Evelyn Reynolds

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Michael SimariCar and Driver

Chassis engineers have a tough and largely thankless job. Ride quality remains in a long-standing feud with handling, and the engineers’ job is to negotiate a peace that works for the vehicle and for the customer. After driving the 2020 Macan GTS, we’d say that Porsche’s engineers deserve a Nobel Peace Prize for brokering such a satisfyingly sporty compromise.

HIGHS: Balanced chassis, steers like the sports cars, refined ride.

There’s nothing particularly exotic about the suspension hardware. The Macan GTS comes standard with air springs paired to Porsche’s Active Suspension Management (PASM) adaptive dampers. The two are tuned and work to smooth broken pavement, and despite the optional 21-inch wheels with small sidewalls, the suspension never crashes or sends ugly vibrations through the structure. With the push of a console-mounted button (or a turn of the steering wheel-mounted dial, part of the $1360 Sport Chrono package), the dampers tighten just enough up to savagely attack corners. At the test track, the Michelin Latitude Sport 3 tires stick with stability up to the high 0.94-g lateral limit.

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Michael SimariCar and Driver

Porsche Macan S Is Familiarly Brilliant

Tested: New Macan Turbo Remains an SUV Benchmark

Responsive and accurate steering seems to have been plucked right from a 718 GTS. Our German-spec test vehicle came equipped with the optional PSCB tungsten-coated brake rotors ($3490) that can be identified by their mirrored finish and white brake calipers. Porsche continues to dial in the pedal feel of this system. When it debuted on the Cayenne, the brakes felt grabby with too much initial bite. On the GTS, the brakes react with a firm and linear stroke. Stops from 70 mph occur in a sports-car-like 155 feet.

LOWS: The engine lacks the punch and character of competitors, smallish rear seat, pricey.

While we like the Macan GTS’s chassis, the powertrain isn’t as inspiring. The GTS uses the same twin-turbocharged 2.9-liter V-6 found in the Macan Turbo, tuned down from 434 horsepower to 375 horsepower in GTS trim. Porsche’s V-6 lacks the character and punch of the BMW X3 M’s twin-turbo 3.0-liter inline-six and the angry exhaust of Mercedes-AMG’s twin-turbo 4.0-liter V-8 that powers the GLC63. The GTS sprints from zero to 60 mph in 3.9 seconds and rips through the quarter-mile in 12.6 seconds at 107 mph—a Macan Turbo is 0.4 second quicker in both measures. Some credit for those stellar times goes to the seven-speed dual-clutch automatic’s launch-control system that revs the engine to 4600 rpm before engaging the clutch.

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Michael SimariCar and Driver

The Macan GTS starts at $72,650, a hefty $12,300 less than the Turbo. Spotters will be able to differentiate the Macan GTS by its blacked-out exterior trim and tinted LED light housings in the front and rear. On the inside, the interior is largely unchanged since the 2018 refresh. We particularly liked the faux-suede coverings on the door panels and center console as well as the inserts of the more aggressively bolstered, GTS-exclusive power seats. A lengthy list of options awaits buyers, and our test GTS came lavishly equipped at $98,160.
Buyers will also have to accept a smallish rear seat in the Macan. Adults won’t be very comfortable back there. But if the Macan is replacing a sports car, that’s an easy compromise to make. If you’re coming from a more spacious SUV, bending on the Macan GTS’s rear-seat space brings the reward of a sublime ride-and-handling compromise that seems more than worth it to us.

Specifications

Specifications
2020 Porsche Macan GTS
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE AS TESTED $98,160 (base price: $72,650)
ENGINE TYPE twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement 177 in3, 2894 cm3Power 375 hp @ 6700 rpmTorque 383 lb-ft @ 1750 rpm
TRANSMISSION 7-speed dual-clutch automatic
CHASSIS Suspension (F/R): multilink/multilinkBrakes (F/R): 15.4-in vented, tungsten-carbide-coated disc/14.0-in vented, tungsten-carbide-coated discTires: Michelin Latitude Sport 3, F: 265/40R-21 101Y N2 R: 295/35R-21 103Y N2
DIMENSIONS Wheelbase: 110.6 inLength: 184.5 inWidth: 76.1 inHeight: 63.0 inPassenger volume: 96 ft3Cargo volume: 18 ft3Curb weight: 4468 lb
C/D TEST RESULTS 60 mph: 3.9 sec100 mph: 10.8 sec130 mph: 20.5 sec150 mph: 33.4 secRolling start, 5–60 mph: 4.9 secTop gear, 30–50 mph: 2.7 secTop gear, 50–70 mph: 3.6 sec1/4 mile: 12.6 sec @ 107 mphTop speed (mfr’s claim): 162 mphBraking, 70–0 mph: 155 ftBraking, 100–0 mph: 306 ftRoadholding, 300-ft-dia skidpad: 0.94 gStanding-start accel times omit 1-ft rollout of 0.2 sec.
C/D FUEL ECONOMY Observed: 20 mpg75-mph highway driving: 27 mpgHighway range: 530 miles
EPA FUEL ECONOMY Combined/city/highway: 19/17/22 mpg

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From the November 1979 issue of Car and Driver.
Soft, powdery Chrysler-proving­ grounds dirt is coming in the window. A choking pea-soup fog churned up by four madly spinning tires engulfs Toyota’s LUV 4wd pickup as I wrestle it, bucking and howling, toward the rim of the Soup Bowl.
The Soup Bowl is part of Chrysler’s off-road-vehicle testing facility, a ravine that gouges ten stories deep into the overgrown Chelsea, Michigan, landscape. There are about a half-dozen trails out of the bowl, some as steep as 45 percent. From the top, you feel as though you were standing in the upper deck of Yankee Stadium. The people at the bottom look very small.

Every Off-Road-Ready Truck and SUV for 2020

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Chrysler has generously allowed us access to its off-road preserve so that we might get better acquainted with the first two efficiency-era off-road trucks: the Toyota 4wd and Chevrolet LUV four-by-four mini-pickups. It never even occurs to us that this will also be an opportunity to roar, slide, bounce, wiggle, and thump through the Michigan countryside unmolested by the authorities. Not for a second.
One obvious fact marks these two Japanese-built pick-’em-ups as the first of tomorrow’s four-by-fours: they’re far more fuel-efficient than their much larger domestic counterparts. A LUV, for instance, will travel 20 EPA city miles on every gallon, about 25 percent farther than a comparably equipped full-grown Chevy pickup. The government, to no one’s surprise, has duly noted the fuelishness of Blazer-class rigs and will slowly legislate them out of existence with new 4wd fuel-mileage standards that start in 1980. And interest in the big rigs has already faded significantly, ever since OPEC first dialed back the flow of crude. If you have any doubt that mini-trucks are the answer, just try to find a dealer that has any in stock.

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Aaron KileyCar and Driver

It’s been that way ever since Subaru pioneered the tiny 4wd vehicle back in 1978 with its BRAT and 4wd wagon. But those were gentlemen off-road machines, transformed sedans intended for light-duty use. The LUV and the Toyota, on the other hand, are trucks, built with all the heavy-duty functionalism that that term implies.
Both of these trucks have been with us a while. Isuzu sent the LUV over from Japan at the beginning of 1979, and Toyota had its all-wheel-driver on the market in mid-year. If a 4wd pickup seemed like a good idea way back when fuel was flowing relatively freely, it’s positively inspired now.
Still, there’s more to their attractiveness than good fuel economy. Like their 2wd siblings, these 4wd trucks are lighter and more compact than the domestic pickups. The LUV, at 2780 pounds and 173.8 inches in length, is at least a half­-ton lighter and a foot and a half shorter than Chevy’s home-grown pickups. Numbers like these make the LUV and the Toyota more nimble, more maneuverable, and easier to park than the chunky full-sized brands.

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Aaron KileyCar and Driver

We have only one self-imposed restriction during the testing: we will not jump the trucks under any circumstances, because we have learned the hard way that production four-by-fours will twist themselves into scrap iron when you make like Evel Knievel.
The first event is Free-Form Driving Around, wherein we charge up and down every one of the Soup Bowl’s trails. The trucks throw up blinding clouds of dust that settle on every interior surface and pack dirt into our every pore. Hell, there’s even dirt in my teeth. But we do not jump the trucks.
Event number two is the first head-to­-head clash, a sophisticated off-road test thought up by technical trendsetter Don Sherman. It’s called Let’s Race Up That Hill. Time and again we attack the slopes, with front hubs locked, transfer cases in low range, and gear levers in first. Door handle to door handle, we scrabble up the steep, soft grades, the trucks bucking and jumping and throwing rooster tails of dirt—sometimes into the cabs. Now and again the trucks get hung up and slither sideways toward each other. We even race up the hills backwards in our search for a winner—but mostly just for the fun of it. And it is fun, rollicking good fun, punctuated with howling tires and howls of laughter. Amazingly enough, only once is there body contact, and it’s light.

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Aaron KileyCar and Driver

The first confrontation is judged a draw. Both trucks seem to have equal helpings of traction and climbing prowess, though the Toyota does exhibit the more colorful climbing style: the fuel system, for some mysterious reason, starves intermittently, causing the engine to surge on and off at full throttle, and the chassis jackhammers whenever the tires lose their grip. The LUV, by comparison, is much more sedate—but no more adept.
Four-wheel-drive trucks, of course, are expected to do much more than just climb out of ravines. So to deepen our understanding of these two mini-mites, a change of venue is called for. Chrysler, you may know, builds tanks for the government—and they have to test them somewhere, right? The “somewhere” turns out to be a perfect site for a trail-riding comparison.

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Aaron KileyCar and Driver

The tank-testing course is a twenty ­foot-wide, serpentine swath cut from the undergrowth, twisting and turning in a mile-long loop. The surface ranges from ankle-deep sand to hard-packed dirt. The loop is bounded by trees, shoulder-high banks, and ditches, while the center of the trail—the part that passes under a tank’s belly—rises high enough to form a natural divider between the outer and inner lanes in some places. It’s high enough to flip a truck.
The able Mr. Sherman again hits on an excellent test procedure. “Let’s race,” he suggests. And race we do, in 2wd this time—it’s easier to hang the tail out in the corners—on what could easily pass for a special stage in a pro rally. We bounce, wallow, tilt, slide, and buck furiously around the course, whipping the dust into a smoke screen; at times I can’t so much as see the end of my hood.

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Aaron KileyCar and Driver

The Toyota’s lighter and quicker power steering makes feverish steering corrections easier, but its added height and resulting tippiness—it’s five inches taller than the LUV—make it more intimidating to drive hard. The power difference between the two doesn’t even come into play. The result is another dead heat.
The afternoon’s foray in, around, and through the wilds of Chelsea has led us to the surprising conclusion that, in the brush, neither truck is more capable or more fun than the other. Their relative equality is especially curious considering the differences in their designs and specifications. The Toyota went in as the overdog, and one look will tell you why: it’s as macho as the Duke was, standing tall enough to look a Blazer right in the eye. (We later discovered that it actually offers 1.5 inches less ground clearance than the LUV.) The Toyota’s 2.2-liter four has fifteen more horsepower and 27 more pound-feet of torque than the LUV’s 1.8-liter engine. And the Toyota sports 15-inch mud-and­-snow tires as opposed to the LUV’s 14-inchers. Nevertheless, the trucks’ tractive abilities and general off­road manners were as close as you’II ever find in two competing makes. Both were a ball to bash around in, and both stood up to our rambunctious romping without so much as a trace of fatigue. We hereby pronounce them fit for enthusiast use, and every bit as rugged as the Essex-class rigs of yore.

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Aaron KileyCar and Driver

All of this fun in the woods, however, makes it all too easy to forget that there’s a flip side to this story. Most off­-road vehicles spend the vast majority of their time on the road. And that’s just why we devoted but a single day to our off-road extravaganza. We lived with the trucks on the street for weeks.
Unfortunately, neither of these trucks takes very well to the civilized life. In fact, few vehicles have spent more nights in the company parking lot than these two. If annoying traits were worth money, these two would cost a fortune: they accelerate as though loaded with a ton of bricks, they make your ears ring on the highway, and, worst of all, they have no affinity whatsoever for paved surfaces. They show their contempt for hard corners by lurching unnervingly and lifting their inside rear wheels in the fire-hydrant salute. And they both ride, well, like trucks, though the Toyota is by far the bigger pain in the butt—literally. Our test Toyota acted as if it had concrete for springs and wrought iron for shocks, bucking and jerking over every crack, wave, and bump in the road. It was otherwise easy to maneuver, nicely trimmed, and more than roomy enough, but the feeling that we were inside a giant Shake ‘n Bake bag took all the fun out of it. To be fair, Toyota tells us the long-bed, 110-inch ­wheelbase version rides better. But none was available for comparison, so we really can’t speak to the validity of that claim.

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Aaron KileyCar and Driver

The LUV, by comparison, had a more sophisticated way of dealing with the paved terrain. Its independent front suspension did a much better job than the Toyota’s solid-axle-leaf-spring arrangement. But we still can’t think of a sedan that’s as rough-riding as the LUV. And while the LUV doesn’t have any glaring faults, it does suffer because of the cumulative effect of a few smaller problems: the steering is heavy and slow, the engine is positively anemic, and the cab is cramped for six-footers.
About the only thing these two do well on the street is hauling. Then they’re just wonderful. Both trucks’ payload capacities—the combined weight of passengers and cargo—are in the 1100-pound range. That’s a few hundred pounds less than larger four-by­-fours can carry, but unless you make a habit of hauling around bridge abutments, it ought to suffice.

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Aaron KileyCar and Driver

The “Michigan stopper” is what tractor pullers call a transfer: 43,000 pounds of movable weight that can be gradually applied to a skid that claws into the good earth. Properly adjusted, a transfer can develop enough resistance to stop a 2000-hp competition pulling tractor in its tracks. The stopper belongs to the Michigan Tractor Pullers, Inc., an association that promotes tractor-pulling events in the Midwest. They’ve agreed to help us with this final event, a head-to-head test of sheer pulling strength that’s about as subtle as arm-wrestling. Oh, sure, we know hooking a 4wd mini-pickup to a tractor-pull transfer sounds crazy. That’s because it is crazy.
It takes quite a bit of figuring and testing and adjusting for the Pullers to lower the transfer’s resistance enough so that our mini-mites can budge it. That done, the trucks grunt out a couple of runs each. Power talks, and theToyota chugs its way to the 56-foot mark before stalling out, exhausted. The LUV can manage only an agonizingly slow 30-foot pull.
Then someone jumps a truck. During a jaunt around the Saline Community Fairgrounds, one of the Michigan Pullers runs the Toyota off the end of a loading dock or something. He returns with the front axle pretzeled, but the truck is still drivable. Oh well, we tried to be good.
The new generation of 4wd pickups has proved itself as able as the old guard in most respects. The Toyota and LUV four-by-fours are trucks through and through: rugged, a blast in the out-back, terrific for hauling gear, and lousy car substitutes.
So there’s no need to worry about the future of four-wheeling in an energy-conscious world. The first of the new economical breed are here, and they are good. We confidently predict that tomorrow’s off-road rider will find his trails happy and his trucks fit.

Specifications

SPECIFICATIONS
1979 Toyota 4WD
VEHICLE TYPEfront-engine, rear-/4-wheel-drive, 2-passenger, 2-door pickup
PRICE AS TESTED$6,702 (base price: $6,200)
ENGINE TYPESOHC 8-valve inline-4, iron block and aluminum head, 1×2-bbl Aisan carburetionDisplacement: 134 in3, 2189 cm3Power: 95 hp @ 4800 rpmTorque: 122 lb-ft @ 2400 rpm
TRANSMISSION4-speed manual
CHASSISSuspension (F/R): live axle/live axleBrakes (F/R): 11.8-in disc/10.0-in drumTires: Dunlop Snow Cruiser 78, H78-15
DIMENSIONSWheelbase: 102.2 inLength: 171.1 inWidth: 66.5 inHeight: 65.9 inCurb weight: 2920 lb
C/D TEST RESULTS30 mph: 4.0 sec60 mph: 14.3 sec80 mph: 32.7 sec1/4 mile: 19.8 sec @ 69 mphTop speed: 88 mphBraking, 70–0 mph: 214 ft

1979 Chevrolet LUV
VEHICLE TYPEfront-engine, rear-/4-wheel-drive, 2-passenger, 2-door pickup
PRICE AS TESTED$7586 (base price: $6,247)
ENGINE TYPESOHC 8-valve inline-4, iron block and aluminum head, 1×2-bbl Hitachi carburetionDisplacement: 111 in3, 1817 cm3Power: 80 hp @ 4800 rpmTorque: 95 lb-ft @ 3000 rpm
TRANSMISSION4-speed manual
CHASSISSuspension (F/R): control arms/live axleBrakes (F/R): 9.8-in disc/10.0-in drumTires: BF Goodrich All-Terrain T/A, F70-14
DIMENSIONSWheelbase: 102.4 inLength: 173.8 inWidth: 63.0 inHeight: 60.8 inCurb weight: 2780 lb
C/D TEST RESULTS30 mph: 4.3 sec60 mph: 16.3 sec80 mph: 37.9 sec1/4 mile: 20.6 sec @ 67 mphTop speed: 88 mphBraking, 70–0 mph: 222 ft

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The previous-generation Mercedes-Benz GLA250 seemed conflicted about what it should be. It paired a carlike seating position and sporty hatchback driving verve with semi-butch exterior styling, and the result was a confusing product that failed to hit either mark. This time around, Mercedes decided to nudge the GLA closer to conventional crossover proportions, and that move paid off. The 2021 GLA is a more fully realized product, and it’s all the better for it.

HIGHS: Increased passenger and cargo space, sharp handling, modernized features.

Leaning into the SUV side of things strikes us as a smart move, as it means that the new GLA250 aims at the heart of the subcompact luxury SUV market by providing a more relaxed and more practical package. The roofline is still slightly lower than the angular GLB’s, but the expanded dimensions provide more space for people and cargo while aligning with the mini-SUV aesthetic.

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Mercedes-Benz

All Grown Up
For 2021, the GLA250 is for a more mature client. The suspension delivers a comfier ride that doesn’t punish occupants over potholes. And yet despite this softening, the GLA maintains much of the last generation’s lively handling, and its steering is just as crisp as we expected. BMW’s X1 and X2 SUVs offer a higher level of driving acuity, but the Mercedes still offers a satisfying experience behind the wheel.

Mercedes-Benz’s GLA250 Grows Up

2021 Mercedes-Benz GLA-Class Caps Entry-Level Line

2021 GLA45 Shows AMG’s Wild Side

Whereas the old model felt like a car from behind the wheel, the 2021 GLA has a taller seating position that gives it a more upright feel. A major complaint with the last GLA-class was its tight rear-passenger area and compact cargo compartment. The new model’s increased height and width makes the rear seat feel significantly more spacious, and six carry-on suitcases fit in the cargo area, one more than the last generation.

LOWS: Not as quick as the last generation, fussy infotainment touchpad, confusingly similar to a GLB.

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Mercedes-Benz

Our test car—a well-equipped GLA250 4Matic that carried a sticker price of $49,310—came with the optional instrument panel featuring two 10.3-inch monitors, one serving as a reconfigurable instrument cluster and the other handling infotainment functions. This setup is found across the Mercedes-Benz lineup and gives the GLA an appropriately modern feel. The large displays are part of the Premium package ($1750), but the base model’s 7.0-inch screens serve the same purpose. Mercedes’s latest MBUX software interface is standard, for better or worse, and offers voice and touchpad controls—although we prefer to simply touch the display itself to interact with the system.
Cooled Jets
Quietly and smoothly toiling away under the GLA250’s hood is a turbocharged 2.0-liter inline-four that’s shared with the CLA-class sedan and the GLB-class SUV. It makes 221 horsepower and 258 pound-feet of torque and is paired to an eight-speed dual-clutch automatic transmission and, in the case of our test vehicle, all-wheel drive. (The non-4Matic model is front-wheel drive.) On the road, the GLA250 feels perky and quick, but its performance at our test track proved that it isn’t as rapid as the 2018 model we tested, which skipped to 60 mph in 5.7 seconds.

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Mercedes-Benz

The 2021 GLA250’s acceleration numbers are still competitive, though. It went from zero to 60 mph in 6.3 seconds, just 0.1 second behind the last X2 we tested. The Mercedes is also neck and neck with the BMW through the quarter-mile, with the GLA posting a 14.8-second ET while hitting 94 mph. The X2 matches that time but falls 1 mph short of an outright tie. If the GLA250’s restrained performance doesn’t stir your sloejito, Mercedes is offering two AMG-tuned versions for this generation—the 302-hp GLA35 and the even hotter 382-hp GLA45.
The existence of the AMG-branded GLAs allows Benz to tune the 250 model for refinement and practicality while still offering the niche buyer a more performance-oriented option. Although the redesigned GLA250 has lost some of its sporty character in the transition to its second generation, it’s now a more compelling package thanks to improvements in nearly every other substantive metric.

Specifications

Specifications
2021 Mercedes-Benz GLA250 4Matic
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE AS TESTED $49,310 (base price: $39,280)
ENGINE TYPE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement 122 in3, 1991 cm3Power 221 hp @ 5500 rpmTorque 258 lb-ft @ 1800 rpm
TRANSMISSION 8-speed dual-clutch automatic
CHASSIS Suspension (F/R): struts/multilinkTires: Continental ProContact GX SSR, 235/50R-19 99H M+S
DIMENSIONS Wheelbase: 107.4 inLength: 173.6 inWidth: 72.2 inHeight: 63.4 inCargo volume: 15 ft3Curb weight: 3689 lb
C/D TEST RESULTS 60 mph: 6.3 sec100 mph: 17.2 secRolling start, 5–60 mph: 6.9 secTop gear, 30–50 mph: 3.8 secTop gear, 50–70 mph: 5.0 sec1/4 mile: 14.8 sec @ 94 mphTop speed (mfr’s claim): 130 mphBraking, 70–0 mph: 181 ftRoadholding, 300-ft-dia skidpad: 0.86 g
Standing-start accel times omit 1-ft rollout of 0.4 sec.
EPA FUEL ECONOMY Combined/city/highway: 27/24/33 mpg

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Michael SimariCar and Driver

Smack in the middle of Mercedes’s engine lineup for the updated 2021 GLE-class is the brand’s turbocharged 3.0-liter inline-six. Set against the standard 255-hp turbocharged 2.0-liter inline-four and AMG’s twin-turbo 4.0-liter V-8 with more than 600 ponies, the six’s smoothness and easy power make it a standout in the GLE53 coupe model.
The turbocharged six features a 48-volt motor-generator that delivers the 3.0-liter a silky smooth auto stop-start system and also fills in the gaps between nine-speed automatic transmission’s gear changes. The 48-volt system also powers an electric supercharger that helps feed boost before the turbocharger wakes up. The hybrid/supercharger combo yields a low-rpm surge that helps get the 5322-pound GLE off the line with satisfying authority.

HIGHS: Refined and silky inline-six, punchy acceleration, modern and high-budget interior.

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Michael SimariCar and Driver

Total engine power comes in at 429 horsepower and 384 pound-feet of torque, numbers that fit in neatly between the GLE350’s 255 horsepower and the monstrous GLE63 S Coupe’s 603 ponies. The run to 60 mph takes 4.7 seconds, and the quarter-mile mark falls in 13.4 seconds at 103 mph. For something with abundant power and sporting intentions, top speed is limited to a not-so-AMG 112 mph.
A GLE53 opens at $77,495, but a list of options the size of a CVS receipt brought the total to $104,460. If that makes you think you’d rather forgo a host of options and instead spend an extra $10,000 to get a base $114,945 V-8-powered GLE63 S with a 3.4-second time to 60 mph, well, you’re not alone.

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Michael SimariCar and Driver

Tested: AMG GLE63 S Hits 60 in 3.4 Seconds

Mercedes GLE vs. BMW X5, Audi Q7, Porsche Cayenne

Fit and finish is certainly up to a six-figure standard. The digital cluster can be configured in a number of ways, from classic to ’80s video game. Compared to the GLE without a sloping roofline, there’s a five cubic-feet loss of cargo space behind the second row and 12 fewer cubic feet with the rear seats folded. From the driver’s seat, the view is identical to the regular GLE. There’s an expansive one-panel, two-screen infotainment setup running across the dashboard. Interacting with it can be done in a number of ways: You have the screen itself, which is touch sensitive, a touchpad ahead of the center armrest, and steering-wheel controls You can also wave your hand to control volume and skip songs, or you can summon the voice-control assistant by saying “Hey, Mercedes,” and then asking a question or stating a command.

LOWS: Opting for the coupe version costs $4150 and reduces practicality, optional extras can bring the total to more than six figures, BMW offers a twin-turbo V-8 at this price point.

Despite massive, staggered 22-inch wheels wrapped with steamroller Yokohama Advan Sport 107V summer rubber, when left in Comfort mode the GLE53 soaks up Midwestern roads in stride. Switching to Sport firms things up but not to the point of abuse. It’s best to save the very firm Sport Plus mode for newly paved roads. Pressed hard into corners, the GLE never feels unstable or tippy. Body roll is kept in tight check in Sport and Sport Plus, but at 0.88 g the lateral grip isn’t up to snuff with its competition despite the Yokohama summer tires. There’s not a ton of feedback through the steering, but if that’s what you crave, we might point you over to the Porsche store.

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Michael SimariCar and Driver

In addition to Porsche’s Cayenne coupe, the GLE53 will face the BMW X6 M50i and Audi Q8 in the let’s-call-it-a-coupe-even-though-it’s-clearly-a-four-door-SUV segment. In addition to the futuristic and plush interior, the GLE53’s inline-six distinguishes it from the competition. While it lacks the punch and power of the X6 M50i’s stunning V-8, the Benz’s engine has silken refinement and an electrically assisted power delivery that the V-6s from Porsche and Audi can’t match. Take it easy on the options, and the GLE53 carves out a space for itself below the mighty GLE63 S, or save yourself $4150 and buy the GLE53 with the regular roofline.

Specifications

Specifications
2021 Mercedes-AMG GLE53 Coupe
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE AS TESTED $104,460 (base price: $77,495)
ENGINE TYPE supercharged, turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement 183 in3, 3000 cm3Power 429 hp @ 6100 rpmTorque 384 lb-ft @ 1800 rpm
TRANSMISSION 9-speed automatic
CHASSIS Suspension (F/R): multilink/multilinkBrakes (F/R): 15.8-in vented, cross-drilled disc/13.6-in vented discTires: Yokohama Advan Sport 107V, F: 285/40R-20 111Y MO 1 R: 325/35R-22 114T M0 1
DIMENSIONS Wheelbase: 115.6 inLength: 195.3 inWidth: 79.4 inHeight: 67.7 inCargo volume: 28 ft3Curb weight: 5322 lb
C/D TEST RESULTS 60 mph: 4.7 sec100 mph: 12.5 secRolling start, 5–60 mph: 5.7 secTop gear, 30–50 mph: 3.4 secTop gear, 50–70 mph: 4.0 sec1/4 mile: 13.4 sec @ 103 mphTop speed (governor limited): 112 mphBraking, 70–0 mph: 156 ftRoadholding, 300-ft-dia skidpad: 0.88 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
C/D FUEL ECONOMY Observed: 18 mpg75-mph highway driving: 26 mpgHighway range: 580 miles
EPA FUEL ECONOMY Combined/city/highway: 20/18/23 mpg

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Jessica Lynn WalkerCar and Driver

If you didn’t rush out and buy a Toyota Supra last year, that’s okay. You still can. But now you’ll have to face a real-life game of “Would You Rather?” when it comes to propulsion: Would you rather have the 382-hp 3.0-liter inline-six or save $8000 and go for the new 255-hp 2.0-liter inline-four? For $4000 per extra cylinder, maybe just buy the four, slap some Celica badges on the thing, and own it.

HIGHS: BMW’s turbo four, lighter and $8000 less than the six.

Even down 127 horsepower on the six, the four-cylinder Supra is good fun. Its 295 pound-feet of torque boil up at 1550 rpm, helping the 2.0-liter feel brawny off the line. It’s helped by a curb weight some 170 pounds lighter than the six-cylinder Supra’s, a crash diet that prescribes both the cylinder removal and a smattering of good old-fashioned de-contenting. For instance, the four-cylinder model shares tire widths with the six—255s up front, 275s in back—but it rolls on 18-inch wheels instead of 19s. The front brake rotors are smaller, and the front calipers are single-piston units versus the six’s four-piston clampers. Its seats adjust manually rather than electrically. And Toyota also 86’d—no pun intended—the Supra’s electronically controlled limited-slip diff and adaptive dampers for 2.0 duty.

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Jessica Lynn WalkerCar and Driver

2021 Toyota Supra Makes Big Gains in Year Two

Tested: Supra 3.0 Gains Power and Refinement

At the test track, we measured a 4.7-second time to 60 mph, and the car covered the quarter-mile in 13.3 seconds at 104 mph. That’s a bit slower than the six’s 3.8-second 60-mph dash and 12.1-second quarter-mile time, but the four is quick enough to save face with your ruthless JDM crew. The power deficit does change the way the Supra drives, though—not just in terms of straight-line speed but its handling as well. You’re not going to easily boot the tail out in slow corners for fun like you can do with the 3.0-liter car.

LOWS: Four-cylinder sound, auto only, isn’t a four-cylinder Supra a Celica?

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Jessica Lynn WalkerCar and Driver

Given that the four-cylinder model is visually all but indistinguishable from its six-cylinder kin, it will make a more affordable case for the folks who are keen to start modding their cars five minutes after they get home from the dealer. There’s no aesthetic shame in the Supra’s four-cylinder game. And a typical “stage one” aftermarket treatment (new intake and exhaust and an engine-computer reflash) will likely edge the BMW four’s power output to over 300 horsepower.
But even in stock form, the 2.0-liter car is a quick, fun rear-driver. As it turns out, a four-cylinder Supra is still a Supra and still a lot of sports car.

Specifications

Specifications
2021 Toyota Supra 2.0
VEHICLE TYPE front-engine, rear-wheel-drive, 2-passenger, 2-door hatchback
PRICE AS TESTED $47,430 (base price: $43,945)
ENGINE TYPE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement 122 in3, 1998 cm3Power 255 hp @ 6500 rpmTorque 295 lb-ft @ 1550 rpm
TRANSMISSION 8-speed automatic
CHASSIS Suspension (F/R): strut/multilinkBrakes (F/R): 13.0-in vented disc/13.0-in vented discTires: Michelin Pilot Super Sport, F: 255/40ZR-18 (95Y) ★ R: 275/40ZR-18 (99y) ★
DIMENSIONS Wheelbase: 97.2 inLength: 172.5 inWidth: 73.0 inHeight: 51.1 inPassenger volume: 51 ft3Cargo volume: 10 ft3Curb weight: 3179 lb
C/D TEST RESULTS 60 mph: 4.7 sec100 mph: 12.1 sec130 mph: 18.8 secRolling start, 5–60 mph: 5.8 secTop gear, 30–50 mph: 3.2 secTop gear, 50–70 mph: 3.6 sec1/4 mile: 13.3 sec @ 104 mphTop speed (C/D est): 155 mphBraking, 70–0 mph: 151 ftBraking, 100–0 mph: 302 ftRoadholding, 300-ft-dia skidpad: 1.02 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
 EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 27/24/32 mpg

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Michael SimariCar and Driver

There are two generally accepted schools of thought when it comes to using pies as economic metaphors. In the first, the pie is growing, so there’ll be enough for everyone, and you can achieve your business and financial goals just by going along for the ride. In the second, the pie is the same size as it always has been and always will be, and the only way to succeed is to take more of it for yourself. However, automotive executives in charge of crossover development have long been operating on a third paradigm: the idea that there are new pies being baked all the time and that grabbing a slice of a new pie is paramount.

HIGHS: Spacious inside, subdued three-cylinder, comfortable ride.

The 2020 Encore GX is Buick’s slice of a new pie. It shares its name with the tiny Encore, but it’s a different vehicle altogether and plays in a new segment slotted above the old Encore, which continues on, and below best-sellers such as the Ford Escape, Honda CR-V, and Toyota RAV4. The GX offers a pair of three-cylinder powertrains, a comfortable interior, and plenty of cargo space. Buick reckons that the GX’s new segment—er, pie—will have 1.5 million customers worldwide.

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Michael SimariCar and Driver

A basic front-drive GX with a 138-hp 1.2-liter three-cylinder starts at $25,195, but add all-wheel drive, the 1.3-liter engine, the top Essence trim level, and a few more options, and you can get to our test car’s $35,720 price. Skip a few niceties, though, and it’s easy to come in at less than $30,000 for a well-equipped GX.

2020 Buick Encore GX Has Three-Cylinder Power

Buick Reveals More Details of 2020 Encore GX

2020 Buick Encore GX Priced Starting at $25,000

The GX isn’t very thrilling on paper. For starters, it’s a small crossover shaped like a potato. And even with the most powerful engine—a 1.3-cylinder with a nine-speed automatic and all-wheel drive—you only get 155 horsepower. It just doesn’t feel like that’s enough, and a 9.3-second run to 60 mph and a 17.0-second quarter-mile time aren’t even close to something we’d call quick. Merging onto a freeway from 50 to 70 takes a long 7.0 seconds, which is significantly slower than the far cheaper Hyundai Venue. At least the three-cylinder is quiet. At full throttle, it only raises its voice to 73 decibels, and a 70-mph cruise is a luxury-car-like 67 decibels, 2 quieter than the Chevrolet Trailblazer, which shares the Encore GX’s underpinnings and powertrains.

LOWS: Slow, not that much nicer than its less-expensive Chevrolet Trailblazer twin, a general lack of enthusiasm for existence.

We found ourselves working the tiny engine pretty hard to keep up with traffic. In our hands, it returned a lackluster 22 mpg, short of its EPA estimates of 26 city and 29 highway. It did better on our 200-mile loop at a steady 75 mph, where it hit 30 mpg.

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Michael SimariCar and Driver

Puny engine or not, the GX does shine in a number of areas. For starters, it’s significantly more spacious than the regular Encore. The GX has 24 cubic feet of cargo space behind the rear seats, 5 more than the Encore. The load floor can be adjusted up and down. There’s a movable and removable shelf in the cargo area that can make room for tall items. Our bet is most customers will leave that feature alone, but anyone who buys a ladder or moves across town will be grateful for the fold-flat front-passenger seat that allows long items to slide all the way to the dashboard. The GX also has a roomy rear seat, so the active-lifestyle buyer who Buick hopes will buy a GX can offer friends a comfortable ride to the trailhead, but a less Instagram-worthy life of Ubering seems more likely.
The GX comes equipped with the kinds of driver assistance and tech features that are increasingly expected. Forward-collision warning, automated emergency braking, and automatic high-beams are all standard. Adaptive cruise control, blind-spot monitoring, rear-cross-traffic assist, and a smattering of other convenience and safety tech are available. Buick has also partnered with Amazon to bring Alexa features into the car. Drivers who pair their phones via Bluetooth can get directions, make phone calls, and select and play audio using Alexa’s voice-recognition software. “Alexa, find the nearest pie shop.”

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Michael SimariCar and Driver

There are plenty of rational reasons to like the GX, but it fails to connect on an emotional level. The GX is boring. The ride is smooth, and the handling is controlled—we recorded 0.84 g of grip from the GX in our skidpad test—but it would never even occur to a GX driver to seek out a twisty road just for the fun of it. The three-cylinder’s torque peaks at 1600 rpm, so it moves off the line with some verve, but the engine’s enthusiasm runs out by about 4500 rpm. The design is entirely inoffensive, but it’s also bland. You’ll never look back at it after you park and think, “Hey, that’s a great-looking crossover.”
We realize that a lot of people buy boring cars. So we have every reason to believe that the Encore GX will succeed in taking a slice of this new pie. But you don’t have to buy a boring car. It’s okay to want more from your vehicle, even when that vehicle plays in this segment. Having fun and driving a practical crossover don’t have to be mutually exclusive. Just ask Mazda.

Specifications

Specifications
2020 Buick Encore GX AWD
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE AS TESTED $35,720 (base price: $27,095)
ENGINE TYPE turbocharged and intercooled DOHC inline-3, aluminum block and head, direct fuel injectionDisplacement 82 in3, 1338 cm3Power 155 hp @ 5600 rpmTorque 174 lb-ft @ 1600 rpm
TRANSMISSION 9-speed automatic
CHASSIS Suspension (F/R): struts/torsion beamBrakes (F/R): 11.8-in vented disc/10.4-in discTires: Hankook Kinergy GT, 225/55R-18 98H M+S TPC SPEC 3139 MS
DIMENSIONS Wheelbase: 102.2 inLength: 171.4 inWidth: 71.4 inHeight: 64.1 inPassenger volume: 92 ft3Cargo volume: 24 ft3Curb weight: 3335 lb
C/D TEST RESULTS 60 mph: 9.3 sec100 mph: 31.2 secRolling start, 5–60 mph: 10.1 secTop gear, 30–50 mph: 4.8 secTop gear, 50–70 mph: 7.0 sec1/4 mile: 17.0 sec @ 80 mphBraking, 70–0 mph: 174 ftRoadholding, 300-ft-dia skidpad: 0.84 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
C/D FUEL ECONOMY Observed: 22 mpg75-mph highway driving: 30 mpgHighway range: 390 miles
EPA FUEL ECONOMY Combined/city/highway: 28/26/29 mpg

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While America at large has fallen out of love with the station wagon, a small group of enthusiasts and devotees keeps the genre alive in the United States. It’s a mostly affluent crowd, with the remaining long-roof options coming from the likes of Volvo, Audi, and Mercedes-Benz. But even those holdouts have tacitly acknowledged that to sell Americans a wagon, you might need to pretend it’s something else, namely, a crossover. This means adding fender flares, body cladding, and off-road pretensions, as exemplified by the Audi Allroad and Volvo V90 Cross Country. Mercedes, which nobly resisted this trend (in the U.S., anyway), now recasts the faithful E-class wagon as the All-Terrain. Allroad, All-Terrain, all right, let’s bolt on the lift kit.

2021 Mercedes E-Class Wagon Succumbs to Cladding

Our Mercedes E450 Wagon Was a Love Story

The All-Terrain’s been available in Europe since 2017, but since it was diesel only, we didn’t get it in the U.S. The Volkswagen diesel scandal has terrified every German carmaker. Petrified by VW’s plight, Mercedes purged the All-Terrain’s diesels from the order sheets, and there went the car’s chances for a U.S. launch. But now Daimler’s added an attractive gasoline engine to its European lineup, and that’s the one that will be exported to the States. Meet the Mercedes-Benz E450 4Matic All-Terrain.
Compared to the lower version of the E-class—which lives on in the Mercedes-AMG E63 S model—the All-Terrain is distinguished by its increased ground clearance and its unpainted front, rear, and side cladding, which lends it a somewhat rugged appearance. The simulated underfloor protection, which Benz calls a “stylized skid plate” is executed in a mirror chrome finish.

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Mercedes-Benz

The E450 All-Terrain is not all show. Its minimum ground clearance is about two inches more than the 3.7 inches afforded by the 2020 wagon, and its air springs can raise the body to a higher level than on the regular E-class. There are two specific off-road drive modes that sense slippery and rough surfaces and react accordingly. While not a true off-roader, this car will be able to travel farther off pavement than most owners will ever dare to go. Dirt roads, mud, and snow can be more easily traversed in this E-class, and that capability could turn it into a favorite in zip codes that combine bad weather with high median income.
With the exception of the slightly elevated seating position, the All-Terrain’s on-road driving experience is virtually identical to that of the regular E450. The infotainment system and user interface have been significantly upgraded as well, but we have a particular gripe: Unlike the previous twist-and-push scroll knob, the new console-mounted touchpad lacks grace in operation, requiring constant corrections and far more driver attention. At least the central screen is touch sensitive, and you don’t need to learn a car-specific dialect to use the cloud-based “Hey Mercedes” voice command system. But we hear that Mercedes-Benz is contemplating bringing the pre-facelift system back to some markets, and we certainly hope the U.S. is among them.

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Mercedes-Benz

While a diesel would perfectly suit this wagon’s attitude, the hybridized inline-six on the E450 All-Terrain is a very appealing powerplant as well. Emitting a silky purr, it cranks out 362 horsepower and 369 pound-feet of torque channeled to all four wheels through Mercedes-Benz’s homegrown nine-speed automatic transmission. There’s also a 21-horsepower starter-generator dubbed EQ Boost that fills in low-end torque with an additional 184 pound-feet. All of this translates into quick reflexes and a sprint from zero to 60 mph in an estimated 5.0 seconds, despite the All-Terrain’s crossover-like heft (4600 pounds). Top speed is governed at 155 mph in Germany, but we suspect the inevitable all-season tires will serve as an excuse to keep U.S.-market models to a maximum of 130 mph.
The standard air springs help make the All-Terrain a supremely comfortable long-distance cruiser. The setup is on the plush side, but this car is happy to play in the corners as well. It’s spacious, too. At 194.8 inches long—half an inch longer than the GLE-class SUV—it offers plenty of space for all seats. Well, except maybe the third row, which faces the rear and folds out from the floor. Those two seats are best used as a perch from which kids can make faces at the driver behind you, in time-honored station-wagon fashion.

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Mercedes-Benz

As with the other E-classes, road and wind noise is effectively squelched, and the driving experience is altogether luxurious. The materials are of high quality, but we lament the fact that there’s no interior option that reflects the All-Terrain’s rugged pretensions. We mean, maybe not offer a hose-it-out interior, but surely they could hide a hatchet and a snakebite kit in there somewhere, or set up a collaboration with Jack Wolfskin. Outside, the colors are carried over from the regular E-class as well, and the 15-spoke wheels have about three times too many spokes for a rim that’s supposed to connote rough-and-ready outdoor adventures. It would be good if Daimler offered a few earthy colors and wheel designs that would look a bit more at home in the dirt.
It’s hard to say whether the E450 All-Terrain will make customers fall in love again with the station wagon. But we think it has a better chance than the regular wagon. And we think it is good enough to get a few GLE customers to reconsider how high they need to ride. We expect pricing to start near $70,000 when the All-Terrain makes it to dealers at the end of this year.

Specifications

Specifications
2021 Mercedes-Benz E450 4Matic All-Terrain
VEHICLE TYPE front-engine, all-wheel-drive, 7-passenger, 5-door wagon
ESTIMATED BASE PRICE $69,000
ENGINE TYPE turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement 183 in3, 3000 cm3Power 362 hp @ 6100 rpmTorque 369 lb-ft @ 1600 rpm
TRANSMISSION 9-speed automatic
DIMENSIONS Wheelbase: 115.7 inLength: 194.8 inWidth: 73.7 inHeight: 58.9 inCargo volume: 35 ft3Curb weight (C/D est): 4600 lb
PERFORMANCE (C/D EST) 60 mph: 5.0 sec100 mph: 12.5 sec1/4 mile: 13.4 secTop speed: 130 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 24/21/28 mpg

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Automakers have long played on often tangential connections between race cars and their roadgoing equivalents, but the similarities are rarely more than skin deep. Not here. The McLaren 620R is very much the real deal, effectively the company’s GT4 competition-spec racer modified just enough to make it street legal. You can even order it wearing factory-applied sponsor graphics.
Those who have the stamina to keep pace with McLaren’s relentless launch schedule will remember the company already made a track-focused version of the Sports Series: the 600LT. The LT was great fun to fling around a race circuit, but it did so as an enthusiastic amateur. The 620R is a professional, playing in a different league and possibly even a different sport.

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McLaren

McLaren 620R Makes Standard Sport Series Look Mild

The Great Compromise: McLaren 600LT vs. GT

Not that this is achieved without cost. On road, the 620R is close to terrible in terms of noise and refinement. The cabin is filled with buzz and vibration at even modest speeds—the carpet and glovebox have been removed to save weight, and the residual soundproofing keeps out noise about as well as a screen door would. Beyond the lack of a roll cage, the view from the driver’s seat is essentially identical to that from the GT4’s.
Even with the 620R’s motorsport-grade adjustable suspension fully softened—something that needs to be done by clicking a valve on the dampers rather than with a button on the console—the ride is punishing. Sitting in the tight-fitting carbon-fiber bucket seat over rough tarmac gives an experience similar to one of the more vigorous massage functions in a luxury sedan. Buyers in the United States will get an integrated roof scoop air intake as standard, one that adds a Darth Vader-ish induction roar to the sensory overload. Full credit to whoever at McLaren had the keen sense of humor to specify the car we drove with the Bowers & Wilkins speaker upgrade, a $4410 option. Beyond 50 mph, a $20 set of headphones would be a better choice.

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McLaren

Of course, the 620R is hugely fast but not significantly more so than any of McLaren’s many other hugely fast options. It uses the same 3.8-liter V-8 base engine as the 570S but turned up to produce 612 horsepower—50 more than the lesser car. McLaren says that the 620R will be able to blast its way from rest to 60 mph in 2.8 seconds, from zero to 124 mph in 8.1 seconds, and on to a top speed (with the adjustable wing in its lowest downforce setting) of 200 mph. At everyday road speeds the 620R feels as if it has barely woken up, with grip levels from the standard Pirelli P Zero Trofeo R tires huge enough to preclude any sane attempts to discover their limits. Good thing it’s easy to outpace your fellow motorists, since the vast wing removes a significant amount of rearward visibility.
Yet once in its natural environment—a racetrack—the 620R becomes truly special. McLaren is offering the option of Pirelli slick tires on the same-size 19- and 20-inch rims as the street-legal Trofeo Rs. This means that, providing they have sent the race tires ahead, owners can drive to a favored circuit, swap their wheels, manually crank up the dampers, and then head straight out. (It is possible to specify the three-stage adaptive dampers of the regular Sports Series in place of the motorsport units, but that largely misses the point of the car.)

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McLaren

On track—Norfolk’s fast-but-technical Snetterton circuit—the now slick-shod 620R proves itself to be more of a surgical tool than a blunt weapon. It feels every bit as quick as its raw performance numbers suggest. It actually has considerably more power than the GT4 racer it is based on, which always delivers less than 500 horsepower to comply with GT regulations meant to balance the various manufacturers’ performance. The 620R’s iteration of McLaren’s 3.8-liter V-8 might be the most savage-sounding one so far, loud and animalistic even when experienced through the padding of a helmet. Changes from the dual-clutch transmission are ferociously fast, and the carbon-ceramic brake rotors prove tireless under even the hardest use.

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McLaren

The slick tires offer a relatively modest increase in peak performance over the Trofeo Rs (a 4-percent improvement on lateral G, according to McLaren), but they are much more tolerant of prolonged high-speed loadings. Grip felt predictably huge once they had been brought up to temperature, but it was soon clear that the 620R was less than tolerant of mistakes caused by enthusiastic over-driving. Getting on the gas too early in Snetterton’s tighter turns resulted in apexes missed by some embarrassingly wide margins, although traction was tremendous and the stability through faster corners impeccable. Even with the rear wing in its intermediate setting and producing less than its peak 408 pounds of downforce, the additional grip afforded by the aerodynamics was evident.
Despite its zany decals, the 620R is lacking the sense of fun we’ve found in less single-minded McLarens, a list that includes the well-rounded talents of the 600LT. It’s a car aimed at those who are deadly serious about going quickly, those who would rather have the fastest times at the track day rather than the most fun. But if you want to experience a McLaren race car in the real world without the need to put on flameproof coveralls or those cute little racing boots, this is a lot less expensive than a Senna. You’re more likely to see a Senna on the road, too, as Woking plans to build just 350 620Rs, 150 fewer examples than it plans for the Senna, making this Sport Series one of the rarest McLarens ever.

Specifications

Specifications
2021 McLaren 620R
VEHICLE TYPE mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
ESTIMATED BASE PRICE $280,000
ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port fuel injectionDisplacement 232 in3, 3799 cm3Power 612 hp @ 7500 rpmTorque 457 lb-ft @ 5500 rpm
TRANSMISSION 7-speed dual-clutch automatic
DIMENSIONS Wheelbase: 105.1 inLength: 179.4 inWidth: 76.6 inHeight: 47.0 inCargo volume: 4 ft3Curb weight (C/D est): 3100 lb
PERFORMANCE (C/D EST) 60 mph: 2.8 sec100 mph: 5.9 sec1/4 mile: 10.3 secTop speed: 200 mph
EPA FUEL ECONOMY Combined/city/highway: 18/15/22 mpg

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