Evelyn Reynolds

From the September 2002 issue of Car and Driver.
Turns out not everyone who wants the visual vim and patriotic panache of an American sports coupe finds it necessary to personally supervise each and every gear selection by operating that lever located between the front seats. Take these three cars, which are the entire menu of sporty Big Three two-doors competing in the $25,000 neighborhood. Although two of the three (the Mustang and the Stratus) come with manual gearboxes as standard equipment, most owners prefer to leave the shifting to the car’s engine-transmission management system. (Asterisk: To their credit, about 55 percent of Mustang GT and SVT Cobra buyers want to manage gear selection for themselves. But that percentage drops to 33 when base Mustangs, with V-6 engines, are factored into the equation. The mix skews much more heavily toward minimal driver involvement with the Stratus two-door — 78 percent are automatics, and even for the sportier R/Ts, it’s 77 percent.) And since the Monte Carlo is automatic only, we specified automatics for all the players.

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AARON KILEY

We didn’t invite the Stratus-twin Chrysler Sebring, or the walking-dead Chevy Camaro and Pontiac Firebird, since their contracts won’t be renewed for 2003, and then learned that another apparently eligible contender — the two-door version of the Pontiac Grand Prix — had also been consigned to history. The two-door Grand Prix went out of production in August, and there won’t be an equivalent car in the Excitement Division lineup until the Americanized version of the Holden Monaro makes its appearance as the 2004 GTO.
The U.S. sports-coupe hood count doesn’t increase much even when you throw a lasso around the entire category. The Ford ZX2 and Mercury Cougar both disappear at the end of the ’02 model year, making the low end of the spectrum an all-General Motors show: the aging Chevy Cavalier Z24 and Pontiac Sunfire GT, and the new-for-’03 Saturn Ion, which replaces the SC lineup. And that’s the lot.
Since we were insistent about transmission choice, you may wonder why there’s a disparity in price and, in particular, power. Here’s the rationale. The Monte Carlo SS, which wound up wearing the heaviest price tag of our trio, starts at $23,860. That’s a lot more than a manual Mustang V-6 at $18,100 ($18,915 for an automatic). Since it was possible to have V-8 power and stay within the pricing parameters, we opted for the GT. However, the Mustang that showed up for this showdown was loaded with other goodies, including some $1300 worth of audio add-ons.

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AARON KILEY

The Stratus was shortest on muscle — 200 hp and 205 pound-feet of torque are as good as it gets — but by checking enough options boxes, we didn’t have much trouble getting it into the same price stratum as its cross-town competitors.
Our flog was conducted near the small town of Coshocton, Ohio, home of Roscoe Village (and Bob Brenly, the sign said). Make that Historic Roscoe Village — a collection of restored buildings on a street paved with bricks, established during the heyday of the Ohio & Erie Canal (from 1825). And how Ohio is this? The burg’s big restaurant closes at 8 p.m. Nearby, we encountered some meandering roads in the hilly country west of town that we had not previously pillaged.
Would power prevail over sophistication and style? Only one way to find out.

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AARON KILEY

Third Place: Chevrolet Monte Carlo SS
Remember Cool Hand Luke? There was that wonderful moment when the warden (Strother Martin) returned a battered Luke (Paul Newman) to the slammer and told the assembled inmates, “What we have here is a failure to communicate.” So it is with the Monte Carlo SS. Chevy advertises “dual personality,” portraying a car that’s “classy with a wild streak.” There are also allusions to the cars roaring around NASCAR tracks — never mind that the real commonality between the two versions is that they both have four wheels.

Highs: Plentiful torque, excellent fit and finish, voluminous rear seat.

Where does the communications failure reside? Probably at our end, because try as we may, we find it impossible to embrace the notion that this car can satisfy the inner racer. Comfortable? Yes. Roomy? Yes, tops in this group. Solid? No question, arguably the best in this threesome. But sporty? Sorry. This car is as frisky and fun-loving as an Arthur Andersen accountant.

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AARON KILEY

So, to review: The Monte Carlo (as well as the Impala sedan) shares the same foundation as the Pontiac Grand Prix, the Olds Intrigue, and a brace of Buicks, the Regal and the Century. This is one of the best front-drive platforms in GM’s passenger-car inventory. Overall chassis rigidity is high, and we were also impressed by the fine quality of assembly fit and finish.
Chassis rigidity is a key component in good handling, but Chevy seems unwilling to take any chances in this realm. Even with the heavier anti-roll bars and bigger tires on the SS version, the Monte’s all-strut suspension is conservatively tuned to deliver smooth ride quality on most surfaces, plus the predictability of progressive understeer. Add steering that substitutes effort for feel, and you have a device that makes back-road driving more chore than pleasure.

Lows: Regressive styling, Novocain steering, absolute absence of fun-to-drive factor.

“There’s a pervading heaviness to this car that makes it feel slow-witted, slow on its feet, and generally reluctant,” opined one logbook scribbler.
The powertrain in the SS consists of GM’s deathless 3.8-liter pushrod V-6 mated with a 4T65-E GM automatic. We called the old 3800 “solid, pleasantly torquey, and nearly bulletproof” in our September 1999 road test of the Monte, and that opinion holds today. But it’s no JATO unit. Despite its advantage in torque, the SS edged the Stratus by a mere 0.1 second to 60 mph, 8.6 seconds versus 8.7, and the same was true of its quarter-mile performance — 16.6 seconds at 84 mph. Why Chevrolet doesn’t offer the supercharged version of the 3800 V-6 mystifies us, but we attribute this sluggishness to mass: at 3515 pounds, the Monte was this test’s fat guy.

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AARON KILEY

It was also the biggest. Although the Mustang is a bit wider, the Monte Carlo is distinctly longer and taller than its rivals, with a much longer wheelbase. Thus, it’s not too surprising that the Monte also delivered by far the roomiest cabin, with a back seat that can accommodate three adults in something closely resembling comfort. We were also impressed with the ergonomics, particularly the dash-mounted ignition switch, the sound system, and even the roomy leather-clad seating, although all hands wished for more lateral support.
Our test car was adorned with some $5000 worth of options, including a $2100 High Sport Appearance package that included, among other things, a “racing-inspired rear spoiler.” None of the elements enhances performance, and knocking a couple grand off the total probably makes the Monte Carlo a more attractive buy to someone, although not to us.

The Verdict: A sport two-door well-suited to the relaxed-fit era.

“If you can ignore the Martian styling,” concluded one tester, “this is a very nice car. But it’s really selling comfort and style, not sportiness.” Amen.
2002 Chevrolet Monte Carlo SS200-hp V-6, 4-speed automatic, 3515 lbBase/as-tested price: $23,860/$28,930C/D TEST RESULTS60 mph: 8.6 sec1/4 mile: 16.6 @ 84 mphBraking, 70­–0 mph: 206 ftRoadholding, 300-ft-dia skidpad: 0.79 gC/D observed fuel economy: 20 mpg

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AARON KILEYCar and Driver

Second Place: Ford Mustang GT
Here’s a face that is nothing if not familiar. Although its visage was modestly revitalized for the 1999 model year, the Mustang looks pretty much as it has since its 1994 makeover. Nine years is a long time for a design to endure, but it’s a mere eye blink compared with the age of what lies beneath. Although subjected to numerous surgical procedures conceived to stiffen its spine and thus keep old age at bay, the bones of Ford’s pony car date more or less directly to the Fairmont sedan, circa 1978. That’s the automotive equivalent of the Lascaux cave paintings, and even though the chassis guys have managed to keep this survivor spry, the ancient underpinnings show to disadvantage within, where space and layout are defined and limited by the relatively short wheelbase and live axle.

Highs: V-8 punch. athletic character. mysterious Mustang magic.

Ford’s interior design crew did a nice job of blending now with then (i.e., 1964) during the 1994 makeover, but they were unable to entirely eliminate the awkward relationship of seat, steering wheel, and foot pedals. We never quite got comfortable in the Mustang, and the seats drew some caustic comments: “Like padded lawn chairs,” wrote one tester.

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AARON KILEY

That’s an exaggeration, but it’s fair to say the limited lateral support is disappointing in a car wearing GT badges. So was the relatively high seating position, undoubtedly designed to compensate for the high cowl. The rear seat is restrictive to the point of torment; two adults can be wedged in there for short hauls, longer if they happen to be adults you dislike.
A few other strikes against the inner Mustang: The old-line climate controls, which are being phased out in other Fords, are anachronistic; the dark-gray color scheme is almost more oppressive than the Chevy’s all-black treatment; and the Mach 1000 audio system, whose multiple amps consume a fair percentage of the trunk space, doesn’t sound like $1295 worth to us. And there’s nothing new to say about the Mustang’s exterior. You either like those chunky, muscular lines, or you don’t — our crew varies on that subject, but we’re unanimous in our opinion of the fake hood and side scoops: oh, puh-leeze.

Lows: Awkward ergonomics. low-rent climate controls. fake scoopery. iron-maiden back seat.

Dated though it is, with its live-axle rear suspension, the Mustang drew acceptable marks on the dynamic side of the ledger. There was some logbook carping about stiff ride quality and road noise transmitted through the suspension — a function, we suspect, of bushings with pretty stern durometers — but the Mustang’s cornering attitudes were the least nautical, its steering was both quick and tactile, and its braking performance (187 feet from 70 mph, with limited fade) was the best of this bunch, but unremarkable versus all sports coupes.

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AARON KILEY

The element that really kept the Mustang out of the cellar was located just under its ductless hood scoop — that “throaty V-8” so loved by William Clay Ford Jr., whose last name adorns a number of buildings in Dearborn, as well as this car. There was some unhappiness with the action of the four-speed automatic transmission — “Feels confused,” said one tester, “jerky upshifts, delayed downshifts” — but even so it motored merrily away from its rivals in almost all acceleration categories: 6.3 seconds to 60, 15.1 seconds at 93 mph in the quarter. They’re best in this test.

The Verdict: Not getting any newer, but clearly the best performance buy in this bunch.

Subtracting the $1295 audio system and the $815 automatic transmission from the as-tested price would improve our opinion of this car. Still, it’s clear that this first and last of the pony cars is overdue for the major overhaul that’s coming for 2004. If we were in the market for a Mustang, we’d wait.
2002 Ford Mustang GT260-hp V-8, 4-speed automatic, 3495 lbBase/as-tested price: $23,845/$27,125C/D TEST RESULTS60 mph: 6.3 sec1/4 mile: 15.1 @ 93 mphBraking, 70­–0 mph: 187 ftRoadholding, 300-ft-dia skidpad: 0.82 gC/D observed fuel economy: 20 mpg

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AARON KILEYCar and Driver

First Place: Dodge Stratus R/T

Highs: Uptown styling. unflappable deportment. AutoStick manumatic.

Dodge updated its two-door for the 2001 model year, a process that included a name change — from Avenger to Stratus — and offered two new engine choices. The R/T is distinguished by 17-inch wheels, a little more tire contact patch, a little less sidewall, bigger brakes, a bigger rear anti-roll bar, and, the key feature, a standard 3.0-liter SOHC 24-valve V-6. The engine, as well as much of the chassis, is from Mitsubishi, and it’s shared with the Eclipse sports coupe. It’s a far more salubrious propulsion system than the previous V-6, a rather asthmatic 2.5-liter, and if you must have an automatic transmission, the DaimlerChrysler four-speed AutoStick is about as good as it gets, allowing manual operation with very little of the override that goes with some manumatics. Still, it damped the Dodge’s dash to 60 mph — 8.7 seconds, more than a second slower than a manual model we acquired for comparison purposes. Only at higher speeds did the R/T’s superior aero begin to assert itself. Although its 0-to-100 time — 23.8 seconds — was almost three seconds slower than the manual R/T and more than six seconds adrift of the Mustang, it was nevertheless two seconds quicker than the Monte Carlo. It also gave a good account of itself in passing performance with the quickest time — 5.3 seconds — from 50 to 70 mph. And it sounded sweet at any speed.

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AARON KILEY

Where the Stratus surprised us most was on the byways of the Ohio outback. Given its excellent ride quality, we anticipated more rock and roll in the hinterlands, but the reality was otherwise. Inevitably, there was body roll, plus some up-and-down suspension motion, but well-controlled. When it understeered, a quick lift and/or left-foot touch on the brake pedal brought the nose back on the desired line. For all its modest skidpad performance—the all-season Goodyear Eagle RS-A tires managed just 0.79 g on the black lake—the Stratus bites into corners and hangs on like a terrier grabbing a muskrat. Although we’d prefer a little less power assist, the steering is precise, and the car turns in decisively and changes direction briskly. Perhaps we shouldn’t have been so surprised, given the R/T’s decisive edge in the double-lane-change exercise—3 mph quicker than the Mustang—but it was a surprise of the pleasant variety.
It doesn’t take a very keen eye to see that the Stratus is the cosmetic pacesetter in this troika. The rakish lines that make the Dodge Intrepid so sexy look just as seductive on a smaller scale, if not more so. Moreover, it’s a shape that makes its two opponents look dated and dowdy.

Lows: Limited power. excess steering assist.

For all its eye appeal, though, the elements that make the Stratus so striking — the steeply raked windshield and even steeper rear window — create some irritating side effects inside the car. Accommodating the windshield angle, for example, required a long upper dashboard, which negates, to some degree, the advantage of the car’s low cowl. Forward sightlines are compromised. Looking aft, the rear parcel shelf slopes sharply upward to meet the backlight, requiring constant fiddling with the rearview mirror to avoid seeing a reflection of the shelf and its three inset vents.
Elsewhere, the R/T’s interior treatment — executed in tastefully contrasting dark and dove grays — got top marks. There were those who were a little uneasy with the various fighter-plane visual cues that busied the dashboard, smacking, as they did, of creeping Pontiacism. But the many plastics had a quality look, the gray leather upholstery was creamy, and if the front seats were a bit deficient in lateral support on the back roads, they were long-haul comfortable. Long-haul comfort doesn’t quite extend to the rear-seat space, but two can ride back there for short hauls without cramping major muscle groups, and it’s possible to squeeze in three without resorting to Mazola.

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AARON KILEY

Like its rivals’, the as-tested price of our Status R/T was inflated by a fair amount of optional gear. An automatic transmission, for example, adds $825, and if you want the AutoStick feature—you do, you do—be prepared to pony up another $165. We’d also broom the polished-aluminum wheels ($375). However, most of the other big-ticket extras—anti-lock brakes ($740), a power sunroof ($695), the leather interior group ($1045)—make the car more desirable and seem worth the extra dough.

The Verdict: Delivers on the promise of its slick packaging.

In any case, the Stratus R/T rates a high value index. Add comfort, athleticism, and best-in-test good looks, and you have a winning recipe—at least in this all-Motor City cook-off. How the Stratus would fare versus out-of-town competitors is a story for another day.
2002 Dodge Stratus R/T200-hp V-6, 4-speed automatic, 3376 lbBase/as-tested price: $21,985/$25,955C/D TEST RESULTS60 mph: 8.7 sec1/4 mile: 16.7 @ 85 mphBraking, 70­–0 mph: 190 ftRoadholding, 300-ft-dia skidpad: 0.79 gC/D observed fuel economy: 24 mpg
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Much has changed since we sampled a prototype version of Aston Martin’s new SUV, the DBX. Since that January drive, Aston has been hitting iceberg after iceberg, knocked down by both a pandemic-induced production shutdown and a cash crisis that threatened to bankrupt it. Aston lost $300 million during the first six months of the year, and its stock price has now fallen by more than 90 percent since the company went public back in 2018. CEO Andy Palmer is gone and his replacement, Tobias Moers, formerly of AMG, is joining a company in desperate need of good news.
Here’s some: The now-production-ready DBX is as good to drive as our limited time in the prototype had us hoping it would be. The huge cost of developing its first SUV might have nearly broken Aston, but in terms of the way the car looks and drives, it seems it might have been entirely worth it.

2021 Aston Martin DBX Prototype Drive

Aston Martin DBX Could Add Three-Row, AMR Variants

Aston’s new CEO will be familiar with the AMG-sourced twin-turbo 4.0-liter V-8, but the engine surprisingly doesn’t make the DBX’s highlight reel. The combination of the DBX’s near 5000-pound curb weight and the engine’s relatively modest 542 horsepower—61 fewer horses that you’d find in a Mercedes-AMG GLE63 S—means it is actually one of the slowest vehicles to use this twin-turbo V-8. But the engine still provides AMG levels of sound and fury when unleashed. The nine-speed automatic transmission uses a conventional torque converter rather than the wet clutch pack AMG employs in some applications. Gearchanges are both smooth and rapid. Brakes are strong, and pedal feel is excellent.

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Max Earey/Aston Martin

The DBX’s best dynamic features are its standard air springs, its active anti-roll system, and an all-wheel-drive system that incorporates a limited-slip rear axle. These systems work seamlessly to effectively disguise the car’s mass and to deliver a markedly different driving experience in each of the car’s dynamic modes.
The default GT setting is predictably soft-edged, with active anti-roll bars not being too overactive and still allowing for some body lean under hard cornering. In GT mode, the DBX exhibits mild understeer as the Pirellis run short on adhesion. Switching to Sport sharpens responses, reduces body roll, and gives a much more rear-drive sensation to the power delivery. Sport Plus, which partly deactivates the stability control, turns the DBX into a two-and-a-half-ton hooligan, firming up the suspension even further and allowing the rear end to slide in a remarkably predictable and unthreatening fashion for something so tall and heavy.

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Max Earey/Aston Martin

The air springs’ ability to vary ride height also gives the DBX a surprising amount of off-road prowess. Clearance is increased by up to two inches in the loftiest Terrain Plus mode, allowing the DBX to pass over modest obstacles without scraping noises. All-wheel drive and brake-based descent control allow it to scramble up and down slippery gradients without drama. It can also tow, another first for Aston, with the company claiming it can tug up to 5940 pounds.
While drifting and off-roading the DBX is good fun, the real test begins when we take it on a 300-mile tour of some of England’s best roads. The drive, you will not be surprised to hear, is conducted in traditional British rain. The V-8 actually impresses more when asked to do less, its effortless muscularity and keen low-rev response is well suited for relaxed cruising. Refinement is good, markedly better than in Aston’s traditional sports cars, and although the DBX’s cabin lacks the sepulchral hush of something like a Rolls-Royce Cullinan or Mercedes GLS in the softest GT setting, the air springs allow for a compliant ride.

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Dominic Fraser/Aston Martin

Even in its most relaxed mode, chassis discipline is never lacking. Once onto the lonely and demanding roads that cross the bleak emptiness of the Exmoor National Park, the DBX shows remarkable body control over rollercoaster dips and compressions, the gentle springing perfectly matched by the no-nonsense adaptive dampers. In its GT mode the DBX never feels wayward, and in Sport it doesn’t feel harsh, the suspension refusing to be caught out by anything we could find to throw at it. Traction was impressive and the steering accurate enough to keep the DBX on a chosen line at speeds we are sure none of the company’s sports cars could have matched over such tough terrain. Enthusiastic progress did carry a penalty, with fuel economy of just 12.6 mpg over 340 miles, with more than 200 of those at an 80-mph highway cruise.
The DBX is handsome, without any use of the “for an SUV” provisos commonly dropped in this part of the market. We looked long and hard for a bad angle and struggled to find one, with a possible asterisk over the sheer size of the toothy radiator grille. The styling team deftly integrated cues from the brand’s lower and sleeker sports cars without making the DBX look like a pastiche. They have also made full use of the proportional freedom given by the car’s platform and bonded aluminum underpinnings: It is shorter than the Lamborghini Urus and Bentley Bentayga, but sits on a longer wheelbase than either.

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Dominic Fraser/Aston Martin

The cabin is similarly Aston with a twist. Many details are familiar, from the arrowhead door releases and the brand’s curious tradition of sticking gear selection buttons on the dashboard like a 1950s Chrysler to the preponderance of Mercedes switchgear that comes with the DBX’s Daimler-Bosch electrical architecture. The DBX’s steering wheel marks a welcome return to circularity when compared to the squared-off wheels of DB11 and Vantage, but with a similarly thick rim and well-weighted metal gearchange paddles. It is roomy in the front, and the long wheelbase yields space in the back. It has the biggest cabin of any Aston since the wedge-shaped Lagonda sedan of the 1970s and ’80s.
But although fit and finish felt good, as you would expect from a vehicle with a base price near $200,000, the level of technology is disappointing. Digital instruments are standard, a first for Aston, but the 10.2-inch screen in the center of the dashboard isn’t touch sensitive, being based on the last-generation Mercedes infotainment system. Commands need to be made through a click-and-scroll controller. Five years ago, we wouldn’t have complained. Today it feels dated.

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Dominic Fraser/Aston Martin

Other notable omissions include the full suite of active safety systems and piloted cruise control, which are fast becoming luxury-car staples. The DBX can maintain distance and warn when it is leaving a lane but won’t actively steer itself. The seat frames are carried over from the DB11, and we could only find comfort with a position that was lower and more reclined than we would normally pick in an SUV.
The DBX is not going to be confused with the brand’s sports cars, but it is a deeply engaging machine shaped like a utility vehicle. Think of it an Aston Martin that happens to be an SUV rather than an SUV dressed up as an Aston. It’s short on the latest tech toys and the overt showiness of others in the segment, but for those wealthy buyers in search of a luxury SUV they can actually enjoy driving hard, it deserves to be at the top of the list.

Specifications

Specifications
2021 Aston Martin DBX
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door wagon
BASE PRICE $192,986
ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement 243 in3, 3982 cm3Power 542 hp @ 6500 rpmTorque 516 lb-ft @ 2200 rpm
TRANSMISSION 9-speed automatic
DIMENSIONS Wheelbase: 120.5 inLength: 198.4 inWidth: 78.7 inHeight: 66.1 inCargo volume: 25 ft3Curb weight (C/D est): 4950 lb
PERFORMANCE (C/D EST) 60 mph: 3.8 sec100 mph: 9.0 sec1/4 mile: 12.0 secTop speed: 181 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 16/15/19 mpg

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A de-chromed body, decorative red stripes, three letters on the front grille: The new Volkswagen GTI has the subtle touchstones that have characterized it since it began in the mid-1970s. What began as a secret project for the first-generation Golf made it to production and became an instant success. The original GTI defined its segment, and the upcoming eighth-generation GTI promises to keep GTI on top.
In the United States market, the front-wheel-drive GTI, fitted with a turbocharged 2.0-liter TSI inline-four with about 245 horsepower, will initially be the only way we’ll get the latest Golf. After the GTI launches, it’ll be joined by the all-wheel-drive Golf R, rated at around 330 horsepower. But, that’s it. There won’t be a regular Golf coming to the States, and, sadly, that means no Sportwagon or Alltrack.

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Volkswagen

New Mk 8 Golf GTI Laps VW Track Faster Than Mk 7

We Ride Shotgun in the 2022 Volkswagen Golf GTI

Those U.S.-bound GTIs will come from Germany instead of Mexico. And a first drive in the GTI’s home turf—country roads and autobahns near Wolfsburg—have us very excited.
The GTIs we drove were European-spec versions, but U.S.-bound models should be similarly powerful. The upgraded 2.0-liter turbo-four (EA888) serves up 245 horsepower from 5000 to 6500 rpm. Maximum torque is an impressive 273 pound-feet, delivered from 1600 to 4300 rpm. According to Volkswagen, that’s enough power to hurl the GTI to 62 mph in 6.3 seconds. That number seems conservative to us considering the seventh generation with less power could hit 60 in less than six seconds. Top speed is governed at 155 mph. Fuel consumption is not yet rated, but we expect the GTI to match or best the current car’s 24 mpg city and 32 mpg highway EPA numbers.
Regular C/D readers will appreciate the continued presence of a manual transmission. Gearing is such that 60 mph can be reached in second, and third gear is good for nearly 100 mph. The engine is supremely elastic, makes power everywhere, and runs through the entire rev range with a satisfying linearity.

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Volkswagen

The manual gearbox could be better, though. The throws could be a bit shorter, and the brake pedal protrudes to an extent that makes it difficult to execute a heel-and-toe downshifts. The manual also keeps the kickdown switch under the accelerator pedal, which seems a bit silly in a manual. There’s no auto rev-match system, which makes the pedal position even more regrettable.
The other gearbox is VW’s familiar seven-speed dual-clutch automatic. It adds about 65 pounds, bringing the curb weight to about 3220 pounds, but we can’t fault the seamless and instant shifts. The gearbox is controlled with a futuristic selector on the center console and two paddles on the steering wheel. Hold down the left paddle, and the gearbox will give you the lowest possible gear for your speed.
We think the GTI feels more agile and fun with the manual ‘box, but the dual-clutch is excellent. The snaps and pops during shifts and when you abruptly lift have largely disappeared, but that may be due to Europe’s mandatory particulate filter. U.S. models won’t get the filter, which may make them sound a little more dramatic.

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Volkswagen

Chassis tuning and the embedded electronic control systems are superb. The steering is extremely precise and direct; the electronically controlled dampers can be adjusted through a large spread from comfortable to very hard. The electronically controlled VAQ front differential lock is vastly superior to just the stability-control-based XDS system, which remains on the car to complement the other dynamic systems. Steering and traction improve noticeably over the previous GTI, especially when fitted with 235/35R-19 tires, as on our test car.
Like the new Golf, the new GTI has an almost shockingly futuristic dashboard, configurable in many ways. It’s perhaps a bit gimmicky, but it offers a wide array of display styles. The seat fabric is a reminder of early GTIs, and for those not into tartan, there’s a leather option. The center console holds a charging module for smartphones and two cupholders. They work well in the automatic version, but in the manual version, any cups, bottles, or mugs will get in the way of the driver’s elbow when shifting. Fortunately, you can toss your drinks into the holders in the door pockets.

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Volkswagen

The GTI remains at the top of its class in terms of quality and materials, and it feels truly spacious inside despite its compact body. The sport seats offer plenty of lateral support, yet they are comfortable enough for long road trips.
While we generally approve of the digital user interface, we have one particular gripe: The adjustment of the stability control system is buried deep in the bowels of the complex menu structure, and it requires a staggering six pushing or swiping inputs to deactivate the system or to put it into Sport mode, which allows for greater yaw angles. On a sporty car like the GTI, this function deserves a button right in the driving-mode menu.
In Germany, the GTI will cost about 35,000 euros, including a 16 percent sales tax. When it launches in the U.S. in late 2021, prices are expected to remain close to the current model’s $29,515. With its power boost and noticeably improved dynamics, we think the utterly modern GTI will remain at the top of the segment its ancestor founded.

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Volkswagen

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Exclusivity was never an issue in the early years of the automobile. Those who were wealthy enough to afford cars before the era of mass manufacturing would normally commission their favored style of bodywork from the same coachbuilders who had previously made horse-drawn carriages. It was a largely separate—and more dignified—trade to the grubby business of making frames, engines, and axles.

Bentley Bacalar Is an Ultra-Exclusive Speedster

Bentley Dresses Bacalar in Wild Colors, Interiors

Coachbuilding survived for an impressively long time after the arrival of production line-built cars, but it became increasingly harder and more expensive as vehicles got more and more complex. But Bentley is now bringing back something very similar. Previewed by the Bacalar, Bentley’s in-house Mulliner division is offering a radically different, limited-edition car built on the same underpinnings as the existing Continental GT convertible.
This approach is not entirely new—Lamborghini seems to launch two or three unobtanium-grade special models a year—but it’s less common in the ultra-luxury segment. Bentley announced its plan to build a limited run of a dozen Bacalars earlier this year. The debut was originally scheduled for the Geneva auto show but, following its cancellation, the reveal was subsequently held online. At the same time, it also confirmed that all the cars had already been sold, despite their roughly $2 million price tag and the fact that Bacalars could only be imported to the United States under restrictive show-and-display regulations.

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Bentley

None of the customer Bacalars has been built yet, let alone a baseline prototype for honing the mechanical package. But we were given the chance to experience the concept that was meant to be on the stand at Geneva, with an exclusive drive on the Goodwood Circuit in the United Kingdom.
The combination of a seven-figure show car with zero weather protection and what is meant to be the height of the British summer produces an entirely predictable outcome: near-torrential rain. Not ideal conditions for a 650-hp car on an infamously crashable, high-speed racetrack, although it soon became clear that the show car is not built for speed, whatever the conditions.
The Bacalar’s damp but beautifully finished interior quickly proves to be a theatrical set. Trying to close the windows reveals that the switches don’t work, and the milled-aluminum temperature controls spin without altering either the display on the digital readout or the cabin’s airflow; there is no actual climate-control system behind the dashboard. The hands of the clock and the trio of dials that sit on what should be a rotating panel atop the dashboard are frozen in place. The digital instrument display works, but it only plays a looped video to represent rising speed and revs. This means we do get to enjoy the unlikely experience of turning into Goodwood’s tricky first Madgwick corner at an indicated 170 mph, but it’s not one that reflects reality. On the plus side, at least the windshield wipers work.

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Bentley

Once rolling, the Bacalar’s windshield actually offers an impressive amount of weather protection. Bentley claims that the finished car, which should weigh about 220 pounds less than the softtop Continental GT, will be the fastest open-roof road car in its history: zero to 60 mph in a conservative 3.5 seconds and a “better than 200 mph” top speed. Neither figure can be confirmed in the show car at Goodwood, but gentler progress is more in keeping with how owners are likely to enjoy the Bacalar—at speeds that keep its cabin reasonably calm so as to better enjoy the wuffling soundtrack and effortless punch of its mighty twin-turbo 6.0-liter W-12. The Conti’s eight-speed dual-clutch automatic transmission pairs well with the car’s split mission, offering both snappy responses and almost torque converter-like smoothness at lower revs.
Not that you’d want to speed past all the jealous glances. The Bacalar looks stunning, an auto show concept that a lucky group of affluent customers will actually be able to buy. Despite using the same platform as the Continental GT convertible, which starts at $228,025, Mulliner’s design team has changed every exterior panel. The new bodywork employs both aluminum (for the rear deck) and carbon fiber (doors and front fenders). The only carryover parts from the Continental are the windshield and the door handles, which incorporate the keyless entry system. Bentley’s head of color and trim, Maria Mulder, says that at least one customer has specified the show car’s Flame Yellow hue, which comes alive under gray skies and nicely accents the car’s unique 22-inch wheels.

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Bentley

Much less inside the cabin has been changed, as it is far more difficult to redesign and relocate switchgear than it is body panels. But almost every surface has been covered in exotic and expensive materials. The show car’s dashboard is made from 5000-year-old petrified river wood recovered from a peat bog, and therefore presumably able to cope with another soaking. We were more concerned about both the quilted leather seats (each with 148,000 individual stiches) and the ultra-fine wool-cloth dash panels. But Mulder says they are actually pretty tough. Bentley has to meet the Volkswagen Group’s standards for trim durability and (in open-top models) short-term water resistance.
When we speak to Mulliner boss Tim Hannig after our drive, he admits the decision to build only a dozen Bacalars was a deliberately cautious one. This car is intended to be both a proof of Bentley’s ability to make substantive changes to its existing models and also to gauge the market for them, although he insists that production numbers for future Mulliner models will never make them commonplace. “When you increase volumes, people’s excitement goes away,” he said. “I don’t think we’ll ever get to 150.”
But the Bacalar will be followed by other limited-run specials. “We’re absolutely not planning to do one and then stop,” Hannig said. “This is a very serious start into a forgotten niche of the market.”
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New electric vehicles are beginning to roll out with increasing regularity and Volkswagen, the company that brought us Dieselgate, is pushing aggressively into the EV space. Under the guidance of CEO Herbert Diess, VW has launched a formidable electrification strategy, and at its heart is an entire lineup of cars dubbed ID. The first is the ID.3, so named because VW says it’s the company’s “third big idea.” The first was the original Beetle, and the second was the Golf. Those are some big footsteps to follow.
We just spent a day behind the wheel of the ID.3. The ID.3 is a compact hatchback that will be followed by the crossover ID.4. The United States will get an ID.4 imported from Germany in 2021, but production will shift to VW’s plant in Chattanooga, Tennessee, in 2022. The ID.3 is the first of the EVs, and it likely provides a good preview of what the ID.4 will be like, as both share the new MEB platform. Other Volkswagen Group brands such as Audi, Seat, and Skoda will get their own spinoffs, and there will even be an MEB-based Ford. In Germany, the ID.3 starting price is about $42,000, but less expensive versions are coming.

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Matthias KnödlerCar and Driver

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The ID.3 comes with a motor mounted just ahead of the rear axle and a single-speed transmission. The only versions available at launch make 201 horsepower and 229 pound-feet of torque; a downgraded version of the same motor with 143 horsepower is coming soon. A battery with 58 kWh of usable energy is standard, and a 77-kWh battery is optional. The larger battery offers considerably more range, of course, but its additional weight dampens acceleration. Fitted with the 58-kWh battery, the ID.3 weighs a claimed 3814 pounds and can accelerate from zero to 60 mph in roughly 7.2 seconds. The larger battery bumps the weight to more than 4000 pounds, and we estimate the sprint to 60 mph will take 7.6 seconds. Both versions top out at a governed and unimpressive-to-a-German 99 mph, even though we’re told theoretical top speed would be closer to 120.
Acceleration is brisk right up to the ID.3’s terminal velocity. Passing maneuvers are quick and effortless affairs that require little planning. It is fun to drive the ID.3 quickly, and the damping is on the stiffer side compared to similarly sized EVs. But it won’t be confused with a GTI. There is still quite a bit of body roll around fast corners, the brake pedal has a lot of travel, and while the steering is precise, the ID.3 is no go-kart. What’s more, the electric power steering can be clearly heard during quick maneuvers. Overdo it, and the non-defeatable stability-control system kicks in.

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Matthias KnödlerCar and Driver

The single-speed transmission has a normal mode, which allows the car coast a bit, and a B mode that uses the motor to slow the car more aggressively when lifting off the accelerator. The difference between the modes could be larger, but we like the fact the car offers the adjustability.
U.S. EPA range has yet to be determined, but in Europe the official range is 264 miles with the smaller battery and 341 miles with the larger one. Those figures, of course, are unrealistic and nowhere near actual on-road performance. We estimate U.S. range figures would come in just under 200 miles for the smaller-battery variant and about 250 with the larger pack. VW is quick to add that the optimistic numbers, in this case, are the EU’s business. European regulators force carmakers to use an extremely favorable cycle for EVs to help their range appear similar to conventionally powered cars.
Visually, we think VW got it right. ID.3 is clean and contemporary, not cutesy or overdone but quite industrial-design-like. It’s not an intimidating or aggressive look but manages to appear serious and sporty. The drag coefficient is 0.27, which isn’t great for a purpose-built EV but not too bad for a short hatchback. And the car makes the most of the electric platform, with a spacious passenger cabin that offers nearly the interior space of a VW Passat, even though it is only 167.8 inches long, or about the length of a Golf.

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Matthias KnödlerCar and Driver

We drove a well-equipped version with a panoramic roof. Thus equipped, the interior is airy and flooded with light. The materials are attractive and of high quality. The center console isn’t very useful, however, as it has little purpose except for housing the cupholders. There are few color and trim choices as VW is taking a page from U.S. and Asian carmakers and limiting choice to simplify production. The ID.3 comes with bundled packages and very few à-la-carte choices beyond that.
There’s a slim dashboard with a smaller screen in front of the driver with basic information and a larger one in the vehicle’s center. Some versions feature a large head-up display that seems to project directional arrows overlaid onto the actual road. This option, however, is not fully functional yet, and neither is Apple CarPlay or Android Auto functionality. VW blames the pandemic for the delay, but we suspect that the sheer workload of simultaneous development of the ID.3 and the eighth-gen Golf could also be to blame. Whatever the reason, the issue should be rectified before any MEB model comes stateside.

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Matthias KnödlerCar and Driver

Like a Tesla, the ID.3 requires no turn of a key or push of a button before putting it into gear and taking off, but for those who like to turn their cars on and off, there is a start-stop button that causes a few lights in the instrument cluster to appear and disappear. It doesn’t actually do anything aside from illuminating those lights. Either way, if you have the key and put your foot on the brake, you can put the car in gear and drive away. When you’re through, put it in park, get out, simply walk away, and it will shut down.
With its acoustically decoupled chassis and body, the ID.3 is extraordinarily quiet even at highway speeds. Wind rush and tire noise are kept low. City driving is a joy, thanks to the small turning circle of 33.5 feet. Fun to drive, agile, handsome, and impeccably built, it portends good things for VW’s herd of coming EVs.

Specifications

Specifications
2021 Volkswagen ID.3
VEHICLE TYPE mid-motor, rear-wheel-drive, 4- or 5-passenger, 4-door hatchback
BASE PRICE (GERMANY) Pro Performance, $42,250; Pro S, $48,600
MOTOR permanent-magnet synchronous AC, 201 hp, 229 lb-ft; 58.0-kWh or 77.0-kWh lithium-ion battery pack
TRANSMISSION 1-speed direct drive
DIMENSIONS Wheelbase: 108.9 inLength: 167.8 inWidth: 71.2 inHeight: 61.1 inCargo volume: 14 ft3Curb weight (C/D est): 3850–4100 lb
PERFORMANCE (C/D EST) 60 mph: 7.2–7.6 sec100 mph: 20.1–20.5 sec1/4 mile: 15.6–16.0 secTop speed: 99 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 113–118/125–130/105–110 MPGe >Range: 195–250 miles

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Aaron KileyCar and Driver

From the October 1993 issue of Car and Driver.
The little old lady from Pasadena has a pretty little flower bed of white gardenias, But parked in a rickety old garage is a brand-new shiny-red super-stock Dodge…—Jan and Dean, 1964
Had Jan (Berry) and Dean (Torrance) been born 30 years later, their little old lady would not be terrorizing the neighborhood in any super-stock Dodge. Believe it or not, her instrument of terror would be a new 1994 Buick Roadmaster. Just as Granny’s sweet little bun of gray hair and pointy-framed glasses mask a maniacal leadfoot soul, so does this Roadmaster’s octogenarian skin hide the heart of a beast.

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That beast is known in General Motors warehouses everywhere as the LT1. GM seems to be in sync philosophically these days with the exhortation of Her Horniness, Dr. Ruth, who makes a living telling old folks that they need not give up any of the passions of youth. Why else would Buick replace the Roadmaster’s old 5.7-liter Barcalounger V-8 engine, as it has, with a version of the hot-rod, pushrod Corvette motor? Holy stewed prunes! Buick has put 260 horsepower and 335 pound-feet of torque under Granny’s orthopedic shoe, giving her the opportunity to win the pink slips of the MTV generation as she leaves these hapless youth in a veritable fog of thunderous Uniroyal tire smoke.

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Aaron KileyCar and Driver

This testosteroned Roadmaster can thank its siblings for this transplant. The eighteen-foot-long Cadillac Fleetwood certainly needed a bunch of extra firepower to propel its 4500 pounds. And Chevy’s racy new Impala SS model needed a heavy breather to live up to its mag wheels and bold graphics.
Dr. Ruth aside, most Roadmaster owners probably were content with their ten-­second zero-to-60-mph times. But in the interest of reducing platform complexity, LT1 engines were made standard across the board. And for those Buick owners who can use a bit of restraint with the accelerator, there is a 1-mpg improvement in EPA city fuel economy, now up to 17 mpg (the highway figure remains 25 mpg).

Highs: Power and torque that is up to the task of road mastery.

Corvette obsessives will wonder what happened to the missing 40 horsepower and 5 pound-feet of torque. For starters, the engine has been calibrated to use regular unleaded fuel (simply using premium fuel, as we do with our test cars, increases power and torque by about 1.5 percent). The cam profile has been toned down for a smoother, lower­ rpm idle at the expense of maximum high­-end growl. The intake and exhaust systems are more restrictive, but not because of any space constraints (you could play shuffle­board between the engine and the radiator). Rather, GM simply wanted to hush up things for the luxury-car audience. Finally, Buick’s LT1 gets low-cost cast-iron heads instead of the Corvette’s lightweight aluminum ones. Minimizing weight on the Roadmaster, it seems, was not a priority.
Stand on the accelerator while pulling out or passing and the distant roar of a Corvette is evident. But the sound is muffled, as if Buick had kidnapped the engine and stuffed it into the Roadmaster’s engine bay. Keep your foot to the floor and the mighty LT1 hurtles its burden right up to a tire-rating-limited 108-mph top speed, at which point acceleration is jerked back like a dog that has reached the end of its leash.

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Aaron KileyCar and Driver

At the track, we could only manage a 60-mph time of 7.8 seconds. Forget about brake-torquing—this baby lights up its right rear tire at anything approaching three-quarters throttle. More telling is our impressive quarter-mile trap speed of 90 mph. With better grip, the quarter-mile time might have been reduced from 16.0 seconds to 15.7 or so. By comparison, last year’s model ran the quarter in a demure 17.5 seconds at 79 mph.

Lows: Tires that aren’t.

Traction control, standard on the sibling Fleetwood, is not available on the Roadmaster. Without it, power-on oversteer is a danger on anything slicker than bone-dry asphalt. A limited-slip differential is available for just $100 and should be considered mandatory equipment, if only to ensure even rear tire wear. Still, nothing causes heads to turn and eyebrows to arch in wonderment quite like the sight and sound of a wide-white-walled, chrome­-enhanced Buick Roadmaster doing a smoky burnout.

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Aaron KileyCar and Driver

At cruising speed, the driving experience is standard-issue Roadmaster. The famous Dynaride suspension continues unchanged and provides the same ethereal, heavenly cloud ride customers have come to expect. It changes direction and sheds speed only under strenuous protest from those confounding tires. We won’t know the full potential of the drivetrain in this platform until we test an Impala SS, whose fat 17-inch tires and suspension tuning are much better suited for the sort of driving we prefer. The 4L60 four-speed automatic transmission gets electronic controls this year (it’s a 4L60-E now), but the shift feel is nowhere near as silky and imperceptible as with the transverse 4T60-E.
Inside, the Roadmaster has an all-new instrument panel, redesigned to accommodate a passenger-side airbag and a full­-width knee-blocker. The climate controls are above the radio, and both are easily reached without having to lean forward. The minimalist instrument cluster contains just speedo, fuel, and temperature gauge . The four-spoke steering wheel is new, and it features a more compact airbag with a cover that actuates the impressive four­-note horn.

The Verdict: The perfect car for Grannies with an attitude.

Okay, it’s overpowered and under-tired, but so what? That super-stock Dodge was, too. Let Dr. Ruth and the Cocoon crowd have their fun. Geritol will never replace the daiquiri. So if you’re stopped at a light and hear a four-note blast coming from a little old lady in a Roadmaster next to you, don’t do anything silly with your pink slip.
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Porsche made us wait a year before producing a row-it-yourself version of its latest-generation 911, indicating that we live in a world where a sports car with a manual gearbox is no longer a priority. Sadly, we can see a future where something as pure and good as a new 911 with a stick shift might not be a thing.

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But we’ll embrace it while we still have it. It was definitely worth the wait. The 992-generation 911 may have silly electronic door handles and be larger and heavier than the last, but it remains a great driver’s car, made even better by an old-timey manual transmission.

HIGHS: A mechanical shift lever, three pedals are better than two, a closer connection to the twin-turbo flat-six.

Porsche launched this 911 in 2019 exclusively with an eight-speed dual-clutch automatic. The once standard manual only recently became available as a no-cost option on the car’s S and 4S models. The “no-cost” aspect of this looks like a win until you remember that Porsche used to charge $3200 more for the automatic. Oh well.

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Yes, Porsche’s automatic is good and fast. But c’mon. Can it ever be this fun?
Marc UrbanoCar and Driver

The light still shines on new 911s equipped with a manual transmission, so get one while you can.

While the manual’s limited availability in the lineup is a downer, the gearbox remains a delight. This seven-speed is a totem of mechanical rightness that slots through well-defined gates with satisfyingly positive engagements. Porsche put the leather-wrapped knob at the perfect height and distance from the driver. Reaching for seventh gear way out there in its own plane remains a bit disorienting, but we’ll take the weirdness of downshifting to sixth over pulling a paddle. Compared with the automatic’s silly gear selector—which has been likened to everything from an electric razor to genitalia—the manual’s shifter appears serious and substantial, sort of like the difference between a water pistol and a Winchester.
Even its clutch pedal draws you in, with smooth and progressive takeup. Along with a good range of motion, the pedal telegraphs the clutch’s exact level of engagement with firm resistance, yet it’s light enough not to strain your leg in gridlock.

LOWS: No launch control, limited to S and 4S models.

Using your right hand and left foot to change gears pulls you closer to the flat-six perched behind the wheels. Sure, this twin-turbo 3.0-liter’s 443 horsepower and 390 pound-feet of torque mean you don’t really need to downshift to blast around slower traffic, but the joy of feeling more involved makes you want to drop a gear or two at every opportunity.

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Marc UrbanoCar and Driver

One of the greatest threats to the manual’s existence in the 911 is Porsche’s dual-clutch automatic, the PDK. It’s a staff favorite among autoboxes. It requires less effort than the manual and snaps off seamless ratio changes with clairvoyant acuity. Those robotic abilities give it an advantage on a track, too. It’s smart enough to downshift into the correct gear under braking, and it upshifts quicker than a human can. Opting for the manual offers no fuel-economy benefit; it earns the same 20-mpg EPA combined fuel-economy rating as the automatic. Factor in the extra 0.7 second that it takes the manual Carrera S coupe to reach 60 mph and it’s hard to blame the vast majority of 911 buyers who have given up on the DIY transmission.
Some of this blame can be placed on Porsche, though. To protect the driveline from catastrophic abuse, Stuttgart limits the engine to 3500 rpm when the car is stopped. Dump the clutch at that engine speed and the six bogs. Extracting the best from the car requires a careful slip of the clutch, which will undoubtedly shorten its life. But the small hit to acceleration times is an acceptable price to pay for increased driving pleasure.

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Marc UrbanoCar and Driver

Porsche expects about 20 percent of U.S. buyers to go for the manual, which is similar to the mix for the outgoing 991.2 model and the highest take rate in any market. In Germany, that figure dips into the single digits. It helps that manual loyalists will find that the 911 really has no competition. Except for the Aston Martin Vantage AMR, the 911’s direct competitors are automatic only.
Withering demand for the stick shift makes it that much harder for Porsche to justify the cost of the transmission’s engineering and model-specific components and the extra regulatory red tape that comes with meeting ever more stringent emissions and safety stand­ards. Three-pedal buyers miss out on the automatic’s electronically controlled differential and must settle for an old-fashioned limited-slip diff, but at least the manual transaxle is about 60 pounds lighter than the PDK. Choosing the stick also limits the available driver aids—you can’t get adaptive cruise control, for instance—but that doesn’t bother us much.
Buying any 911 has always been a big monetary commitment, and the 2020 Carrera S’s $114,650 base price is no exception. At least non-PDK buyers get the Sport Chrono pack thrown in for free. A $2790 option on automatic 911s, the package on manual-equipped cars consists of rev matching, a drive-mode selector knob, a Sport setting for the stability control system, and adaptive powertrain mounts that automatically soften or cinch depending on the drive mode. Don’t worry, purists, you can deactivate the rev-matching feature should you want to heel-toe downshift and blip the throttle yourself.

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Marc UrbanoCar and Driver

The base 992 Carrera still doesn’t offer a stick; it’s possible it never will. But Porsche remains committed to building manual 911s as long as enough people actually buy them. The company has even shown a willingness to acquiesce to consumer demand, reinstating the once discontinued stick shift in the 911 GT3.
Beyond supply and demand, though, the decline of the manual transmission reflects mankind’s desire for quantitative improvements with every iteration. There’s no denying that when measured this way, the automatic 992 is superior to its manual analogue. But a Porsche 911 is not the same as an iPhone. This car is perfectly usable and practical transportation, but the happiness it imparts is what makes it more than just a machine. Relentless technological advancement can make our lives easier but not necessarily more fun.
For those who understand and appreciate the difference that a stick shift makes, an automatic 911 will remain about as unpalatable as well-done filet mignon. We want cars that involve us. We enjoy flavor, we crave control, and if we find something that brings us joy, we will fight to keep it. A manual 911 offers a connection missing in the automatic car and serves to hammer home the maxim that a clutch and shifter are integral to the driving experience. Do your part and buy one.

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Marc UrbanoCar and Driver

0.3 vs. 0.1
When it comes to shifting gears, the human arm—even a Schwarzenegger limb in Mr. Olympia condition—is no match for computer-controlled solenoids. To figure out the dual-clutch automatic’s advantage, we timed the manual 911’s shifts using CAN bus data and our test equipment. The absolute quickest we can manage a 1-2 gearchange is a hair under 0.3 second. Porsche claims the 992’s ZF-supplied PDK can snap off a shift in as little as 0.1 second—a gear swap so quick and smooth, it’s invisible on the speed trace from our test data. A 200 percent disadvantage is never going to win a race, but the manual 911 remains 100 percent more enjoyable, whether test equipment can measure that or not. —K.C. Colwell
Found in Translation
To offer a stick shift in the 911, Porsche converted its dual-clutch automatic to work like a manual trans. It wasn’t a straight­forward procedure, since the automatic lays its gears out in a way that would create a strange shift pattern for the manual if left alone [see below]. For instance, first gear is where you’d expect to find fourth and fourth is where sixth should be [A].

To avoid confusion and allow this manual to retain a familiar shift pattern, Porsche developed MECOSA, which stands for mechanically converted shift actuator. MECOSA translates the conventional-shift-pattern commands made by the driver into the desired gear engagements within the transmission [B]. Without it, the driver would have to use the aforementioned odd shift pattern. It’s a little mechanical ingenuity worth celebrating in this overwhelmingly computer-aided age. —K.C.

Specifications

Specifications
2020 Porsche 911 Carrera S
VEHICLE TYPE rear-engine, rear-wheel-drive, 2+2-passenger, 2-door coupe
PRICE AS TESTED $121,950 (base price: $114,650)
ENGINE TYPE twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement 182 in3, 2981 cm3Power 443 hp @ 6500 rpmTorque 390 lb-ft @ 2300 rpm
TRANSMISSION 7-speed manual
CHASSIS Suspension (F/R): struts/multilinkBrakes (F/R): 13.8-in vented, cross-drilled disc/13.8-in vented, cross-drilled discTires: Pirelli P Zero PZ4, F: 245/35R-20 (91Y) NA1 R: 305/30R-21 (100Y) NA1
DIMENSIONS Wheelbase: 96.5 inLength: 178.3 inWidth: 72.9 inHeight: 50.9 inPassenger volume: 72 ft3Cargo volume: 5 ft3Curb weight: 3317 lb
C/D TEST RESULTS 60 mph: 3.6 sec100 mph: 8.0 sec130 mph: 13.2 sec150 mph: 19.0 secRolling start, 5–60 mph: 4.5 secTop gear, 30–50 mph: 12.9 secTop gear, 50–70 mph: 9.6 sec1/4 mile: 11.8 sec @ 122 mphTop speed (mfr’s claim): 191 mphBraking, 70–0 mph: 136 ftBraking, 100–0 mph: 270 ftRoadholding, 300-ft-dia skidpad: 1.06 gStanding-start accel times omit 1-ft rollout of 0.4 sec.
EPA FUEL ECONOMY Combined/city/highway: 20/17/25 mpg

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Jessica Lynn WalkerCar and Driver

There is a common misconception that pickup trucks are judged by their tow ratings, off-road ability, and cargo capacity when, in fact, trucks are usually judged by the number of jealous glances you get on the highway—and the number of times you are given the right of way on single-lane trails. By the latter metric, the 2020 Ford Ranger is a solid performer. It’s an eye-catching truck, especially kitted out as our top-spec Lariat test vehicle was, in bright metallic Lightning Blue with the optional FX4 and additional Ford Performance Level 1 off-road packages. We’re not sure if it was the butterfly-blue paint or the giant Ford Performance windshield sticker, but we got waved at and thumbs-upped all over the place during our time in the Ranger.

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As full-size trucks turn into full-size apartments—and with similarly sizable price tags—mid-size trucks offer a more affordable way to tow a boat or toy hauler without requiring an airplane hangar to park in or a second job to pay for it. When Ford brought the Ranger back to the United States market in 2019, it was a mildly retouched version of the model Ford has been selling in other countries since 2011, which is to say, it was new here but not a new truck. Reviews of its performance were decent, but many focused on its too-soft ride quality, limited options, and dated interior design. This wouldn’t be the first time we called its cabin boring and uninspired or declared that the Ranger dives and squats quite a bit under braking and acceleration. Riding in the stock truck is like riding a dolphin. Since the Lariat trim adds leather seating, ambient lighting, and a larger center touchscreen—and the Ranger’s Ford Performance package changes out the dampers for specially tuned Fox units front and rear—it’s fair to expect big changes in interior and ride quality from this upgraded version of Ford’s little pickup. It mostly delivers.

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Jessica Lynn WalkerCar and Driver

We’ll start with mostly. Step up into the cabin, or for those lacking in personal ride height, scramble, crawl, and hoist yourself into the cabin. Luckily for this short reviewer, the Ford Performance package doesn’t add any lift to the Ranger, which already offers 8.9 inches of ground clearance with the FX4 option. That’s great for going over obstacles but rough for climbing aboard. The Ranger has a grab handle on the passenger-side A-pillar, but it’s so high and inset that using it will count as pull-ups for your body-weight workout. Maybe that’s a selling point. Yes, this is a $48,895 truck, but you can cancel your gym membership and just do lunges to get in it and bulk up by lifting the undamped tailgate.
Once inside, the Lariat’s seats are comfortable and easy to adjust. But aside from the cushy thrones and an 8.0-inch touchscreen, even in the Lariat the Ranger’s interior is as basic as a pumpkin-spice latte. If you’re looking for flashy woodgrain like in an up-level F-150, trick in-cab storage solutions like a Ram 1500, or even quirky personality like in the Toyota Tacoma, it ain’t here, bub. You get well-organized but small climate, entertainment, and drive-mode controls; a big PRNDL shift lever with plus/minus buttons for manually locking out gears for towing and hill climbing; two USB ports; and some cupholders. The Ranger won’t win any design awards, but truck purists will say, “It’s functional and looks easy to clean. What more do you need?” A better grab handle, that’s what.

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Jessica Lynn WalkerCar and Driver

In the back seat, if you opt for the full four-door SuperCrew over the smaller SuperCab, there’s plenty of headroom and decent legroom. High temperatures and rules against in-restaurant dining during our drive meant we were able to test its back seat as an air-conditioned eating area. The Ranger gets high marks for its pull-down center armrest with cupholders and plenty of space to spread out dipping sauces. The back seat is a three-across bench, which flips up for some underseat storage, but it doesn’t fold flat, which may be why it’s called SuperCrew and not SuperCargo.

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Jessica Lynn WalkerCar and Driver

If all of this is applicable to any Ranger, what does the Ford Performance Level 1 off-road package bring? Most important, we noticed that the Fox shocks, which are the star component of the kit, eliminate the WaveRunner ride we disliked with the stock setup. You’ll give up a touch of comfort but, again returning to truck purism, there’s nothing wrong with a truck that rides like a truck. It’s firm but not vertebrae shattering. The rest of the package adds an off-road leveling kit to even out the ride height of the nose with the rear of the truck, Ford Performance 17-inch wheels painted Dyno Gray, and the coveted Ford Performance stickers on the windshield and rear bedsides. The leveling kit isn’t particularly noticeable, as FX4 Rangers already have good ground clearance. The wheels are an attractive design but look a little small in the Ranger’s giant wheel wells. Some knobbier tires than the Hankook Dynapro AT-Ms on our test truck would add a little more rock-crawling cred. Looks aside, both truck and tires did just fine over miles of rutted dirt and even an unexpected sandy hill.
There are no powertrain changes to the Ranger with the Level 1 Ford Performance off-road package. You have to step up to the pricier Level 2 or 3 packages to get a more powerful engine calibration. Under the hood of the Level 1 setup is the same 270-hp turbocharged 2.3-liter inline-four and 10-speed automatic that are in all the other variants of this truck. It’s a good engine and a great transmission, with ample low-end torque (310 pound-feet) and solid fuel economy (20 mpg city, 24 highway, 22 combined) for a truck, although the throttle response feels a little sluggish just off idle.

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Jessica Lynn WalkerCar and Driver

Most of the Ranger’s off-pavement gear—even with the Ford Performance kit—comes as part of the FX4 package: beefier tires, a steel front bash plate and underbody skid plates; an electronically locking rear differential, Ford’s Terrain Management System with Normal, Grass, Gravel/Snow, Mud/Ruts, and Sand settings; and an off-road display that gives you pitch, roll, and steering-angle readouts. Switching through the drive modes is done with a button in the center of the control knob for the four-wheel-drive transfer case, and information is shown in the instrument cluster. Just forward from those controls is the Trail Control button, which allows you to set a maximum crawl speed to avoid riding the brakes on steep inclines. We’d suggest setting it ahead of time, as reading the small display and making speed adjustments while bouncing over bumps is a bit more challenging than we’d recommend. Although the digital readouts would benefit from better visibility, sightlines around the truck are excellent. We were able to spot and avoid squishing a wandering tarantula on the trail, which made us feel like responsible off-roaders and speaks well to the Ranger’s braking and handling abilities.
If you’re in the market for a small, off-road capable truck, the Ranger is a nice buy, especially in its more moderate trim levels. The $1295 FX4 add-on is available on any trim level and is well worth the cost for its locking diff and the protective underbody cladding. But spending the additional $2495 for the Ford Performance Level 1 kit is less tempting, even if we do really like the improved ride from the Fox shocks. It really comes down to how much you like that windshield banner.

Specifications

Specifications
2020 Ford Ranger SuperCrew 4×4 Lariat Ford Performance Level 1
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door pickup
BASE PRICE $42,365
ENGINE TYPE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement 138 in3, 2261 cm3Power 270 hp @ 5500 rpmTorque 310 lb-ft @ 3000 rpm
TRANSMISSION 10-speed automatic
DIMENSIONS Wheelbase: 126.8 inLength: 210.8 inWidth: 73.3 inHeight: 71.5 inPassenger volume: 97 ft3Curb weight (C/D est): 4600 lb
PERFORMANCE (C/D EST) 60 mph: 6.4 sec100 mph: 17.2 sec1/4 mile: 15.0 secTop speed: 110 mph
EPA FUEL ECONOMY Combined/city/highway: 22/20/24 mpg

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