Evelyn Reynolds

IntroductionWith its rear-wheel-drive-based underpinnings and turbocharged inline-six engine, the 2024 Mazda CX-90 is the Japanese automaker’s strongest argument yet that it’s a premium vehicle brand. But BMW- and Mercedes-like chassis and powertrain architectures alone are not the only arbitrators of what makes a high-end vehicle, and the exclusively all-wheel-drive CX-90’s $40,970 starting price puts this Mazda more in line with mainstream mid-size three-row SUV options such as the Toyota Grand Highlander, Kia Telluride, Jeep Grand Cherokee L, and Honda Pilot—rivals the Mazda toppled in a recent five-way comparison test. But it’s one thing to impress us for a few hundred miles; it’s another to do so over thousands. Now, we have 40,000 miles to see what it’s like to live with the CX-90. This ought to be enough time to help us figure out if the CX-90 is a mainstream SUV with premium decor or a bonafide premium SUV with a mainstream price tag.The $62,550 sticker attached to our top-of-the-line 2024 CX-90 Turbo S Premium Plus certainly pushes it into premium vehicle territory. That sum also includes $325 worth of carpeted mats and $900 for a port-installed tow package, which consists of a trailer hitch and harness, tow ball and mount, and brake controller. The latter item lives inelegantly on the left corner of the lower dash—prime knee-bashing real estate.As a Turbo S, our Deep Crystal Blue Mica test vehicle packs the more powerful variant of Mazda’s new 3.3-liter inline-six. With premium gas running through its fuel lines, the engine pumps out 340 horsepower and 369 pound-feet of torque. Feed it 87 octane, and 21 horses leave the pasture. The engine’s tune in lower-level CX-90 Turbo models develops only 280 horsepower and 332 pound-feet of torque regardless of octane. That’s probably enough grunt for most CX-90 buyers, but we’re not ones to turn down the chance for our collective right foot to wield more horsepower, even if capitalizing on this opportunity adds $7000 to the bottom line compared to a non-S Turbo Premium Plus model. Those seven stacks of greenbacks net more than powertrain tweaks, though. The Turbo S Premium Plus features a handful of niceties its lesser counterpart does without, including ventilated (and not just heated) rear bucket seats, a roomy and opulent second-row center console, swiveling headlights, and a lane-centering system. Plus, there’s the Turbo S moniker itself, an epithet typically associated with six-figure Porsches that CX-90 Turbo S owners can now use to impress peers, potential business partners, and future in-laws. (“Look, I’m no Bezos, but I am doing well enough that I bought a new Turbo S the other week.”)Though our CX-90 Turbo S may be the most powerful iteration of Mazda’s three-row SUV, it’s not the most spritely option. Even with 272 fewer pounds to push around, our 4964-pound long-term CX-90’s acceleration times at sub-triple-digit speeds trailed those of the gas-electric 323-hp CX-90 PHEV. Our long-term SUV’s 6.2-second sprint to 60 mph and 14.7-second quarter-mile pass fell short of the PHEV’s figures by 0.3 and 0.2 seconds, respectively. Its 3.6-second 30-to-50-mph run was 0.9 second behind that of its plug-in-hybrid kin.That said, our CX-90 accelerated more quickly than many of its six-cylinder peers from other mainstream brands, even if the default Normal drive mode’s powertrain map leaves the SUV feeling a bit listless off the line at anything short of wide-open throttle (surely a concession Mazda made in the name of fuel efficiency.) A 48-volt electrical system that powers a stop-start motor sandwiched between the engine and eight-speed automatic transmission also contributes to the relative miserliness of this sizable SUV. In its first few thousand miles, our CX-90 is averaging 23 mpg. That’s a bit off the EPA’s combined estimate of 25 mpg but better than the 22 mpg our long-term 2016 Mazda CX-9 averaged over 40,000 miles, a feat that’s made more impressive by the fact the larger six-cylinder CX-90 carries 571 pounds of additional mass compared to the four-cylinder CX-9.In spite of its heft, the CX-90, with the aid of its 21-inch Toyo Open Country A50 all-season tires, circled our skidpad at a respectable 0.86 g and came to a halt from 70 mph in 172 feet. Both figures bettered those of our long-term 2021 Mazda CX-30. That 3293-pound subcompact SUV pulled 0.85 g on the skidpad and stopped from 70 mph in 174 feet. Our CX-9, meanwhile, kicked off its long-term test with a 0.85-g skidpad run and a 168-foot stop from 70 mph.Still, the fact our CX-90 accelerates, grips, and stops like a much lighter vehicle does not necessarily correlate to its driving experience. Whereas the CX-9 brought an almost Miata-like sense of dynamic finesse and engagement to the mid-size SUV segment, the CX-90 is stoic and demure. There’s still more behind-the-wheel involvement than is typical of vehicles in this segment, but its slow and heavy steering, tendency to understeer (this despite just 50.6 percent of its mass sitting on the front wheels), and controlled but significant body motions make it feel a little less special from the driver’s perspective. The opposite is true for passengers—at least in the case of the Turbo S Premium Plus trim, which is available with either tan or white leather wares. The latter hue lines the inside of our CX-90. The soft hides complement a cabin filled with high-quality plastics, striking metal decor, and a fabric-covered dashboard with distinct hanging stitches that augment physical climate controls. On the display front, there’s a 12.3-inch digital instrument cluster and a 12.3-inch infotainment screen with wireless Apple CarPlay and Android Auto compatibility. It all adds up to a cabin with the look and feel of a premium product. Mazda has high ambitions for both the CX-90 and its future as a premium brand. The newest three-row model from Mazda certainly made a strong initial impression on us, but we’ll see how that sentiment holds up over 40,000 miles.Months in Fleet: 1 month Current Mileage: 4678 milesAverage Fuel Economy: 23 mpg Fuel Tank Size: 19.6 gal Observed Fuel Range: 450 miles Service: $0 Normal Wear: $0 Repair: $0 Damage and Destruction: $0 SpecificationsSpecifications
2024 Mazda CX-90 Turbo S Premium PlusVehicle Type: front-engine, all-wheel-drive, 6-passenger, four-door wagon
PRICE
Base/As Tested: $61,325/$62,550Options: Premier Towing set (trailer hitch and harness, tow ball mount kit, brake controller), $900; Premier Carpet set (premium carpet floor and cargo mats), $325
ENGINE
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 200 in3, 3283 cm3Power: 340 hp @ 6000 rpmTorque: 369 lb-ft @ 2000 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 13.7-in vented disc/13.8-in vented discTires: Toyo Open Country A50275/45R-21 107W M+S
DIMENSIONS
Wheelbase: 122.8 inLength: 200.8 inWidth: 78.5 inHeight: 68.2 inPassenger Volume, F/M/R: 57/51/33 ft3Cargo Volume, Behind F/M/R: 75/40/16 ft3Curb Weight: 4964 lb
C/D TEST RESULTS: NEW
60 mph: 6.2 sec1/4-Mile: 14.7 sec @ 98 mph100 mph: 15.2 sec120 mph: 23.2 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.5 secTop Gear, 30–50 mph: 3.6 secTop Gear, 50–70 mph: 4.4 secTop Speed (gov ltd): 129 mphBraking, 70–0 mph: 172 ftRoadholding, 300-ft Skidpad: 0.86 g
C/D FUEL ECONOMY
Observed: 23 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 25/23/28 mpg
WARRANTY
3 years/36,000 miles bumper to bumper5 years/60,000 miles powertrain5 years/unlimited miles corrosion protection3 years/36,000 miles roadside assistance
C/D TESTING EXPLAINEDSenior EditorDespite their shared last name, Greg Fink is not related to Ed “Big Daddy” Roth’s infamous Rat Fink. Both Finks, however, are known for their love of cars, car culture, and—strangely—monogrammed one-piece bathing suits. Greg’s career in the media industry goes back more than a decade. His previous experience includes stints as an editor at publications such as U.S. News & World Report, The Huffington Post, Motor1.com, and MotorTrend. More

Estoril is a fantastic former Formula 1 circuit with a two-dimensional logo that doesn’t do it justice. Instead of the bent-paperclip layout that’s depicted, it’s a nuanced and challenging ribbon of asphalt that’s been artfully draped over Portugal’s coastal mountain topography. A mighty 740-horsepower, rear-drive supercar such as the 2024 McLaren 750S should be intimidating around an old-school F1 track, but the 750S is so well sorted that yours truly, who had never before seen the place, felt fully confident to push like hell without fear of being flung into the barriers.Yes, the 750S is an evolution of the 720S, but that’s a mega jumping-off point. Roughly 30 percent of its parts are new or revised, so the changes go well beyond putting the screws to the twin-turbo 4.0-liter V-8 to add 30 horses and 22 pound-feet of torque. The sum of the tweaks also amounts to a weight loss of 66 pounds and a class-leading power-to-weight ratio, according to McLaren. Other changes lean into this further, such as shorter final gearing that makes the car feel even more punchy out of slower corners. We expect the 60-mph and quarter-mile times to shrink, but that doesn’t capture how much more alive it feels. Top speed drops from a claimed 212 mph to “just” 206 mph because of the gearing change, but we’ll allow that.A new center-exiting stainless-steel exhaust system gives the car a more ferocious bark. This is especially enjoyable to occupants of the Spider, which more effectively conveys the sound to the cockpit, even with the top up, on account of its headrest flying buttresses and retractable rear window. But the rerouted exhaust has a bigger role to play, as it’s part of a comprehensive aerodynamic rethink that better manages airflow over a new rear wing that is 20 percent larger. Around Estoril, the active wing toggles from a drag-reduction device on long straights to an air brake when you smash the eyeball-stretching, optional carbon-ceramic binders. At the turn-in point, it once again becomes a conventional wing that works with the revised nose and front splitter to press the available Pirelli P Zero Trofeo R tires resolutely into the tarmac, delivering impeccable aerodynamic balance as speed builds. Those who don’t need ultimate track grip can opt for P Zero Corsa PZC4s or stick with the standard P Zero PZ4 fitment.Direction changes require less lock on account of a quicker steering ratio, which makes the car more responsive on the track without stepping over the line to become darty on the street. Effort buildup is a bit indistinct on regular roads when driven casually, but the electro-hydraulic system’s precision is unflappable, with feedback that improves markedly as cornering forces build. McLaren’s third generation of its brilliant hydraulically crosslinked Proactive Chassis Control suspension (PCC III) has been revised with new spring, damper, and accumulator tuning, and it delivers the compliance necessary to dance across FIA curbs without upsetting the car’s stability.On the open road, this setup also gives the 750S impeccable smoothness on neglected pavement, and that imbues this supercar with a dollop of Clark Kent respectability. The crosslinked dampers that replace traditional anti-roll bars are part of the reason, but the unsung hero is a “Z-bar” rear heave spring, which shoulders the considerable rear aerodynamic loads generated at speed on a racetrack without demanding stiff springs at the rear corners that would otherwise impede the movement of the rear suspension over routine lumps and bumps.Inside, the McLaren’s no-nonsense cockpit has been made even more approachable. Gone is the 720’s silly instrument pod that rotated 90 degrees between a reasonably adequate gauge cluster in street configurations and a ludicrous KITT-style slot display in Track mode. In its place, the 750S employs a highly legible digital instrument cluster flanked by prominent rocker switches built into the outside corners of the shade hood. These switches make easy work of drive mode and chassis stiffness selections, as they are always within fingertip reach because the entire assembly tilts and telescopes along with the Alcantara-wrapped steering wheel. The wheel itself, in stark contrast to Ferrari’s approach, contains no buttons or switches apart from the large shift paddles that sprout from behind its spokes. Probably a horn too, but we weren’t upset with anyone.More McLarenThe center stack is equally clean and straightforward, with a triple stack of buttons close to the driver. The Aero button engages the active aerodynamics, while the Kiwi-bird button allows one to save a favorite drive, suspension, and aero setup. It works exactly like a radio preset too: Set everything where you want, then press and hold the Kiwi to save. From then on, a momentary press engages your custom setup, and you can change it at any time. Below that lies the launch-control button. To the right of these is the familiar McLaren-spec portrait-oriented touchscreen with a prominent volume knob just below. This is where you go to make audio, navigation, phone, and HVAC selections. But McLaren has taken this a step further down the ease-of-use pathway, because this modest system now supports Apple CarPlay. It’s a wired connection via USB-C or USB-A, and Android Auto is nowhere to be seen, but it’s a welcome step nonetheless.The Spider is a more compelling package than you might expect, because the carbon-fiber monocoque at the heart of the 750S needs no reinforcement. The roof of the coupe isn’t particularly structural, so the Spider’s modest 108-pound claimed weight gain is all down to the power-retractable hardtop mechanism itself, including the retractable vertical rear window that allows the glorious new exhaust note to migrate into the cabin with the top up.Just as there’s more to Estoril than its logo suggests, there’s more to the new 750S than the revised nomenclature indicates. McLaren didn’t just add 30 horsepower; it gave the car more soul. And Apple CarPlay.SpecificationsSpecifications
2024 McLaren 750S Coupe and SpiderVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe or convertible
PRICE
Base: Coupe, $332,740; Spider, $353,740
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port fuel injectionDisplacement: 244 in3, 3994 cm3Power: 740 hp @ 7500 rpmTorque: 590 lb-ft @ 5500 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 105.1 inLength: 179.9 inWidth: 76.0 inHeight: 47.1 inPassenger Volume: 47–48 ft3Cargo Volume, F/R: 5/2–7 ft3Curb Weight (C/D est): 3100–3200 lb
PERFORMANCE (C/D EST)
60 mph: 2.5–2.6 sec100 mph: 5.1–5.2 sec1/4-Mile: 9.9–10.0 secTop Speed: 206 mph
EPA FUEL ECONOMY
Combined/City/Highway: 17/15/19 mpgTechnical EditorDan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department. More

Did you know that spiders don’t have muscles in their legs? It’s true. Their legs are controlled with what amounts to a hydraulic system that uses blood as the fluid. It’s why spiders’ legs curl up postmortem. We’re not saying that AMG was inspired by spiders here, but the new Mercedes-AMG GT’s standard hydraulic anti-roll control echoes the arachnid’s limbs. As with the hydropneumatic system long used by McLaren, the GT’s corners are linked via circuits that manage the roll stiffness. At each corner is a cylinder that looks like a damper, but the actual damping is done externally, at electronically controlled valves on the damper body. There is no valving inside the tube. The system has the advantage of being able to effectively disconnect the anti-roll effect to improve ride and then crank the anti-roll stiffness up to 11 when you want to corner like you mean it. The downside is that it’s heavier than conventional anti-roll bars, and heavier is a bit of a theme with the new GT. Bigger Than BeforeThis second-gen GT is basically a clean-sheet design that now shares its underpinnings with the Mercedes-AMG SL. No more dual-clutch transaxle, dedicated platform, or long-hood proportions that the first GT, and the SLS before it, had. A twin-turbo 4.0-liter V-8 makes 577 horsepower and drives all four wheels by way of the corporate nine-speed automatic. A back seat is optional, and the monolithic infotainment screen and digital gauges are shared with the SL. The platform is larger. Its 106.3-inch wheelbase is 2.8 inches greater than before, and the overall length has ballooned 7.1 inches to 186.1. As such, the GT carries about 600 pounds more than it used to. While the rear seat is optional, it should be considered mandatory. What little mass it adds is shaded by a metric ton of functionality. AMG claims the pair of seats can fit people up to four feet 11, which basically means “kids,” and that tracks. What makes the seats a must is that they fold. When folded, the cargo space grows from 11 cubic feet to 24, and the increase in area is enough to wedge a bicycle in there (after removing the front wheel). Go with the two-seater, and there’s a parcel shelf and a fixed vertical partition.The vestigial seats were driven by customer demand. AMG listened to what its buyers wanted, and the overwhelming consensus was more functionality and, despite the wonderful advancements in winter tires, all-wheel drive. While owners didn’t clamor for more performance, AMG being AMG decided it needed that too. AMG GT PerformanceAll-wheel drive all but guarantees the car will outaccelerate its predecessor. Put your foot to the floor, and the engine responds with a ferocity not often found in six-figure grand tourers. The nine-speed transmission, utilizing a clutch pack in lieu of a torque convertor, snaps off shifts with increasing haste as you cycle through the drive modes (Slippery, Comfort, Sport, Sport+, and Race, as well as Individual). The GT63 should be capable of sub-3.0-second dashes to 60 mph with little effort.Fortunately, AMG didn’t concentrate solely on that dimension. Standard tech also includes rear steer, with the rear wheels pointing out of phase up to 60 mph. All the fancy chassis systems do a commendable job of masking the additional mass. Turn into a sweeper, and the car grips like a spider to a wall. Related StoriesStill, we can’t shake that the GT feels in a lot of ways like a step back. Don’t get us wrong, the car is plenty capable. And once you get over the learning curve of some seriously frustrating infotainment menus, it’s way more livable as a daily driver than before. It’s just not the dedicated sports car that the first one was. We expect pricing to start somewhere around $180,000 when the AMG GT63 goes on sale early next year. There’s also a GT55 coming that uses the same 4.0-liter V-8, albeit in a 469-hp state of tune. It’ll undercut the 63 by at least $20K and broaden this car’s appeal even more.SpecificationsSpecifications
2024 Mercedes-AMG GT63 CoupeVehicle Type: front-engine, rear/all-wheel-drive, 2- or 2+2-passenger, 2-door hatchback
PRICE (C/D EST)
Base: $180,000
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 243 in3, 3982 cm3Power: 577 hp @ 6500 rpmTorque: 590 lb-ft @ 2500 rpm
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 106.3 inLength: 186.1 inWidth: 78.1 inHeight: 53.3 inCargo Volume, Behind F/R: 24/11 ft3Curb Weight (C/D est): 4300 lb
PERFORMANCE (C/D EST)
60 mph: 2.9 sec100 mph: 7.0 sec1/4-Mile: 11.1 secTop Speed: 196 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 16/14/21 mpgExecutive EditorK.C. Colwell is Car and Driver’s executive editor, who covers new cars and technology with a keen eye for automotive nonsense and with what he considers to be great car sense, which is a humblebrag. On his first day at C/D in 2004, he was given the keys to a Porsche 911 by someone who didn’t even know if he had a driver’s license. He also is one of the drivers who set fast laps at C/D’s annual Lightning Lap track test. More

Beauty comes in many forms. The SF90 XX, for example, is the first street-legal Ferrari with a fixed rear wing since the F40 and F50 of the 1980s and ’90s. Yet where those two Pininfarina-styled icons embrace the atmosphere with elegance, the SF90 XX exudes a menace born out of its singular mission: to be the most extreme roadgoing Ferrari ever. At its core, this all-wheel-drive plug-in hybrid with a combined 1016 horsepower blurs the line between Ferrari’s top-level supercars and its heretofore racetrack-only specials wearing the XX designation. Only 799 of the $890,000 Stradale coupes and 599 of the $995,000 Spider convertibles will be made. The standard 986-hp SF90 already combines brazen charisma with ballistic 2.0-second launches to 60 mph—the quickest time we’ve ever recorded—making it a choice starting point. The new car should be even quicker.Comprehensive OptimizationKey to the SF90 XX’s gains is its massive 1168 pounds of downforce at 155 mph, up from the SF90’s 860 pounds. A deeper front splitter feeds air to a modified radiator setup that not only eliminates the car’s cargo compartment but also is inverted both to allow more airflow through the redesigned hood and to create a flatter underfloor that helps suck the car’s nose to the ground. Fender vents reduce air pressure in the wheel wells, while a larger diffuser helps extract air from the XX’s elongated tail section. An active rear spoiler remains, but it’s been reconfigured to work in conjunction with the fixed rear wing, cutting drag and increasing downforce. Although the upgrades drop the SF90’s quoted top speed from 211 mph to 199, high-speed stability is greatly enhanced. Uncork the SF90 XX and its carbon-fiber-lined cabin fills with the feral howl of a twin-turbo 4.0-liter V-8 spinning to 8300 rpm. Optimized sound tubes pump more of the combustion symphony into the passenger compartment, while the engine itself gains 17 horses (now 786 in total) by way of new pistons and polished intake and exhaust tracts. Updated programming, borrowed from the Daytona SP3, brings crisper ratio swaps to the eight-speed dual-clutch automatic plus louder barks and pops as you toggle the shift paddles on the steering column. The new car retains the regular SF90’s PHEV configuration, sporting a compact battery with an estimated 6.5 kWh of usable capacity and a trio of electric motors—one between the V-8 and the gearbox and another at each front wheel for torque vectoring across the front axle. Total electrical output remains 217 horsepower in most situations, but new “extra boost” software releases an additional 13 stallions in brief spurts when the PHEV’s raciest Qualifying mode is engaged. Tamer hybrid settings alter the flow of power to varying degrees, while an electric-only mode can propel the car for a few miles at speeds up to 84 mph.Compared with a regular SF90 that has the lightweight Assetto Fiorano package, the XX model cuts about 20 pounds of fat from its curb weight (now an estimated 3800 pounds) via features such as the redesigned hood and new carbon-fiber seats, which combine the torso-hugging support of a one-piece racing shell with the comfort of an adjustable backrest. As a road car, the SF90 XX also retains power windows and air conditioning. Power and PoiseWe sampled the coupe version of the SF90 XX around Ferrari’s Fiorano test track. Michelin Pilot Sport Cup 2 R tires (255/35ZR-20s front, 315/30ZR-20s rear) work hard as the car slingshots out of tight turns on the torque of its electric motors, its thrust building relentlessly as the V-8 comes into play and the scenery turns to a blur. Trust in Ferrari’s engineering is needed as aerodynamic forces mount, but communication through the steering wheel is clear and direct. Impressively mild tempered given its potential, the SF90 XX is prone to stable understeer when pushed too hard, while midcorner pokes of the throttle nudge its tail out in manageable slides. Stand on the firm, short-stroke pedal controlling the upgraded brake system with 15.7-inch front and 15.4-inch rear (1.2 inches larger than the Stradale’s) carbon-ceramic rotors, and the car seemingly augers into the pavement, its new ABS controller (shared with the 296GTB) modulating the stopping force to help the car rotate with rabid turn-in response. Despite spring rates that have been upped by close to 70 percent, the SF90 XX still leans slightly around apexes, and its ride on the standard Multimatic DSSV spool-valve dampers felt rather compliant on Fiorano’s smooth surfaces (sadly, we weren’t allowed outside the Ferrari factory’s gates). Optional adaptive dampers include a nose-lift function. More XX-Rated FerrarisRevised stability controls bring additional security and dramatically alter the XX’s temperament as you click through the manettino drive-mode dial on the steering wheel. Sport mode will make novices feel like heroes, while Race gives the driver greater control yet still regularly steps in to manage wheelspin. The brave can disengage all the systems, but the quickest setup is CT/Off, with its exploitable safety net that lets the car move around naturally and only subtly reins things in at the limit. Arguably, the highlight for the fortunate few who’ve already snapped up the SF90 XX’s allotments will be its usability. The previous XX models are usually stored in Maranello and rolled out only for select track days under the guidance of engineers. SF90 XX owners, on the other hand, will be able to unleash their thoroughbreds at will. Whether that’s on a racetrack or an empty canyon road, the freedom to choose will be its own kind of beautiful. SpecificationsSpecifications
2024 Ferrari SF90 XX StradaleVehicle Type: mid-engine, front- and mid-motor, all-wheel-drive, 2-passenger coupe
PRICE
Base: $890,000
POWERTRAIN
twin-turbocharged and intercooled DOHC 32-valve 4.0-liter V-8, 786 hp, 593 lb-ft; 2 permanent-magnet synchronous AC front motors, 114 hp, 73 lb-ft each; permanent-magnet synchronous AC rear motor, 161 hp, 192 lb-ft (combined output: 1016 hp; 6.5-kWh [C/D est] lithium-ion battery pack)Transmissions, F/R: direct-drive/8-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 104.3 inLength: 190.9 inWidth: 79.3 inHeight: 48.2 inCurb Weight (C/D est): 3800 lb
PERFORMANCE (C/D EST)
60 mph: 1.9 sec100 mph: 4.3 sec1/4-Mile: 9.4 secTop Speed: 199 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 17/16/18 mpgCombined Gasoline + Electricity: 50 MPGeEV Range: 8 miTechnical EditorMike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver’s reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines. More

From the October 1995 issue of Car and Driver.Amid the wails, howls, and whoops from engine and gearbox—yes, and a few from the driver—it comes as a surprise to find Ferrari’s 513-hp F50 a benign and even friendly car. And it’s clear after two laps around Ferrari’s Fiorano test track that there’s enough of a racing flavor in the roadgoing Grand Prix car to make the driver feel like a hero.The F50’s 60-valve 4.7-liter V-12 shrieks to its 8500-rpm redline in first, second, and third gears. The snap change to fourth, just before the apex of Fiorano’s famous long left-hand sweeper, comes at 105 mph, and the revs drop just 1600 rpm. Initial understeer, exaggerated by the need to dial in a quarter-turn of the wheel, has abruptly vanished. Finally, there’s agility through the steering. Despite the car’s size and power, it’s outrageously easy to balance the Ferrari’s attitude on the accelerator, loading up the outside rear wheel and aware that lifting off instantly alters the drift angle. It’s not enough to require premeditated opposite lock—more a tiny, almost imperceptible reduction in steering input. Squeeze on the accelerator and that’s offset by the immediate application of power to the 355/30ZR-18 Goodyear Eagle GS Fiorano rubber (developed by Goodyear’s racing department in Akron for the F50 and named after this track). Incredibly, the F50 feels utterly chuckable.If I can tighten the line at will, place the F50 to the nearest inch in avoiding the ripple strips, and not ever be fearful of an abrupt snap into oversteer, then Dario Benuzzi, Ferrari’s chief test driver, has done his job well. The terrific thing is that such safe handling is totally unexpected from a car this exuberant. Ferrari says the F50 is a road version of the 641 Formula 1 car. Ferrari’s first carbon-fiber chassis in a production car utilizes a V-12 engine adapted from the racing program as an integral, load-bearing unit. With 513 hp and 347 pound-feet of torque, the F50 has a power-to-weight ratio beaten only by McLaren’s roadgoing F1—at twice the price. The F50’s performance envelope is accessible and its handling is adjustable. At least here, that is, on the racetrack where it was developed. The irony: Ferrari has built the F50 as an Fl car for the road, but we are driving it for the first time on the track. Road time comes later.This is not a beautiful car, but there’s no denying it has enor­mous presence. The shape was sculpted in the wind tunnel to produce downforce (680 pounds at 186 mph, distributed in nearly the same proportions as the car’s 42/58-percent weight distribution). The shape was also designed to help cooling and aid stability. Everything about the exterior has a purpose. The massive scoops in the hood, where air pressure is low, suck hot air through the radiators and contribute some downforce. The front bumper is profiled to discourage airflow separation before the air meets the flat underbody that runs from the nose to the rear axle line, where two diffuser tunnels help produce negative lift. The rear wing is perched almost as high as the top of the wind­shield and is designed to work whether the car is closed or open. That’s one reason the drag coefficient is a relatively poor 0.37 and Ferrari’s top-speed claim is “only” 202 mph. In this car, grip is more important than outright speed. From the side, the F50’s proportions look awkward. The open cockpit is set far forward, and much of the nose hangs well ahead of the front wheels. The longitudinally mounted engine is set back between the seats and the rear axle line, forcing an extended wheelbase. It’s the format of an Fl racer. The driving position comes as a sur­prise. Surely Prost and Mansell didn’t sit this high in the 641? The fixed, airbagless wheel is directly in front of the driver, mounted higher and more vertical than usual for a Ferrari. The pedals, which are adjustable for reach yet slightly offset to the right, never present a problem. But a tall driver may find them so close that his right shin hits the dash. Proof of the F50’s carbon-fiber con­struction is everywhere in this stark cabin. If you forget the electronic LCD instru­ments—easy to do, because they are almost impossible to read in sunlight—the interior defines simplicity. A/C is a neces­sity, and it is standard equipment. Recessed in the carbon-fiber dash are two circles: one for a key, the other a black rubber button labeled “Start Engine.” You turn the key and the black instrument cluster lights up. With the gearbox in neu­tral and foot off the accelerator, you push the button. The whir is followed by a hollow sucking, then all 12 cylinders fire together and immediately settle to a quick 2000-rpm idle. A tap on the throttle slows this to 800 to 900 rpm. At this point, the sound doesn’t resemble that of a racing engine, due to the exhaust system and engine calibrations set for public roads.From outside, the F50 is quieter than an F355, with just a little vibration tingling through the entire car. Once inside, you find the clutch travel springy yet progres­sive, the gearchange precise and light. Even so, it’s a shame Ferrari wasn’t able to adapt the electrohydraulic gearshift from the 641, which worked by paddles under the steering wheel. This is a sensitive issue at Maranello, one obvious area where the F50 radically departs from the Fl car. The problem is that non-synchro racing gear­boxes are rebuilt after 300 miles, and Ferrari prefers to avoid this expensive procedure—particularly under warranty. As you ease out the clutch at 2000 rpm, the F50 crawls forward docilely. The steering feels lighter than expected, but low-geared with 3.4 turns and a massive 41.3-foot circle. Power steering was deemed out of step with the F50 concept, as it would have added 33 pounds. The engine proves truly tractable, able to accept 1000 rpm in sixth gear. But not much happens until 3500 rpm, when sound level increases dramatically. You expect an equal jump in acceleration, but it doesn’t happen until 4500 rpm, when the engine note rises with ever-mounting intensity to a shrill crescendo.From 4500 rpm, the tach needle hurls up the dial to 8000 rpm (at the very top of the display) and beyond. For flat-out driving, you keep the engine in the shat­teringly fast 5000-to-8500-rpm range. The F50 has astonishing acceleration, yet it doesn’t have the awesome, even scary, power and performance of the McLaren F1’s 6.1-liter BMW V-12. Not that it’s slow: Ferrari’s telemetry, plugged in through the onboard computer, has the F50 capable of pulling 0.47 g under max­imum acceleration. The microchips mea­sure a 0-to-60-mph time of 3.7 seconds. A 65-degree V-12 is inherently well balanced, but when the engine and gearbox are bolted to the carbon-fiber monocoque to form a single, load-bearing structure for the rear suspension, you feel a mild vibra­tion through the seat and floor over 7000 rpm. The sound is something else. Remember Steve McQueen’s Le Mans?The first corner at Fiorano is a tight hairpin, normally taken in either first or second gear. At low speed, the F50 feels clumsy here. With the hammer down and the F50 working the way it was intended, everything changes. The absence of bush­ings—and compliance—in the double-­control-arm suspension means turn-in is now fast, the steering meaty and positive without loading up excessively. With its horizontally mounted spring/damper units and the latest version of Ferrari’s brilliant adaptive dampers working hard, the roll angles are so low as to be imperceptible and the body motion control is extraordi­nary, as it needs to be in a 200-mph car. To use the aerodynamics and chassis, you must exploit the power and take advantage of the F50’s fabulous control, balance, and responsiveness. Get this right and you can forget about under- and oversteer in a conventional sense and just revel in the adjustability of the car’s poise (and approach the claimed lateral acceleration of 1.20 g). With a power-to-weight ratio close to that of the F40, the F50 can lap Fiorano a staggering 3.5 seconds quicker. Part of that difference is due to the phe­nomenal non-servo, non-ABS brakes. Fer­rari rejected race-style carbon discs because they cost ten times as much as the massive four-pot, cross-drilled steel Brembos.One remaining problem: heat soak and the flow of hot air from the engine and radiators. This is in spite of small deflec­tors on the quarter vent windows to redi­rect hot air away from the cockpit. Again, air conditioning is essential. The F50’s connection to F1 racing is partly a marketing angle. But one drive is enough to prove there’s a close enough relationship in the sound, the responses, and the feel of the brakes and the trans­mission—even the steering—for the con­cept and technical integrity of the F50 to make real sense. At least on the track. SpecificationsSpecifications
1997 Ferrari F50Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE
Base: $519,245
ENGINEDOHC 48-valve V-12, iron block and aluminum heads, port fuel injectionDisplacement: 287 in3, 4698 cm3Power: 513 hp @ 8500 rpmTorque: 347 lb-ft @ 6500 rpm 
TRANSMISSION6-speed manual
CHASSIS
Suspension, F/R: control arms/control armsBrakes, F/R: 14.0-in vented, cross-drilled disc/13.2-in vented, cross-drilled discTires: Goodyear Eagle GS FioranoF: 245/35ZR-18R: 355/30ZR-18
DIMENSIONS
Wheelbase: 101.6 inLength: 176.4 inWidth: 78.2 inHeight: 44.1 inCurb Weight: 2950 lb
MANUFACTUER PERFORMANCE RATINGS
60 mph: 3.7 secTop Speed : 202 mph  More

From the September 1992 issue of Car and Driver.Whoever said “competition improves the breed” (was it Charles Darwin? Charles Barkley? Charlie the Tuna?) perfectly captured the action in today’s mid-size four-door-sedan market. No-quarter competition is breeding a high order of automotive excellence. Our recent family four-door face-off (“Solid-Citizen Sedans,” June 1992) confirmed that this cate­gory’s general level of quality—make that qualities, not just fit and finish—is a won­der to behold. This emphasis on excellence is not accidental, for we find the hot nationwide sale numbers here, with the Honda Accord, the Ford Taurus, and the Toyota Camry topping the charts. HIGHS: Smooth, smooth, smooth, in everything it does. With so much volume in this segment, this fall will see several high-stakes launches of sedans straight into the com­petitive teeth of the Accord-Taurus-Camry troika. Chrysler is betting the foundry on the 1993 LR-platform family sedans, and Nissan hopes the Altima four-door will soar where the Stanza stumbled. Even Mazda, which trades in niche products that emphasize the fun of driving and emo­tional connections with automobiles, still leans on the middle-of-the-road 626 four-­door sedan as its largest seller. Dick Kelley|Car and DriverWith this 626 model, the “feel right” folks at Mazda have completed the makeover of their entire line of cars. The pitch has been to reposition Mazda cars as enjoyable, interesting, and maybe a little off-beat. First came the Miata two-seater—as enjoyable, interesting, and off-beat as new cars get. Then, over little more than a year, came the tiny V-6 MX-3, the sexy 929, the blistering RX-7, and the lovely and graceful MX-6.As with the previous generation (1988–’92), the new 626 sedan shares its strut-suspended, front-drive platform with the Mazda MX-6 and Ford Probe sports coupes. The 102.8-inch wheelbase is unchanged, though the back seat magically grows from squashed in the two-doors to spacious in the four-door. Engine choices are a 2.0-liter four making 118 horsepower (115 in the Probe) for the base 626DX and mid-level LX, and Mazda’s silky 164-hp, 24-valve, 2.5-liter V-6 in the high-line ES.For this test, we specified the lustiest 626 of the bunch, an ES with the five-­speed manual gearbox. Our test car came loaded with a leather interior ($1000), anti-­lock brakes ($800), a sunroof ($750), and a CD player add-on to the AM/FM/cassette sound system ($700). This ran up the tab to a hefty $22,030, from the ES’s opening quote of $18,710. Though it’s not a steal, the 626ES undercuts a similarly equipped Toyota Camry SE (a slightly larger, heavier alternative that is otherwise comparable in concept, packaging, and refinement) by about $2500. Dick Kelley|Car and DriverDespite the added burden caused by all the options, our 626 stepped lightly on the scales: a modest 2894 pounds. Working through the tidy five-speed box, the V-6’s fluid and free-spinning torque delivery can whisk that mass from rest to mile-a-minute cruise in a mere 7.3 seconds, a time that completely outguns any Accord, splits the difference between the Camry SE and the Nissan Maxima SE, and loses only to a Taurus that says “SHO” on its tail. The 626ES’s top speed of 128 mph and its skidpad grip of 0.80 g are also impressive. LOWS: Sheetmetal more like the 929’s might help its visibility.And running hard isn’t even this car’s main event. The 626 is easy and natural to drive smoothly—a quality that takes on greater importance as all cars get better in the big ways. The 24-valve engine gives flexible, ready power. Throttle action feels smooth and positive. Response is immedi­ate, and there is minimal driveline lurch or “cradle rock” as the throttle opens and closes. Clutch takeup is smooth and the shifter gating is friendly. Taut and heavily damped steering—a little weighty, even—gives the driver a positive, deliberate sense of control. The middling-firm suspension reduces rocking in fast transitions and gives a faintly busy, though still comfort­able, freeway ride. The ES is smooth, accurate, almost delicate to control. More Mazda Reviews From the ArchiveLooking hard for vices, we note one characteristic that surfaces in duty the 626ES will rarely encounter: very deter­mined, max-effort flogging down fast and unpredictable looping canyon roads. Entering a corner too hard—one that requires the driver to leap off the power and get on the binders after the car is already well heeled over in the bend—will have the 626 promptly tucking its nose, sloughing its protective understeer, and threatening to get well and truly sideways. A little unwinding the wheel and moderat­ing the brake pedal generally restores order. This action is hardly unknown in front-drive cars, and only the terminally ham-fisted will likely get into trouble. Dick Kelley|Car and DriverVisually, the 626 isn’t as striking as Mazda’s other recent offerings. But echoes of the 929’s voluptuousness resonate in the 626’s greenhouse, C-pillars, and fender line. Inside, some plastic expanses look a bit vast and unbroken, but again, the shapes are pleasant, and the layout and finish are clean and functional. We especially like the open, accessible view out over the 626’s low cowl. The front seatbacks have modest side bolsters that form a broad, shallow wedge, accommodating torsos of most any girth. Trunk capacity and shape are decent, though luggage must fit through a rather shallow opening. VERDICT: Short in length, but long in driving pleasure. Despite its position as a mainstream, mid-size sedan, the 626ES remains true to Mazda’s niche-marketing strategy by offering an unusually generous serving of performance and refinement for the class. In fact, although Mazda denies that its upcoming Amati luxury division will offer a sedan based on the 626 platform, the ES strikes us as exactly the sort of car that could proudly wear an Amati badge. CounterpointThis one literally missed the boat, and I, for one, am sorry Mazda didn’t make it to our “Triple-Throwdown Four-­Door Showdown.” Last month’s con­test for family performance sedans featured the Maxima SE, the Taurus SHO, and the Camry SE. They finished that way, all within two points out of a possible 100—our tightest finish ever. The 626ES would not have shaken it up drastically, but it would have gone fenders-to-flanks with the others, because it, too, glows with the same slightly intemperate blend of hot rod in its heart and cool thinking behind its whole. —Larry GriffinCall it the sports sedan from the chunky, spunky planet of reliable Alfa clones. The Mazda 626ES perfectly captures the driving essence of Italian machinery without the pains of roof­mounted window switches and steering wheels angled to hold a Chicago deep-­dish pizza. The Mazda’s pedals fall to foot for easy heel-and-toe shifting, its engine sings a torquey tune, and its seats cozy up to hindquarters like an old pair of jeans. Mainstream buyers might overlook the 626ES in favor of a retentive Camry or Accord, but at least the Alfisti now have dependable trans­portation. —Martin Padgett Jr.Just last year, the Taurus SHO and the Maxima SE offered the slickest trans­verse V-6 powertrains this side of 25 grand. Then came Toyota’s Camry SE. One drive and you would swear the engine possessed two more cylinders and was mounted fore and aft in an engine-bay-sized vat of Cool Whip.Mazda has worked similar magic with its new 626ES. It offers the same smoothness, refinement, and might as the spacious Camry SE in a slightly cozier package, at a slightly lower tab. Moderately priced, ultra-refined sports sedans now come in two sizes: large and small. —Don SchroederSpecificationsSpecifications
1993 Mazda 626ESVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $18,710/$22,030Options: leather package (power driver’s seat), $1000; anti-lock brakes, $800; power sunroof, $750; compact-disc player, $700; floor mats, $70
ENGINEDOHC 24-valve V-6, aluminum block and heads, port fuel injectionDisplacement: 153 in3, 2497 cm3Power: 164 hp @ 5600 rpmTorque: 160 lb-ft @ 4800 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: struts/strutsBrakes, F/R: 10.2-in vented disc/10.3-in discTires: Bridgestone Turanza ER30205/55VR-15
DIMENSIONS
Wheelbase: 102.8 inLength: 184.4 inWidth: 68.9 inHeight: 55.1 inPassenger Volume, F/R: 53/42 ft3Trunk Volume: 14 ft3Curb Weight: 2894 lb
C/D TEST RESULTS
60 mph: 7.3 sec1/4-Mile: 15.8 sec @ 87 mph100 mph: 22.2 sec120 mph: 44.3 secRolling Start, 5–60 mph: 7.8 secTop Gear, 30–50 mph: 9.0 secTop Gear, 50–70 mph: 9.3 secTop Speed: 128 mphBraking, 70–0 mph: 189 ftRoadholding, 300-ft Skidpad: 0.80 g 
C/D FUEL ECONOMY
Observed: 22 mpg
EPA FUEL ECONOMYCity/Highway: 21/26 mpg 
C/D TESTING EXPLAINED More

We’ve tested more than 150 electric vehicles, but only three of those faced the rigors of our long-term test. It all started with the 2015 Tesla Model S—the first to complete our full 40,000-mile regimen. That was followed by a 2019 Tesla Model 3. Our latest long-term electric—a Rivian R1T—shows just how far EVs have come. Four motors combine to produce 835 horsepower, wrapped in a striking exterior design and sporting an interior that avoids the cut-rate appearance of other EV offerings. Even if it hadn’t won a 10Best Trucks trophy in 2023, this is a vehicle we want to spend a lot of time in.We spec’d a four-motor model with the medium-size 128.9-kWh battery, mostly because that is what was available, but a two-motor version has since been introduced. Ours also wears 20-inch wheels wrapped in Pirelli Scorpion All-Terrain Elects. This spec is very similar to what we road-tested in the February 2022 issue, only it doesn’t have the off-road protection, a savings of roughly 120 pounds on our scales. But it isn’t as if the R1T is light. At 7054 pounds, it’s the third-heaviest long-term test car on record, behind two heavy-duty diesel pickups.Initial impressions are favorable, with lots of praise going to the truck’s ride—a characteristic that with pickups usually earns derision, not admiration. Thus far, the annoyance of having to dig through multiple menus to find the odometer every time we charge our Red Canyon–painted truck (so we can diligently track energy usage) is the most frustrating part of R1T life. If that remains the case, it should be a relatively uneventful stay for our long-term Riv.But, as senior editor Eric Stafford adeptly pointed out, “Sitting at fast-chargers gives us extra time to find things to nitpick.” The glass roof, for one. Rivian PR once jokingly called it “SPF 1000,” but a sunny 85-degree Michigan day offered more than enough solar gain to heat the cabin; a steel roof would likely boost efficiency and help trim curb weight, but the sum of these gripes still amounts to trifles.In the R1T’s first major outing, associate news editor Caleb Miller took it to the Electric Forest music festival in rural northern Michigan. He learned that the truck is so new, the local constabulary didn’t think to check the gear tunnel for contraband—probably because they didn’t know it existed—which is good since Miller had more than his maximum allotment of hooch. Just think of the R1T as the Millennium Falcon of the auto world. But it wasn’t all good vibes. The portable camp speaker got stuck in its dock, which brings us to the not-so-lovely part of Rivian ownership: service.Rivian’s small footprint in southeast Michigan means there’s just one service location. When we called to get the Bluetooth camp speaker repaired and unstuck, the earliest appointment was three months out. The speaker was one of three things we needed to address, but none of the R1T’s issues prevented us from driving it. Aside from the speaker, the right gear tunnel entrapment release (the same federally mandated opener you find in every new car’s trunk) is not functional, and because of a gaffe in our garage, we can’t commit any settings to the car’s memory. Thankfully, these fixes were covered under warranty.Normally for things like this, we would have them addressed at routine maintenance intervals. But the Rivian maintenance schedule is as real as muffler bearings or blinker fluid. It’s essentially the crockpot of automotive service—set it and forget it. The only recommendation is to rotate the tires every 5000 miles. It’s wild to us, but evidently, to a startup EV manufacturer, a service schedule is an antiquated, unnecessary carryover.Though we haven’t stretched the Rivian’s driving-range potential with any giant road trips yet, there are certainly many planned, especially as the holiday season nears. The charging infrastructure—or lack thereof—hasn’t slowed the Riv’s pace. Credit its smooth driving, comfortable cabin, useful shape, and thoughtful features (gear tunnel, frunk, air compressor) for its popularity. We’ve come to tell enquiring strangers who desire a thoughtful comparison to their half-ton not to think of the R1T as a pickup, but rather to think of it as a really nice vehicle that just happens to be in the shape of a truck. We plan to test the range when towing a variety of trailers, which we already know won’t be great. But it’ll give us plenty of time to hunt for that pesky odometer.Months in Fleet: 5 months Current Mileage: 9896 milesAverage Fuel Economy: 59 MPGe Battery Capacity: 128.9 kWh Observed Driving Range: 250 milesService: $0 Normal Wear: $0 Repair: $0SpecificationsSpecifications
2023 Rivian R1T AdventureVehicle Type: dual front- and dual rear-motor, all-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $74,800/$94,800Options: Quad-motor all-wheel drive, $8000; large battery pack, $6,000; 20-inch all-terrain tires and dark wheels, $3500; Red Canyon paint, $2500
POWERTRAIN
Front Motors (2): permanent magnet synchronous, 217 hp eachRear Motors (2): permanent magnet synchronous, 219 hp eachCombined Power: 835 hpCombined Torque: 908 lb-ftBattery Pack: liquid-cooled lithium-ion, 128.9 kWhOnboard Charger: 11.5 kWPeak DC Fast-Charge Rate: 220 kWTransmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 13.5-in vented disc/12.9-in vented discTires: Pirelli Scorpion Elect All-Terrain Plus275/65R-20 116H M+S 3PMSF RIV
DIMENSIONS
Wheelbase: 135.8 inLength: 217.1 inWidth: 79.3 inHeight: 78.2 inPassenger Volume, F/R: 59/48 ft3Cargo Volume, Frunk/Gear Tunnel/Underbed: 11/12/14 ft3Curb Weight: 7054 lb
C/D TEST RESULTS: NEW
60 mph: 3.1 sec100 mph: 8.4 sec1/4-Mile: 11.7 sec @ 111 mphResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.3 secTop Gear, 30–50 mph: 1.6 secTop Gear, 50–70 mph: 2.0 secTop Speed (gov ltd): 111 mphBraking, 70–0 mph: 179 ftBraking, 100–0 mph: 356 ftRoadholding, 300-ft Skidpad: 0.80 g
C/D FUEL ECONOMY AND CHARGING
Observed: 59 MPGe75-mph Highway Range: 250 milesAverage DC Fast-Charge Rate, 10–90%: 115 kWDC Fast-Charge Time, 10–90%: 59 min
EPA FUEL ECONOMY
Combined/City/Highway: 64/69/60 MPGeRange: 289 mi
WARRANTY
5 years/60,000 miles bumper to bumper8 years/175,000 miles powertrain and battery8 years/Unlimited miles corrosion protection
C/D TESTING EXPLAINEDExecutive EditorK.C. Colwell is Car and Driver’s executive editor, who covers new cars and technology with a keen eye for automotive nonsense and with what he considers to be great car sense, which is a humblebrag. On his first day at C/D in 2004, he was given the keys to a Porsche 911 by someone who didn’t even know if he had a driver’s license. He also is one of the drivers who set fast laps at C/D’s annual Lightning Lap track test. More

Early predictions that the move to electrification would be delivered exclusively by tall, lumpy crossovers and SUVs are being confounded—happily—by the laws of aerodynamics. EV buyers will still have plenty of tall vehicles from which to choose, but the desire to maximize range means there will also be plenty of lower, sleeker models to carry us into the new era. Cars like Volkswagen’s new electric flagship, the ID.7.The ID.7 isn’t actually a sedan, as its cargo hold is accessed via a liftgate rather than a trunk lid. But it looks like a low, coupe-ish three-box, in the manner of the Audi A7. And it passes through the air more efficiently than the ID.4 crossover. Volkswagen quotes an impressively slick drag coefficient as low as 0.23 Cd. Underneath, the ID.7 uses the same MEB platform that underpins its smaller sibling while getting various technical upgrades, including Volkswagen’s new, more powerful APP550 motor. This is the same unit that will be in the range-topping ID.4 next year. In the rear-drive ID.7 we drove in France, the single motor makes 282 horsepower and 402 pound-feet of torque. This powertrain will be sold alongside a dual-motor, all-wheel-drive version (with a still undisclosed power output) when the ID.7 goes on sale stateside in the second half of 2024.The ID.7 is taller and longer than the outgoing Arteon, but we can still see a family resemblance thanks to the new car’s coupe-ish roofline and broad-shouldered stance. At 195.3 inches in length, the ID.7 is 3.8 inches longer than the old sedan, and the exterior dimensions have translated into an impressively spacious cabin both front and rear. Full-size adults can sit fore and aft without either row needing to compromise on kneeroom. Kids may be less happy, with the high beltline denying smaller occupants a view out. They can gaze skyward, though, thanks to an optional panoramic glass roof, which can be electronically changed from opaque to clear. Not that the ID.7 interior feels limo-luxurious. As with the ID.4, there are lots of dark plastics and some hard, scratchy surfaces low down, although the materials grow plusher in areas that are likely to be frequently touched. Our Euro-market car also had a strange pattern on the plastic trim of the doors that made them look badly scratched, although when the car is running, they illuminate from the inside with switchable colors. The ID.7 takes the same minimalist approach to switchgear as other recent Volkswagens, using a touch-sensitive control ledge beneath the central screen for HVAC and audio functions instead of physical controls. (At least it’s now illuminated in the dark.) It also persists with the ID.4’s penny-pinching electric window switches on the driver’s door—there is only one for each side, meaning you have to separately select the rear windows if you want the switch to operate them. Volkswagen hasn’t totally ignored criticism of its user interface system, with the ID.7 pioneering a new 15.0-inch touchscreen and a revised system to make operation more instinctive. There’s now a row of shortcut icons at the top of the display to simplify the transition between different functions, and seat heating and ventilation also get permanent spots at the base of the screen, making them nearly as easy to operate as they would be with one of those old-fashioned buttons. Sadly, the ID.7’s Travel Assist enhanced cruise control was short on smarts. It now incorporates an active lane-change function, allowing a driver to order the car to pass on the highway by activating the appropriate turn signal. On a French autoroute, this function was more miss than hit, the system sometimes working as intended but frequently just braking to lumber along behind the slower vehicle with its blinker on, even when the next lane was completely clear. Some new tech did impress. The ID.7 we drove boasted an augmented-reality system, in effect an extra-large head-up display capable of projecting directional arrows at intersections or at freeway splits with the ability to give advance warning of speed-limit changes. This did work well.The basics seem well sorted, and the ID.7 rides and handles well. The steering has an artificial weight and an absence of true feedback in all of the different drive modes, but it delivers proportionate responses, and the ID.7 feels stable when asked to change direction at highway speeds. Pushed harder in tight corners, the car’s weight becomes obvious—the single-motor version is 4788 pounds, according to VW—but grip fades progressively, and the cornering line can be tightened using the accelerator, although the stability control prevents outright oversteer. At lower speeds, the ID.7 is impressively maneuverable for something so long, with an excellent 35.8-foot turning circle despite the lack of rear-wheel steering. Comfort is another virtue. Ride quality and body control both feel good, although the car we drove had adaptive dampers that will be an option in the U.S. In addition to the regular Comfort and Sport modes, these allow for no fewer than 15 stages of stiffness in the Individual setting, which surely seems like overkill. Cruising refinement is excellent, the cabin quiet all the way to the 112-mph speed limiter that we suspect few buyers will ever reach. Like in most EVs, acceleration is strong low down but fades as the car reaches highway speeds. Volkswagen claims a 6.5-second 62-mph time, and we anticipate the dual-motor version taking at least a second off that.Related StoriesAt launch, all versions of the ID.7 will come with a 77.0-kWh battery pack, which supports DC fast-charging at rates of up to 175 kilowatts. This gives the rear-drive version 386 miles of range under Europe’s WLTP testing protocol—meaning it should be around 300 miles via EPA methodology. A larger 86.0-kWh pack will be offered later. There is no official word on U.S. pricing yet, but we expect the rear-drive version to start around $50,000.The ID.7 is as much a Volkswagen as it is an EV. That is to say, it’s refined and rational rather than replete with emotional appeal. Some of the tech could use some fine-tuning, but VW has time to make some tweaks before the ID.7 reaches our shores next year. SpecificationsSpecifications
2025 Volkswagen ID.7Vehicle Type: rear-motor, rear-wheel-drive, 5-passenger, 4-door hatchback
PRICE (C/D EST)
Base: $50,000
POWERTRAIN
Motor: permanent-magnet ACPower: 282 hpTorque: 402 lb-ft Battery Pack: liquid-cooled lithium-ion, 77.0 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 175 kWTransmission: direct-drive
DIMENSIONS
Wheelbase: 117.0 inLength: 195.3 inWidth: 73.3 inHeight: 60.5 inCargoVolume, Behind F/R: 56/19 ft3Curb Weight (C/D est): 4800 lb
PERFORMANCE (C/D EST)
60 mph: 6.3 sec1/4-Mile: 14.5 secTop Speed: 112 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 113/120/105 MPGeRange: 300 miSenior European CorrespondentOur man on the other side of the pond, Mike Duff lives in Britain but reports from across Europe, sometimes beyond. He has previously held staff roles on U.K. titles including CAR, Autocar, and evo, but his own automotive tastes tend toward the Germanic: he owns both a troublesome 987-generation Porsche Cayman S and a Mercedes 190E 2.5-16. More