Evelyn Reynolds

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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What does an electric future look like? Driving the newest electric vehicles usually provides a picture of the latest and greatest in EV progress, but the Mercedes-Benz EQA is more like a snapshot of the recent past. Based on the internal-combustion GLA rather than a standalone platform, the EQA seems to hail from the first generation of EVs—slow, with limited range, trading more on perceived virtuosity than actual virtue. In terms of performance, it has a long way to go to catch a current Nissan Leaf or Chevrolet Bolt, let alone cars of a similar price range, such as the Ford Mustang Mach-E or Tesla Model 3.
The EQA, which we drove on its home turf near Stuttgart, Germany, at least looks the part of a Mercedes. It’s entry-level opulence at its finest, especially when the Electric Art version is specified, with black and rose-gold seats, rose-gold air vents, and backlit decor strips on the dashboard. Our test car was thus equipped and also showcased the plethora of electronic gadgets that populate the compact Mercedes models.

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Mercedes-Benz

Outside, the EQA shares its sheetmetal with the GLA, but Gorden Wagener’s design team has uncluttered the front and rear ends to align this little electric crossover with the other offerings under the Mercedes EQ subbrand. The EQA-exclusive wheels look suitably futuristic and no doubt help reduce drag.

2022 Mercedes EQA Has Clean Looks, Electric Power

Mercedes Will Make AMG Versions of Its EQ EVs

As in the gas-powered GLA, the EQA’s powerplant, in this case a 188-hp induction motor, is fitted under the hood and drives the front axle through a single-speed gear set. This means there is no space for a front trunk and the rear load floor is slightly raised to make room for the 66.5-kWh battery pack. The floor is also raised, which creates a less comfortable experience in the rear seat. There is plenty of space between the rear bench and the front seats, but the elevated floor forces the rear passengers into a slightly froglike position. The cabin is otherwise comfortable and well appointed, as it is in the GLA.
In Europe the EQA250, the only currently available model, is priced slightly above the 221-hp GLA250, whose performance it fails to match (and by a considerable margin). The 188-hp motor, which produces 277 pound-feet of torque, is hampered by the EQA’s remarkable heft. It tips the scales at almost 4500 pounds. The immediate response of the motor makes this car fun to drive in the city, but Mercedes’s claimed zero-to-62-mph time of 8.9 seconds is far in arrears of either the GLA250 (zero to 60 mph in 6.3 seconds) or any EV that might remotely be considered a competitor. Beyond 60 mph, performance trails off, and the EQA250 is electronically limited to 99 mph. We feel it could do perhaps another 15 mph, which would help matters on the autobahn but likely put a major dent in the range.

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Mercedes-Benz

On the plus side, the powertrain is very quiet—even more so than many other EVs we have driven. And it’s fun to play with the configurable energy regeneration settings. We also noticed that even after repeated 60-to-99-mph runs, output was never dialed back. The performance, while modest, is at least consistent.
In the current, almost comically optimistic European NEDC cycle, the EQA250 is rated at 302 miles of range. We got half of that, but admittedly we pushed the car to its modest limits. On the other hand, the weather was fair, and in other circumstances the range could drop even lower. Mercedes says you can help the EQA get the most out of its battery by informing the navigation system of your destination before you set off. That way, the car can adjust its powertrain strategies according to the topography to maximize range.
Going forward, there will be both a range-optimized EQA and a more powerful version with 268 horsepower and all-wheel drive. The latter will offer improved straight-line performance, but since it will be even heavier than the EQA250, we doubt it will do much to win over driving enthusiasts.

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Mercedes-Benz

In fact, everything that Mercedes-Benz has achieved with the MFA platform over the past decade—precision, agility, lightness—is lost in the EV conversion. The EQA250 wallows around country roads with an abundance of squat, dive, and roll and a remarkable lack of excitement. Brake feel is particularly bad during enthusiastic driving, and during hard cornering the stability-control system reins in the car with a rude display of authority. It should be mentioned that our test car was shod with 215/60R-18 winter tires; performance should somewhat improve with the standard 235/55R-18 summer tires. Not that compact luxury crossovers see much off-road use, but the EQA even suffers in that hypothetical use case. Because of the huge battery pack, its breakover angle is less than that of the GLA.
Mercedes-Benz has not decided yet whether the EQA will be offered in the United States market or whether the upcoming EQB, a derivative of the GLB, will make it across the Atlantic. Best kept in the city—or the suburbs, where people can charge it at home—the EQA250 serves as a stark reminder that EVs still come with sacrifices. This one more than most.
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Honda’s Ridgeline has always worked well as a truck. Its towing and payload abilities fulfill most typical hauling needs, and its unibody construction and independent rear suspension deliver the best on-pavement ride and handling in the business. But the Ridgeline doesn’t look enough like other trucks. It rides too low, the nose is too stubby, and the bed comes in only one length, which aligns with other mid-size pickups’ short option. Trucks from Ram, Toyota, Ford, Nissan, and General Motors all cast similarly shaped shadows. The Honda? Nope. It looks like a crossover that’s halfway done morphing into a truck, and that screws with people’s minds and expectations. For 2021, with the second-generation Ridgeline in its fourth year, Honda has decided to butch it up. Make it more trucky. More rugged. Tougher.
The leading edge of Honda’s mucho-macho offensive is the new HPD package. HPD stands for Honda Performance Development, and it’s part of Honda’s push to create cachet (and profits) in the vein of what Toyota’s done with the TRD brand. While Toyota’s off-road heritage evokes jungle treks, African safaris, and United Nations disaster relief, Honda’s history in the dirt is intertwined with motocross bikes, Trail 70s, and ATVs. Honda has campaigned a Ridgeline race truck in Baja, but they’ve still got work to do translating their powersports off-road cred to the automotive side.

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Honda

Ford Ranger vs. Gladiator, Colorado, Ridgeline

Tested: 2017 Honda Ridgeline AWD

All the 2021 Ridgelines get new, taller sheetmetal forward of the A-pillar, with new headlights and a blunter grille. As with most other trucks, that big grille is heavy-hauler cosplay, hinting at massive cooling and air-intake needs. Most of it, however, maybe two thirds of the surface area, is actually blocked off. Only the bottom part is open and allows air to flow through it; much of the air passing into the engine bay actually enters from beneath the bumper.
Functionally, all Ridgelines now get standard all-wheel drive and new 18-inch wheels that increase the track width by 0.8 inch. Inside there’s now a volume knob planted at a corner of the high-mounted center touchscreen. We’re at a strange place when we herald the addition of a volume knob as an important ergonomic innovation, but companies need positive reinforcement when they take this seemingly obvious step. So, good job on that, Honda!

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Honda

For $2800, the HPD package includes black fender flares, its own unique grille, specific bronze-colored wheels, and HPD graphics. If the HPD package looks like a bolt-on accessory kit—the driver’s side rear fender flare has a cutout for the gas-cap door—that’s because it is. It’s one of four new post-production packages that mostly include the usual truck accoutrements—running boards, a hard cover for the bed, roof rails, and crossbars. Notably, the HPD package doesn’t bring any suspension or powertrain changes. It exists to help address the Ridgeline’s biggest challenge: its image.
The HPD treatment is available on all Ridgeline trim levels from the base Sport, which starts at $37,665, up through the $43,595 RTL-E. It’s even offered on the $45,095 Black Edition that orbits atop the line, but that seems like overkill. The Sport, with its cloth upholstery and unpretentious decoration, meshes well with the HPD stuff and at $40,465 total, represents good value in comparison with the competition.

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Honda

The Ridgeline continues to be, by far, the most comfortable mid-size truck for on-road use. The all-independent suspension bolted to its unibody structure is supple, confident, and easygoing. Road divots that can upset a stiff rock crawler like the Tacoma TRD Pro are easily digested and overcome by the Ridgeline. The bouncy tail happiness of some leaf-sprung pickups is completely absent from this Honda.
The Ridgeline continues to include a clever trunk hidden beneath the trailing edge of the tough composite bed. It’s not just storage for Costco purchases—with a drain at the bottom, it’s a built-in cooler. And with a two-way tailgate that swings down or sideways (the 1966 Ford Country Squire’s great innovation, the Magic Doorgate), the Ridgeline is optimized for stadium-parking-lot dining. This assumes, of course, that someday tailgating will return to stadium lots after the last of us get our drive-through vaccination shots there. Besides the trunk and the trick tailgate, the Ridgeline also offers a truck-bed audio system, in which the bed itself is enlisted as a giant speaker. GMC offers speakers in the tailgate, but Honda is the only one to use the bed itself to pump your jams.

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Honda

Honda was eager to show off how capable the Ridgeline is off-road and brought a select group of journalists who would show up to its desert proving grounds to do that. Of course, the Ridgeline will handle virtually any situation most drivers will ever find themselves in. There’s enough ground clearance and suspension articulation to handle surprisingly desperate situations. The three off-road drive modes—Snow, Mud, and Sand—optimize the throttle response, transmission, and torque-vectoring all-wheel-drive system for particular conditions. Despite the Ridgeline’s front-drive origins, it can send 70 percent of its torque to the rear end, and then 100 percent of that to either the right or left rear wheel. But there’s no low range for crawling over boulders, mucking through deep sludge, or grinding across ridiculous dunes. Those are the exceptionally rare situations in which the body-on frame trucks have an advantage.
The Ridgeline’s engine remains the same transversely mounted 3.5-liter V-6 that Honda also plops into the truck’s brothers, the Pilot and Passport crossovers and Odyssey minivan. It’s rated at 280 horsepower and 262 pound-feet of torque at 4700 rpm. It’s a pleasant enough engine and does a good job propelling a vehicle that weighs in at just under 4450 pounds in its lightest guise. More low-end torque would be appreciated, but the 3.5 V-6 is adequately adequate. A nine-speed automatic transmission operates mostly in the background and responds quickly when you opt to use the column-mounted paddles behind the steering wheel.

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Honda

We’ve tested a handful of second-gen Ridgelines—such as in this 2019 comparison test, where the Honda finished second—and expect similar results for the 2021 model. Figure on a 60-mph time of 6.4 seconds and a quarter-mile in 15.0 seconds flat, although the nine-speed automatic, which was a change for 2020 (earlier Ridgelines had a six-speed), might be worth a couple tenths.
The Ridgeline is at its best when it’s tasked with the boring chores most of us do most of the time. Yes, it can haul more than 1500 pounds in its bed and tow 5000 pounds. Great. But usually, our trucks are tasked with far less than full loads and maxed-out trailers. And that’s where the Ridgeline shines. It’s a great daily companion and weekend lifestyle warrior.

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Honda

Lately, buyers have been going for trucks that are literally too much for what they need. Ford F-150 Raptors, Ram 1500 TRXs, and Toyota Tacoma TRD Pros are all loads of fun within the context of serious off-roading. But they can be a chore doing daily duty. The Ridgeline is the opposite of that.
Still, it’s about proportions, and the revised styling can’t disguise the Ridgeline’s transverse-engine overhang and a dash-to-axle ratio that evokes the Baja—the Subaru not the race. And until Honda changes the Ridgeline’s silhouette so that it more closely resembles what buyers expect of a truck, it’s likely not going to be accepted by traditional truck buyers. That’s their loss.

Specifications

Specifications
2021 Honda Ridgeline
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door pickup
BASE PRICE Sport, $37,665; RTL, $40,645; RTL-E, $43,595; Black Edition, $45,095
ENGINE TYPE SOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement 212 in3, 3471 cm3Power 280 hp @ 6000 rpmTorque 262 lb-ft @ 4700 rpm
TRANSMISSION 9-speed automatic
DIMENSIONS Wheelbase: 125.2 inLength: 210.2 inWidth: 78.6 inHeight: 70.8 inPassenger volume: 109–110 ft3Trunk volume: 34 ft3Curb weight (C/D est): 4450–4550 lb
PERFORMANCE (C/D EST) 60 mph: 6.4 sec1/4 mile: 15.0 secTop speed: 112 mph
EPA FUEL ECONOMY Combined/city/highway: 21/18/24 mpg

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The auto industry never stops moving forward, and any new model faces a finite lifespan. Yet the revised F-Pace SVR is staring at an unusually premeditated demise, arriving just after Jaguar announced its plan to transition to an all-electric lineup by 2025. In the midst of life, we are in death.
The demise of the F-type SVR means the F-Pace is now the only available Jaguar that was created by Jaguar Land Rover’s Special Vehicle Operations division. (Yes, the SVR comes from SVO. Naturally.) As with lesser versions of the F-Pace, changes are relatively modest, but they combine to sharpen the SVR’s case against its elite rivals. Before getting into the differences, however, we should first celebrate the SVR’s least changed feature and the continued star of the show—the supercharged V-8.

2021 Jaguar F-Pace Advances with Inline-Six Power

2021 Jaguar F-Pace SVR Boasts More Torque

This is the 5.0-liter unit that JLR introduced in 2009, a development of the Ford-engineered AJ-V8 that made its debut in 1996. Given that the Ford factory in Wales that built it closed last year, we were expecting the engine to also die, but JLR instead opted to move production in-house to keep the venerable engine going for a few more years. It was recently confirmed that it will be fitted to the Defender, but this seems likely to be the last time it appears in a new Jaguar.

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Jaguar

While the SVR’s 550-hp output remains unchanged, it has been given a modest increase in peak torque to 516 pound-feet (up from 502). The standard eight-speed automatic transmission also gets updated software, which helps the revised SVR trim a claimed 0.3 second from the 2020 model’s zero-to-60-mph time, dropping that number to an estimated 3.8 seconds, despite gaining 140 pounds by Jag’s own measure. Somewhat ludicrously, that still doesn’t put it at the sharp end of this ridiculously rapid segment, where faster rivals are nearer three seconds than four.
The Jaguar also wins out on charisma, the supercharged V-8 combining strong performance with a bristly soundtrack that surpasses the (mostly) six-cylinder competition on musicality and delivers its eight-cylinder top-end snarl without any digital augmentation. (The SVR’s cabin even does without active noise cancellation to keep the aural experience unfiltered.) The new SVR has lost the firecracker pops and bangs the pre-facelift version would deliver when the throttle was lifted suddenly under load, and it always defaults to starting in the quieter of its two switchable exhaust modes, which should help improve relations with the neighbors.

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Jaguar

The revised gearbox delivers impressively rapid shifts, especially under the direction of the satisfyingly weighty metal steering-wheel paddles, and it changes gears unobtrusively and intelligently in Drive. The transmission’s Sport mode felt more aggressive than before, downshifting and holding low gears with minimal provocation and delivering an abrupt step-off when leaving the line. Unfortunately, Jaguar’s new miniature gear selector lacks physically defined selections, springing back to a central position after drive or reverse is selected and thereby denying a sense of which (if any) gear is engaged.
Beneath the surface, SVO’s engineering team gave the SVR a thorough makeover. We’re told that every control module in the car is new, and that every dynamic setting has been revised. But these tweaks have done nothing to alter the fundamental appeal of the car’s relaxed athleticism. The SVR feels more compliant than the segment norm, especially over rough United Kingdom roads. Many fast SUVs try to replicate the behavior of lower, sleeker performance cars with firmed-up settings, but the F-Pace uses its suspension more intelligently to fill dips and absorb bumps, while still resisting roll and pitch impressively well. The development team says particular attention was paid to improving the SVR’s ride over high-frequency bumps, although at lower speeds and over large-amplitude undulations the ride did feel firm. After all, 22-inch forged-aluminum wheels do not allow for much tire sidewall.

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Jaguar

Riding on Pirelli P Zero summer tires, the SVR delivered both impressive grip and respectable-for-2021 levels of steering feel. The torque distribution of the all-wheel-drive system remains rear biased in all except the Ice and Snow mode, which defaults to a 50:50 split. In the most aggressive Dynamic mode, the SVR is essentially rear-wheel drive, with torque only diverted forward when the rear tires run short on grip. Pushed hard, the SVR feels playful but never wayward, with an electronically controlled differential at the back sharpening responses and optimizing traction. It is also now possible to individualize many of the settings in Dynamic mode, which is represented by a race helmet on the central touchscreen. Drivers can choose between Comfort or Dynamic settings for the engine map, steering, dampers, and transmission, while keeping the rear-bias torque split.
A less welcome innovation is the arrival of electrically boosted brakes. We had no complaints with the huge stopping power generated by the six-pot front calipers, but the new system minimizes pedal movement and felt harder to modulate at lower speeds—although we had mostly acclimatized after three hours in the car.

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Jaguar

Other changes are more welcome. Exterior bodywork gains a little more visual aggression over the comparatively subdued pre-facelift model, with larger vents at the front and sleeker all-LED headlights. SVO says that revised aerodynamics reduce lift by a third and are responsible for the 3 mph increase in top speed (to 178 mph.) The cabin benefits from a smart new dashboard, higher quality trim and a redesigned center console that substitutes upmarket rotary heating controls for the old car’s blue backlit plastic switchgear. The 11.4-inch curved-glass touchscreen is the centerpiece of JLR’s smart new Pivi Pro infotainment system, which both looks and works far better than the old InControl Touch Pro setup.
The F-Pace SVR remains a car that scores better on intangibles than measurable metrics. It’s not the fastest or quickest ute in its segment, nor does it have the most finely tuned dynamics. But of all the muscled-up crossovers, it would be one of the easiest to actually live with. Jaguar won’t be making vehicles like this for much longer. We will miss them when they are gone.

Specifications

Specifications
2021 Jaguar F-Pace SVR
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door wagon
BASE PRICE $85,950 
ENGINE TYPE supercharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement 305 in3, 5000 cm3Power 550 hp @ 6500 rpmTorque 516 lb-ft @ 3500 rpm
TRANSMISSION 8-speed automatic
DIMENSIONS Wheelbase: 113.1 inLength: 187.5 inWidth: 81.5 inHeight: 65.7 inPassenger volume: 96 ft3Cargo volume: 32 ft3Curb weight (C/D est): 4800 lb
PERFORMANCE (C/D EST) 60 mph: 3.8 sec100 mph: 9.1 sec1/4 mile: 12.2 secTop speed: 178 mph
EPA FUEL ECONOMY Combined/city/highway: 18/15/22 mpg

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It was inevitable that the Chevrolet Bolt electric hatchback would eventually spawn a more SUV-like variant such as the 2022 Bolt EUV (that’s short for electric utility vehicle). The regular Bolt model, which also refreshed for 2022, is a proven small, affordable EV with competitive range. The Bolt’s tall-hatch design already gave off faint whiffs of the utilitarian vibe that today’s consumers gravitate to, but the EUV version takes it a step further with a larger footprint and more SUV-like styling.
To be clear: The EUV isn’t drastically different from the regular Bolt. Both ride on the Bolt’s BEV2 platform and have an electric motor powering the front wheels. Think Bolt plus as the EUV still seems a bit small and narrow for a compact crossover. Six inches are added to the standard Bolt’s overall length and about three inches to its wheelbase, which can be seen in the length of the rear doors and the increased rear-seat legroom. The rear seat is now accommodating enough to be useful for adults on a regular basis, even if they still won’t be able can’t cross their legs and may complain about the lack of air vents. Overall width, height, and track also are up a smidge, although the EUV’s 16 cubic feet of cargo space is strangely less than the Bolt EV’s 17.

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Chevrolet

2022 Chevy Bolt EUV Crossover Starts at $33,995

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The EUV’s styling is inoffensive and borrows heavily from the Bolt and Chevy’s larger Blazer and Trailblazer. What truly separates the EUV from the Bolt (and its non-Tesla competitors) is the available hands-free Super Cruise driver-assistance package—General Motors’s first EV and the first non-Cadillac vehicle to offer the system. Aside from a handful of fully loaded Launch Edition models, the feature is limited to the EUV’s top Premier trim as a $2200 option and includes three years of OnStar service. OnStar is required for the system to operate, so after three years you’d be paying for a monthly subscription if you want to keep Super Cruising.
Chevy structured our short, mostly highway drive to showcase the Super Cruise system, which remains impressive in its ability to stay in its lane and to cover long stretches of divided highway with no driver input, provided the driver-facing camera and infrared sensors determine you’re paying attention to the road. Look away for too long and the system starts beeping, the lights in the top of the steering wheel rim begin to flash, and with the help of OnStar telematics, the car will eventually activate its hazard lights and pull to a stop. Due to the Bolt’s older electrical architecture versus GM’s more advanced EVs, such as the upcoming GMC Hummer and Cadillac Lyriq, the EUV’s Super Cruise setup doesn’t support automatic, one-touch lane changes. But we imagine the capability of the basic system will be a draw for many potential EUV buyers.

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Chevrolet

We’ve yet to drive the 2022 Bolt EV, so we can’t say how differently the EUV goes down the road, if at all. Its brake pedal is pleasantly firm, the action of its steering is linear if devoid of feel, and its relatively low center of gravity lends it a secure, planted feel around corners. Motivation comes from a familiar electric motor rated for 200 horsepower and 266 pound-feet of torque that is fed electricity from a 65.0-kWh battery pack. Weighing about 100 pounds more than the standard Bolt, we estimate the 3700-pound EUV should get to 60 mph in about 7.0 seconds. The electric motor’s low-end pull is strong, which allows it to surge away from stoplights and overtake slower traffic on the highway with more verve than its 200 horses suggest. We particularly like the EUV’s regenerative-braking setup, which allows its driver to choose between very little regen by default, an on-demand paddle on the steering wheel that can bring the car to a stop, or full one-pedal operation via a button on the center console that remains active between startup cycles.
The Bolt EUV’s cabin is easy to see out of and fairly quiet at speed. We could feel and hear impacts from suburban Detroit’s larger frost heaves and pavement seams, but overall ride comfort is good. Poke around the new-if-somewhat-sober interior and you’ll notice that Chevy has replaced the previous Bolt’s funky electronic joystick shifter with a row of simpler shift buttons. There’s also a new 8.0-inch information display in the gauge cluster and a central 10.2-inch touchscreen, both of which are nicely rendered and intuitive to navigate.
Wireless Android Auto and Apple CarPlay connectivity are standard, as is an inductive-charging pad that’s optional on the regular Bolt. But you’ll have to pay extra for heated and ventilated front seats and heated outboard rear seats, which is something you want considering how much electricity turning on the heat requires. Active-safety-wise, forward collision warning, automatic emergency braking with pedestrian detection, and lane-departure warning and assist all are included. Rear cross-traffic alert, a surround-view camera system, and adaptive cruise control are available, depending on the model.

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Chevrolet

GM estimates the Bolt EUV’s range at 250 miles, which is nine miles short of the distance it quotes for the smaller hatchback. We have found that the Bolt’s EPA range is quite accurate. Plugged into a 240-volt outlet, the battery is said to take seven hours to fully recharge from a fully discharged state. Both ’22 Bolt models feature standard DC fast-charging capability, with the 55-kW maximum charge rate able to replenish the EUV with up to 95 miles of range in 30 minutes. For comparison, both the Hyundai Kona Electric and Kia Niro EV can recoup electrons at a faster rate (up to 100 kW), but they also cost considerably more than the EUV’s base price of $33,995. The EUV’s price is some $3500 less than the $37,495 starting price of the 2020 Bolt hatchback. The 2022 Bolt’s price is down to $32,990.
In addition to its recent tie-up with EVgo to expand the nation’s public charging network, GM is hoping to entice more buyers into the EV fold by offering to cover some of the initial installation costs of installing a Level 2 connection in the home for eligible buyers of either 2022 Chevy Bolt model. Which seems like a worthwhile benefit considering a Super Cruise-equipped EUV will top $40,000. The Bolt EUV may not be the crab-walking, 1000-hp Hummer EV that many are excited for GM to deliver, but it brings the Bolt closer to having mainstream appeal.

Specifications

Specifications
2022 Chevrolet Bolt EUV
VEHICLE TYPE front-motor, front-wheel-drive, 5-passenger, 4-door hatchback
BASE PRICE $33,995
MOTORS permanent-magnet synchronous AC, 200 hp, 266 lb-ft; 65.0-kWh lithium-ion battery pack
TRANSMISSION direct drive
DIMENSIONS Wheelbase: 105.3 inLength: 169.5 inWidth: 69.7 inHeight: 63.6 inPassenger volume: 99–100 ft3Cargo volume: 16 ft3Curb weight (C/D est): 3700 lb
PERFORMANCE (C/D EST) 60 mph: 7.0 sec1/4 mile: 15.5 secTop speed: 95 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 113/122/104 MPGRange: 250 miles

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This is a story about a hole, specifically the one concealed by the rear hatch of the new 2021 Porsche Taycan Turbo S Cross Turismo. We point this out because the rest of the car is largely the same Tesla-fighting high-performance electric four-door platform that bowed for the 2020 model year.
For several years now, Porsche has applied its Sport Turismo wagon treatment to versions of the Panamera four-door. A similar formula applies to the Cross Turismo variant of the recently introduced Taycan: new rear fenders, a longer roof, and, in the case of the Taycan, a new rear hatch in place of a trunk. Porsche has yet to release full details of the car, but it also features subtle moldings around its wheel arches and the standard air springs will likely provide a bit more ground clearance than the Taycan sedan. We’ve yet to drive a production model, but we did get a brief stint in a European-spec prototype, which was in California for photography ahead of its on-sale date this summer.

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One of the legendary slices of road in Southern California is a chunk of Sunset Boulevard that runs from the 405 freeway east through Beverly Hills, alongside Bel Air, and down to the pink glamour of the Beverly Hills Hotel. It’s approximately the same route used to film the notorious Ferrari versus Porsche race in the 1984 film Against All Odds. And with traffic lightened by COVID-19 lockdowns, it was a good afternoon to be on that stretch of pavement.

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Porsche

Sunset Boulevard dips, banks, and generally feels perfect for the Taycan Turbo S. The car deftly manages its tonnage through sweeping corners. It squirts through traffic with instant electric torque, and the Taycan dominates the West Los Angeles zeitgeist by being both a badass Porsche and a virtuous electric. The addition of a fifth door does nothing to affect the Taycan Turbo S’s performance credentials. While the Turbo S’s drivetrain is just as quiet in the Cross Turismo as it is in the sedan, the open cargo area does seem to make the noise from the tires slightly more audible. But it will also offer far more space than the sedan’s 16-cubic-foot trunk.
We expect the Cross Turismo model to weigh just slightly more than the over-5000-pound Turbo S sedan. But any difference between how the two body types handle was undetectable on our short drive. The Taycan, unlike many other electrics, isn’t imbued with the type of strong regenerative braking when lifting off the throttle that allows for one-pedal operation. Porsche wanted the Taycan to feel much like its other models, which means using the brake pedal to engage the regen function and the very capable friction brakes.
The substance of the Turbo S model’s awesomeness centers on its two electric motors—one at the front axle and one just behind the rear axle. Filling the space between them is a tray holding 396 battery cells delivering electric current at 800 volts. In normal operation, that’s good for 616 horsepower, but activate the overboost feature with launch control engaged and the output briefly jumps to 750 horses. Torque is simply astonishing, with 774 pound-feet present in overboost from the moment the motors start turning. From our previous testing experience, the Taycan Turbo S sedan warps to 60 mph in 2.4 seconds and obliterates the quarter-mile in 10.5 seconds at 130 mph. A small reduction to the Turbo S sedan’s 192-mile EPA-rated range is expected.

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Porsche

Let us acknowledge here that there is no actual boost involved in any electric car, and that the Taycan’s Turbo S modifier stems from Porsche’s glorious internal-combustion past (and present). There are no turbochargers in the Taycan Turbo S. If that bothers you terribly, but you still want a low-slung Porsche with an adult-habitable back seat, migrate across the showroom to the Panamera lineup. Those come with actual turbos.
The catch with the Porsche Taycan Turbo S Cross Turismo has nothing to do with its substance and everything to do with its price. To take this brilliant machine home will surely require spending even more than the Turbo S sedan’s $186,350 entry fee. Plan on $200K or so if you indulge in Porsche’s seemingly endless list of options. That may not make the Taycan Turbo S a value proposition, but it is the best driving electric four-door you can currently buy. The big hole in the back of the Cross Turismo just makes it a little more versatile.
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