BASE PRICE $75,695
ENGINE TYPE twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement 183 in3, 2993 cm3Power 503 hp @ 6250 rpmTorque 479 lb-ft @ 2750 rpm
TRANSMISSION 8-speed automatic
DIMENSIONS Wheelbase: 112.5 inLength: 189.1 inWidth: 74.3 inHeight: 54.8 inPassenger volume: 91 ft3Trunk volume: 12 ft3Curb weight (C/D est): 3850 lb
PERFORMANCE (C/D EST) 60 mph: 3.6 sec100 mph: 8.9 sec1/4 mile: 11.3 secTop speed: 155–180 mph
EPA FUEL ECONOMY Combined/city/highway: 19/16/23 mpg

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The Lamborghini Sián’s supercapacitor hybrid system has been getting attention since this limited-run Aventador-based special was announced, but the reality of it is a bit anti-climactic. While the Sián is a bona fide supercar experience, there’s nothing unusual or noteworthy about how the hybrid system acts or feels.
Although Lamborghini’s hybrid technology is both clever and pioneering, there isn’t very much of it. The compact system adds just 75 pounds to the weight of the car, which includes an electric motor integrated into the transmission. Power is stored in a supercapacitor mounted to the rear bulkhead. Lamborghini claims that the supercapacitor setup is three times lighter than a lithium-ion battery with similar energy capacity, although the system’s actual storage capability isn’t specified. Supercapacitors get their name because they store dramatically more energy than that of a typical capacitor found in electronic devices. Unlike a battery, there’s no chemical reaction when charging or discharging, so supercapacitors are very efficient and can charge and discharge rapidly. (In the Sián’s case, it can flow up to 600 amps of current.)

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Lamborghini

Lamborghini Sián Kicks Off Lambo’s Hybrid Era

807-HP V-12 Lamborghini Sián Roadster Revealed

The Sián can’t move on pure electric power, but the supercapacitor adds a small amount of instant torque to help smooth clutch engagement during low-speed driving. The electric motor’s assistance also helps calm the brutal upshifts of the old-tech single-clutch seven-speed automated manual transmission by adding a small amount of assistance between shifts. The raw numbers make the hybrid’s junior status in the powertrain obvious: 34 horsepower versus the 6.5-liter V-12’s peak of 774 ponies, for a combined system output of 807 horses. It’s unlikely that any of the 63 Sián buyers will expect their exotic hybrid to do things a Prius does or even have the silent, unobtrusive progress of plug-in hybrids such as the Ferrari SF90 Stradale and McLaren Artura. Those buyers probably aren’t interested in whether or not the hybrid system improves fuel economy, either. It doesn’t, not even one bit. In fact, in terms of EPA figures, the Sián matches the Aventador in city (8 mpg) and combined (10 mpg) ratings, while netting one mpg worse (14 mpg versus 15) in its highway number.
Unlike most Lambos, the Sián hasn’t been named after a famous bull but rather the word “lightning” in Bolognese dialect. Its full title is more complicated: Sián FKP 37, with the addendum a tribute to Ferdinand (Karl) Piëch and the Austrian executive’s year of birth. Piech was the man who brought Lamborghini into the Volkswagen Group and who died just before the Sián’s debut in 2019.

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Lamborghini

Even by the brand’s standards, the Sián coupe’s styling is outrageous. For open-air enthusiasts, an even more exclusive run of 19 roadsters is coming. The basic form is shared with the Aventador on which it’s based, with both cars employing the same carbon-fiber core structure. But the Sián’s makeover includes huge Y-shaped daytime running lights in front, a number of air intakes, a louvered engine cover, and a sextet of taillights that hang within vast air vents. This car has true superstar presence, and it’s difficult to stop staring at it.
Once the engine is running, you don’t want to stop listening to it, either. The Sián uses what is likely the angriest version of Lamborghini’s long-lived V-12. Outrageously loud from idle to redline, at lower speeds the engine buzzes and vibrates through the cabin. As the revs rise, its character changes as the exhaust note hardens and the induction sound deepens. The different parts of the soundtrack reach their most compelling harmonies as the engine approaches its 8500-rpm limiter.

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Lamborghini

European COVID-19 travel restrictions meant our drive didn’t take place in Italy but at the Millbrook test track in the English midlands. England being England, the skies were dumping water. But on the proving ground’s two-mile high-speed oval, the Sián was able to demonstrate its searing acceleration and that its hybrid-aided gearbox does change gears with less brutality than before, although shifts still come with more of a jolt than they would from a dual-clutch transmission. While throttle response is impeccable, the Sián’s naturally aspirated V-12 lacks the low-rpm torque that most modern turbocharged engines deliver.
On Millbrook’s Hill Route—which could just about pass for a narrow, wet mountain road—the Sián’s size and weight are more evident. Its 82.7-inch width is substantial even by hypercar standards, and the combination of a low seating position and high beltline make it hard to gauge where the car ends. The rear view through the slats of the engine cover lends a jailhouse vibe to the cabin. Lamborghini claims a dry weight of 3530 pounds, so figure about 3950 pounds when loaded with fuel and fluids. Understeer dominates on the Hill Route’s many slower turns, and even the car’s rear-axle steering can’t overcome the unmistakable sensation of the front tires running short of grip before the rears.

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Lamborghini

Millbrook’s faster turns suited the Sián far better. The light assistance of the power steering gains some heft as chassis loads increase, and the all-wheel-drive system impresses with its ability to find traction in wet conditions. Body control remains disciplined over larger crests, yet the ride is punishingly firm in all of the car’s drive modes.
The Sián’s cabin feels plusher than the Aventador’s but is short on headroom. A new portrait-orientated infotainment touchscreen sits in place of the Aventador’s smaller landscape-oriented display, and the electrochromic glass roof panel can be dimmed or brightened with the push of a button. But it’s obvious that the core architecture of the Sián’s interior is shared with the aging Aventador. Lamborghini’s Ad Personam bespoke service surely will be able to customize much of that similarity away for a price.
The Sián is not a technical triumph nor a radical manifesto piece. But it doesn’t really need to be. We already know that the Aventador’s replacement will use a more powerful hybrid system in conjunction with a retuned version of the big V-12. The Sián excels at doing what Lamborghinis do best—shout, show off, and win attention—while giving a glimpse of what’s in store from the Italian brand.

Specifications

Specifications
2021 Lamborghini Sián
VEHICLE TYPE mid-engine, all-wheel-drive, 2-passenger, 2-door coupe
BASE PRICE (C/D EST) $3,000,000
POWERTRAIN DOHC 48-valve 6.5-liter V-12, 774 hp, 531 lb-ft; electric motor, 34 hp, 26 lb-ft; combined output, 807 hp
TRANSMISSION 7-speed automated manual
DIMENSIONS Wheelbase: 106.3 inLength: 196.1 inWidth: 82.7 inHeight: 44.6 inPassenger volume (C/D est): 50 ft3Trunk volume (C/D est): 5 ft3Curb weight (C/D est): 3950 lb
PERFORMANCE (C/D EST) 60 mph: 2.5 sec100 mph: 5.7 sec1/4-mile: 10.3 secTop speed: 220 mph
EPA FUEL ECONOMY Combined/city/highway: 10/8/14 mpg

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The Bugatti Chiron Pur Sport isn’t just a slight variation of the regular Chiron. It’s the raw-nerve version of Bugatti’s 1479-hp ground-bound missile. It’s less isolated, more direct, more tightly wound, and more engaging than both the Chiron and Chiron Sport. It’s also slower. But it may be quicker.

Tested: 2021 Bugatti Chiron Sport Shatters Records

1500-HP Bugatti Chiron Pur Sport Is an Apex Hunter

There are a few obvious, visible tweaks to the $3.6 million Pur Sport that separate it from lesser Chirons. There are larger air intakes and a differently shaped nose over an expanded front splitter. The horseshoe-shaped grille is a bit wider, too, and there are new air extractors built into the tops of the slightly reshaped front fenders. In back, a massive diffuser is there to intimidate whoever the Pur Sport has just passed, as well as an utterly spectacular titanium exhaust outlet that could stand as sculpture on its own. Finally, there’s the fixed rear wing atop the tail that replaces the motorized unit on lesser versions.
Every Chiron makes a statement even when viewed from orbit. But some elements seem discordant in the Pur Sport. First is that rear wing, which seems like it belongs aboard a spacecraft in a Star Wars movie. Emphasizing the wing’s presence is the “BUGATTI” script that was painted atop it on the example we drove in California. Maybe that’s so there’s no confusion when the owner’s security detail is tracking the car from a helicopter. The second questionable design element is the number painted on the front grille—in the case of our example, 16, for the engine’s number of cylinders—which just seems unnecessary. Fortunately, a Bugatti’s appearance ultimately is at the whim of its buyer. Don’t want the lettering on the wing or the number in the grille? Just order it your way. This is a $3.6 million car of which only 60 will be built, and Bugatti wants you to be happy.

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Bugatti

Inside the Pur Sport, the relatively plush seats of the Sport are replaced by thinner thrones that may as well super glue your butt to their carbon-fiber shells. Alcantara covers the steering wheel, flat-black trim replaces machined aluminum bits on the center dial controls, and a slash of red leather on the dash adds a distracting reflection in the windshield. The decoration here is still mostly carbon fiber and leather so supple that it’s almost erotically satisfying to stroke. There’s still no touchscreen, the instrumentation maintains an analog appearance (although a third of the display turns into the rearview camera when reverse is engaged), and the seating position is all luxury bunker.
While visibility out the front of the Pur Sport is fine, the rear wing virtually eliminates seeing out the back. The rearview mirror is more of a taunt than a useful device. Press the start button and the starter motor whirs in dramatic anticipation. Then the quad-turbocharged 8.0-liter W-16 barks to life with an exhaust growl that’s deeper than before. It’s more engaging, vastly more mechanical, and highly involving. Even before the Pur Sport moves, its driver risks sensory overload.

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Bugatti

The Pur Sport’s removal of the regular car’s complex electro-hydraulic wing and some of its sound insulation, plus the fitment of thinner seats, knocks about 110 pounds off the Chiron’s curb weight. But that diet only goes so far when the Chiron Sport we previously tested weighed 4544 pounds. What the weight reduction really does is immerse the cockpit in a louder mechanical symphony. Turbos spool, intakes whoosh, and the exhaust roars. It’s a level of engagement some Chiron buyers will crave.
The shifter is still a silly wand, but when the seven-speed dual-clutch automatic transmission engages, the car’s whole structure seems to tense up and ready itself to pounce. Yet, when we toed into the throttle, the Pur Sport moved out into Santa Monica traffic like a friendly pussycat. For a car with so much performance potential and such an overwhelming amount of power, what’s most remarkable about the Pur Sport, as with other Chirons, is how tame it is when puttering around town. Luggage capacity remains limited, but this is a machine that can be used every day without any drama beyond its mere superstar presence.

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Bugatti

Diving down onto Pacific Coast Highway, the Pur Sport’s vast power comes into play as it merges into traffic. It’s such a regal machine that sharing the road with mere Lamborghinis and Ferraris feels shameful. It’s a car that deserves its own lane on whatever road it’s on.
Bugatti claims the Pur Sport’s aero tweaks add significant downforce at speed. There also are some mechanical changes, including the adoption of Michelin Pilot Sport Cup 2 R tires on “carbon blade” magnesium wheels that are each about nine pounds lighter than the aluminum wheels they replace, plus a stiffer suspension with additional front wheel camber. The suspension is 65 percent firmer in front and 33 percent stiffer in back versus lesser Chirons. But the tires are the real stars. More aggressive and with a softer compound than the Sport Cup 2s fitted on the Chiron Sport, the 2 Rs provide even quicker responses to steering inputs.

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Bugatti

The tires’ louder tread roar may be distracting on a prolonged journey, but it’s just part of the show during shorter excursions. The Pur Sport’s slightly revised power steering brings an immediate and ultimately confidence-inspiring turn-in response. This all-wheel-drive car may weigh more than two tons, but it feels shockingly nimble and should build upon the 1.06 g of skidpad grip we recorded for the Chiron Sport.
The other big change is the revision to the Pur Sport’s gear ratios; its overall spread is 15 percent closer together than in other Chirons. This alteration becomes obvious when accelerating, as shifts come slightly sooner, and the engine’s revs barely drop between them. It also means the Pur Sport’s top speed is rated at only 217 mph—insanely fast, yet down from the Sport model’s claimed 261 mph. Although the Pur Sport’s terminal velocity may be less than its lesser kin, its acceleration may be even quicker. The weight reduction combined with the new gearing may shave a tenth of a second or so from the incredible 2.4-second 60-mph dash that the Chiron Sport managed in our testing.

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Bugatti

Every Bugatti Chiron is ludicrously over the top, and the Pur Sport is even more so. As one of the few people on Earth who have driven both the Sport and Pur Sport, let me offer some cost-is-no-object advice in choosing the best Chiron configuration for you. First, go for the standard machine-finished dash controls. Second, skip the distracting contrasting-color element on the center console but opt for the Pur Sport’s punctured-leather dash covering. And demand the machined metal pedals, not the rubber-covered ones. Third, spring for the Pur Sport’s suspension and tires. At usable speeds on public roads, they make the car more fun and engaging, even if the resulting ride is louder and a bit firmer. As for the big wing, that’s up to you. If you can afford a Chiron, get the one you want.

Specifications

Specifications
2021 Bugatti Chiron Pur Sport
VEHICLE TYPE mid-engine, all-wheel-drive, 2-passenger, 2-door coupe
BASE PRICE $3,599,000
ENGINE TYPE quad-turbocharged and intercooled DOHC 64-valve W-16, aluminum block and heads, port fuel injectionDisplacement 488 in3, 7993 cm3Power 1479 hp @ 6700 rpmTorque 1180 lb-ft @ 2000 rpm
TRANSMISSION 7-speed dual-clutch automatic
DIMENSIONS Wheelbase: 106.7 inLength: 178.9 inWidth: 80.2 inHeight: 47.7 inPassenger volume: 54 ft3Trunk volume: 2 ft3Curb weight (C/D est): 4450 lb
PERFORMANCE (C/D EST) 60 mph: 2.3 sec100 mph: 4.3 sec1/4-mile: 9.4 secTop speed: 217 mph
EPA FUEL ECONOMY Combined/city/highway: 10/8/13 mpg

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