Evelyn Reynolds

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

From the December 1993 issue of Car and Driver.Perhaps what they say is true—that it’s impossible to be all things to all people—but this 325i Convertible misses on only one key point: at $40,175, it’ll never be cheap. Apart from that, BMW seems to have put check marks in more boxes than you could expect for any single car. It can be a sunny convertible, it can be a weather­tight hardtop, it can be a versatile cargo hauler, and all the while it earns style points as it goes. For convenience of dropping the top, this car is tough to beat. Loosen the header latch with a single fold-up-and-turn of a handle over the inside mirror. With the same hand, push up the leading edge of the roof about eight inches. Then press a rocker switch on the console in the open-sesame direction. All the windows automatically drop a few inches, the rear accordions up around its C-pillar pivot, the rear deck for­ward of the trunk lid yawns open, the top itself collapses into the yawn, and the deck drops back into place, leaving nothing but blue sky overhead and tidy lines below.HIGHS: EZ convertibility, clever rollover protection, stylish looks.True, this isn’t quite the fully auto­mated disappearing act you would find on the Mercedes-Benz SL, but the nuisance jobs—­those that would require the driver to leave the seat—are handled with élan. What lit­tle manual labor is left adds to the pleasure because the latching mechanism works so smoothly and the efforts required are light indeed. Ken Hanna|Car and DriverAfter the first top-down ballet, in the euphoria of the moment, it’s tempting to conduct an award ceremony in the cere­brum and bestow on BMW some prize for new achievements in convertibility. But history records that Ford accomplished a similar feat in 1957 with the Skyliner—20,766 examples sold that year—and did it with a hard roof.Despite the wonderful convertibility of this car, BMW’s approach to the better ragtop is less a matter of automation and more along the lines of attachments that can be sold at a nice markup. If, for those snowy months, you want a snug interior and a hard rear window (instead of the soft top’s wavy plastic), a nifty, 64-pound alu­minum roof is available for about $4000. If you’d like a less drafty cockpit when the top is down, a wind-deflector accessory can be yours for $405. It includes a ton­neau for the rear-seat area and an aluminum-framed net to erect behind the front seats. Actually, the front-seat area is reasonably draft-free in its standard form. In back, hang on to your hat. With only nine cubic feet of capacity, the 325i Convertible’s trunk is consider­ably smaller than the coupe’s (14 cubic feet). To help in schlepping what won’t fit inside, BMW promises a special roof-rack option for the soft top, but its load capacity and price were unavailable at press time.Ken Hanna|Car and DriverFor rollover protection, a reinforced windshield frame is standard equipment. If you want more, a $1390 option adds two just-in-time roll bars to the shelf behind the rear-seat head restraints, on each side of the rear-window blower defroster. If a sensor detects an impending upset, the roll bars are released, fired upward by springs to a height 10 inches above the headrests, and latched into place, all in 0.3 second. Apparently, no impending upsets were detected during our test. LOWS: Shaky body, reluctant engine response if you let the revs drop.This convertible, by its nature, is less flingable than the coupe on which it’s based. You feel the extra pounds—3400 compared with 3087 for the last coupe we tested. The engine seems to work more, and at revs below 3500 it doesn’t respond sharply to the throttle. The body shakes noticeably; as is typical of convertibles, you feel the coachwork flex as you bite into turns. And the convertible is always a step or two behind the coupe. Acceleration to 60 requires 7.3 seconds, compared with 6.5 for the lighter coupe. Quarter-mile speed is 88 mph, down from the coupe’s 92 mph. The convertible does have road grip, though. The optional sport package ($600) brought handsome wire-lace alloy wheels and notably round-shouldered, low-profile Michelin Pilot HX 225/55VR-15 tires. Skidpad cornering was 0.84 g, much improved over the 0.79 g of the last coupe we tested (on Pirelli P600 205/60HR-15s). Understeer is minimal, and the steering stays responsive near the limits. The extra grip served well in the braking test, too, contributing to 173-foot stops from 70 mph, three feet shorter than the coupe’s stops. Ken Hanna|Car and DriverAs you would expect at this price, the details are nicely finished. For example, the driver’s left-foot rest is a substantial platform completely covered and color­-matched to the kick panel beside it. The beige and tan combination of this interior was particularly agreeable to the eye. The ears have it easy, too, on top-up trips. The soft top has an inner liner that adds one more barrier against the roar of semis in the adjoining freeway lane. BMW has gone to extra trouble to seal the side win­dows against the top, often a source of air­-rush noise in convertibles. As you open a door, the power window drops slightly, then pushes up against the seal after the door is closed. In a particularly thoughtful gesture for a convertible, the central-lock­ing system works on the glovebox, too. More BMW 3-series Reviews From the ArchiveNuisances remain, though. You’ll have to turn off your radar detector because the lighter socket stays live when you pull the key. And you’ll have to turn on the key to see the electronic odometer, a bother for those who log fuel fills. If you’ve been scanning the photos as you read and thinking this car looks dif­ferent—and, somehow, better—than you would have expected of a 325i coupe with a roofendectomy, we won’t leave you wondering. The rear deck is lower. The stepped shoulder on the coupe’s rear quar­ter panel is missing on the convertible, leaving a nicely rounded form. VERDICT: Satisfying rather than stirring.If this factoid wins you something in a trivia contest, we get half, okay? CounterpointsDo me a favor, folks, and ignore Sally Struthers. Send me your money instead. Your donation will go to a good cause—filling my garage. Give generously, because my wish list includes some seriously expensive machinery. Like this 325i Convertible. With all the flavor from the roofed car (perfect steering and brakes, a zippy inline-six, industrial styling as only the Germans can do) and one of the simplest top mechanisms around, BMW’s convertible is a thoroughly polished gem. Operators are standing by. Won’t you please help? —Martin Padgett Jr.I love convertibles in general, and I love the 325i. Marry these entities to make a 325i Convertible, though, and something is lost. Make that gained: The soft top and structural reinforcements add a 300-plus-pound burden to the athletic 3-series. It’s as if Mom and Dad were riding in the car with you at all times. The extra weight has a calming effect and takes away the crisp edge to the 2.5-liter six-cylinder that’s so endearing in the coupes and four-doors. Nothing, of course, that BMW’s DOHC aluminum V-8 couldn’t fix in a jiffy. —Don SchroederIf cars (like groceries) required freshness dating, you can bet this latest BMW 325i Convertible would carry a label promising freshness for decades. Which is not to say that 20 years down the road your Bimmer should still smell new-car fresh (though it could). It’s more a pledge that after two decades of motoring, this perfectly proportioned convertible will hold up to aesthetic scrutiny in much the same way the lovely 1957 BMW 507 Roadster does today. Now that’s freshness guaranteed! —Jeffrey DworkinSpecificationsSpecifications
1994 BMW 325i ConvertibleVehicle Type: front-engine, rear-wheel-drive, 2+2-passenger, 2-door convertible
PRICE
Base/As Tested: $40,175/$43,657Options: rollover-protection system, $1390; inclement-weather package (limited-slip differential, heated mirrors, and heated front seats), $755; sport package (includes sport seats, cross-laced wheels, 225/55Vr-15 tires), $600; onboard computer, $420; luxury tax on options, $317
ENGINEDOHC 24-valve inline-6, iron block and aluminum head, port fuel injectionDisplacement: 152 in3, 2494 cm3Power: 189 hp @ 5900 rpmTorque: 181 lb-ft @ 4200 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 11.3-in vented disc/11.0-in discTires: Michelin Pilot HX225/55VR-15
DIMENSIONS
Wheelbase: 106.3 inLength: 174.5 inWidth: 67.3 inHeight: 53.1 inPassenger Volume, F/R: 48/26 ft3Trunk Volume: 9 ft3Curb Weight: 3400 lb
C/D TEST RESULTS
60 mph: 7.3 sec1/4-Mile: 15.9 sec @ 88 mph100 mph: 21.2 secRolling Start, 5–60 mph: 8.3 secTop Gear, 30–50 mph: 11.4 secTop Gear, 50–70 mph: 11.7 secTop Speed (gov ltd): 127 mphBraking, 70–0 mph: 173 ftRoadholding, 300-ft Skidpad: 0.84 g 
C/D FUEL ECONOMY
Observed: 24 mpg
EPA FUEL ECONOMYCity/Highway: 19/27 mpg 
C/D TESTING EXPLAINED More

From the November 2023 issue of Car and Driver.Grabbing hold of a thin-rimmed, leather-wrapped steering wheel reads luxury in much the same way thick-rimmed wheels connote sportiness. Not many modern vehicles have thin-rimmed steering wheels, but the Buick Envista does, and it sends a subtle message that this inexpensive car’s mission is to provide luxury.The Envista is Buick’s new entry-level model, slotting in just below the Encore GX. But you wouldn’t know it’s the least expensive Buick by looking at it. It’s nearly a foot longer than the Encore GX and rides on a 106.3-inch wheelbase, 4.1 inches longer than the Encore’s. The package results in 97 cubic feet of passenger volume. Rear-seat legroom is ample, and the flat floor gives a sense of spaciousness. The sloping roofline is a nod to current design trends—fortunately, rear-seat headroom isn’t affected, and there’s a big 21 cubic feet of cargo space behind the rear seat—and lends the Envista a presence that belies the base model’s $23,495 price.HIGHS: Refined road manners, spacious interior, low starting price. Even at $31,430 as tested, our top-trim Envista Avenir feels like a value. The structure is solid and never shudders in response to big suspension impacts. The ride is supple without any sign of floatiness. And it’s quiet, registering a luxury-car-like 68 decibels at 70 mph, although an occasional rattle from the hatch disrupted the peace. The driver faces two screens: an 8.0-inch digital cluster and an 11.0-inch touchscreen that responds reliably, enjoys an easy-to-decipher menu structure, and has phone-mirroring capability. There’s plenty of hard plastic inside, and the carpet is economy-car grade, but the swooping design on the instrument panel and attractive textures mask some of the cost cutting. Leather is standard on the Avenir, as are six-way power seats that easily adjust into an ideal driving position. Overall, it’s a pleasant place to sit.Steering accuracy through that thin-rimmed wheel is excellent, and the effort and weighting are natural and better than some pricier SUVs from premium brands. There’s poise and confidence in how the Envista drives around town and on the freeway. This all sounds pretty great, right? At this price, there must be a catch. And there is: The Envista has just 137 horsepower.LOWS: Some evidence of accounting in the interior, but mostly the Envista just needs more horsepower.All Envistas drive their front wheels with GM’s corporate turbo 1.2-liter, a three-cylinder job with 162 pound-feet of torque. Sound deadening and noise cancellation keep the little three’s ministrations largely hidden. Even at full whack, the engine never shouts louder than 71 decibels, which is good because silence is golden but also because this engine works very hard to accelerate the 3124-pound Envista to speeds beyond 50 mph. The powertrain’s low-end torque and short gearing bring up 50 mph in an acceptable 6.7 seconds. Going faster requires more patience. A run to 60 takes 9.3 seconds, and the quarter-mile is a sleepy 17.0 seconds at 80 mph. Related StoriesSince we constantly had to spin that little engine to its redline through the first three of the six-speed’s gears to create meaningful acceleration, we fell well short of the EPA estimates of 28 mpg city and 32 mpg highway with our 25-mpg overall average. But we matched the 32-mpg figure on our 75-mph highway loop.VERDICT: A compelling value proposition, so long as you’re never in a hurry.The Envista is poised, refined, and a good value starting at under $30,000. Aside from a few quibbles about interior materials, there’s nothing here that another 70 horsepower wouldn’t fix. SpecificationsSpecifications
2024 Buick Envista AvenirVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $29,695/$31,430Options: moonroof, $795; Advanced Safety package (rear cross-traffic alert, heated and power adjustable exterior mirrors, lane-change alert, adaptive cruise control, intermittent rain-sensing wipers), $795; rear park assist, $145
ENGINE
Turbocharged and intercooled DOHC 12-valve inline-3, aluminum block and head, direct fuel injectionDisplacement: 73 in3, 1199 cm3Power: 137 hp @ 5000 rpmTorque: 162 lb-ft @ 2500 rpm
TRANSMISSION
6-speed automatic
CHASSIS
Suspension, F/R: struts/torsion beamBrakes, F/R: 11.8-in vented disc/11.3-in discTires: Continental ProContact TX245/45R-19 M+S TPC Spec 3178
DIMENSIONS
Wheelbase: 106.3 inLength: 182.6 inWidth: 71.5 inHeight: 61.3 inPassenger Volume, F/R: 54/46 ft3Cargo Volume, Behind F/R: 42/21 ft3Curb Weight: 3124 lb
C/D TEST RESULTS
60 mph: 9.3 sec1/4-Mile: 17.0 sec @ 80 mph100 mph: 32.3 sec110 mph: 45.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 10.1 secTop Gear, 30–50 mph: 4.5 secTop Gear, 50–70 mph: 6.1 secTop Speed (gov ltd): 112 mphBraking, 70–0 mph: 183 ftRoadholding, 300-ft Skidpad: 0.83 g
C/D FUEL ECONOMY
Observed: 25 mpg75-mph Highway Driving: 32 mpg75-mph Highway Range: 420 mi
EPA FUEL ECONOMY
Combined/City/Highway: 30/28/32 mpg
C/D TESTING EXPLAINEDEditor-in-ChiefTony Quiroga is an 18-year-veteran Car and Driver editor, writer, and car reviewer and the 19th editor-in-chief for the magazine since its founding in 1955. He has subscribed to Car and Driver since age six. “Growing up, I read every issue of Car and Driver cover to cover, sometimes three or more times. It’s the place I wanted to work since I could read,” Quiroga says. He moved from Automobile Magazine to an associate editor position at Car and Driver in 2004. Over the years, he has held nearly every editorial position in print and digital, edited several special issues, and also helped produce C/D’s early YouTube efforts. He is also the longest-tenured test driver for Lightning Lap, having lapped Virginia International Raceway’s Grand Course more than 2000 times over 12 years. More