Evelyn Reynolds

From the May 1998 issue of Car and Driver.”An Amigo? That’s a high-school kid’s car,” said senior editor Smith before he climbed into our Copper Orange Mica test car, a 205-hp V-6-pow­ered, five-speed, four-wheel-drive, two­-door hot-rod trucklet priced at $19,795. The grin that stretched across his face after a test drive suggested that the new Amigo, which went on sale in March, is no longer a kid’s car. Two events gave the previous Amigo its youthful reputation. First, it was highly affordable. In 1989, a base four-wheel­-driver cost less than $13,000. That attribute partially remains, as a rear-drive model costs $15,440 today. “Seventy per­cent of Generation X would like a sport-ute, but they can’t afford $25,000,” explained Steve Kerho, Isuzu’s national brand manager. Second, Isuzu spent hardly any money promoting the Amigo—the car had to sell itself from the moment it entered the U.S. market in 1989 until it departed our market at the end of 1994. Hence, the Amigo was sold almost entirely by word-of-mouth from kid to kid. A single TV ad promoted the car’s debut, and later that year, just one print ad ran in magazines. And that was it. Still, a total of 48,651 Amigos were sold­—a figure that likely set a record for market­ing cost per unit. If Isuzu aimed blind­folded, it definitely hit a youthful, enthusiastic target. This time around, lsuzu has bigger plans for the Amigo, starting with an optional V-6 engine. The new Amigo, with the 3.2-liter DOHC V-6 engine it shares with the larger Rodeo, gets to 60 mph in eight seconds flat. There isn’t a cheaper sport-ute that will get there any quicker. And that’s just a tenth of a second slower than Ford’s four-wheel-drive Explorer Sport three-door, equipped with a 205-hp SOHC V-6 and big tires, for $26,595. The new Amigo is faster, too, than its closest rival, the Jeep Wrangler Sport, with its 181-hp inline six-cylinder. As you would imagine, the V-6 Amigo runs all over the four-cylinder mini-SUVs, being more than a second quicker to 60 mph than even the Subaru Forester, which itself handily out­runs the Honda CR-V and Toyota RAV4. Base Amigos come with a 130-hp 2.2-liter four-cylinder made in Australia, which is also available in the Rodeo. It makes only 10 more horses than the old Amigo’s 2.6 churned out, so don’t expect the four-cylinder version to hit 60 mph much faster than the old model’s 15.3-second time. The only transmission choice for now is a five-speed manual; later in the year, an automatic will turn up. More Archive SUV ReviewsThe new Amigo is actually a Rodeo that is 15 inches shorter. It benefits from the latest Rodeo’s lighter, stronger chassis and its rack-and-pinion steering, which replaces a trucklike recirculating-ball box. The suspension is updated like the Rodeo’s, with coil springs and a live rear axle located by five links. Isuzu anticipates selling 20,000 new Amigos each year, and all will be built in Lafayette, Indiana. Some 2000 right-hand-drive models will be exported to Japan annually. Isuzu expects that about 50 percent of the Amigos it builds in Hoosier-land will be equipped with four-wheel drive. A dash-mounted button engages the front hubs and the transfer gear “on the fly,” and a lever selects high or low range—just like you’ll find in the Rodeo. On first sight, the Amigo is short and tough-looking, and it shares the grille and headlights of the Rodeo. Inside, the instru­ment panel is identical to the Rodeo’s, although Isuzu says the majority of Amigos will likely have price-lowering manual windows, mirrors, and locks. There is a fabric soft top over the rear seat, with side and rear windows made of plastic. A side-opening rear tailgate has the spare bolted to it, and a roll bar provides the anchor points for the rear-seat shoulder belt (the rear bench has a center lap belt). There are two handy, covered cargo bins on top of the rear wheel wells. To enjoy more open air, you first unzip the side and rear windows, which are attached with large zipper and hook-and-loop fasteners. The zippers, however, are on the outside of the windows, making unauthorized entry a simple procedure, even when the car is locked. Next, you unclip two latches and the top folds back in seconds. A hard-top model will be avail­able by summer, but to save costs, the removable rear top section was not designed to be retrofitted on soft-top cars. Aaron Kiley|Car and DriverOther areas where cost cutting is noticeable are the unpainted front and rear bumpers. We counted six empty switch blanks on the dashboard of our four-wheel-­drive test car, which tips off drivers that a lot of equipment may be missing. Or it could appeal to do-it-yourselfers who want to add lights, compressors, a winch, or other equipment requiring switch spaces. It hasn’t been entirely stripped, however: There are two 12-volt power outlets in the dash and one in the cargo area. “Our research shows buyers perceive the cheap sport-utilities as toys. We added more utility to continue to appeal to the entry-­level sport-utility buyer,” says Isuzu’s Kerho. On the road, the Amigo V-6 is sub­stantially quieter than its predecessor, which at 70 mph rang your ears with a 75-dBA sound level. The new car measured 70 dBA, even with the rear fabric roof flap­ping slightly in the wind. The new Amigo’s highway livability is better than the previous, poorly insulated Amigo’s; the old model lacked carpet, trim, and sound-deadening material in the rear-seat area. The steering of the new Amigo is light, and it remains so even when spinning the wheel quickly in opposite-lock maneu­vers—an action that doesn’t beat the power-assist pump. The P245/70SR-16 Bridgestone Dueler 684 tires provided a grippy 0.74 g of lateral acceleration on pavement. That’s a lot better than the 0.69 g the old Amigo generated on its bigger light-truck tires. The all-disc brakes stopped the Amigo in 191 feet—a reason­able distance for an off-roader. Off-road, the new car is surprisingly capable and comfortable. Our veteran Nepal-experienced off-road test driver said the Amigo ran down a rutted rural road better than did a Rodeo, the body structure of which seemed to shake more. The ride of the Amigo was better, despite its shorter wheelbase, which in theory promises more bucking motion. The new Amigo’s passenger-car tires are a bit smaller in diameter than the orig­inal Amigo’s 31-by-10.5-inch light-truck tires. That contributes to the reduction in approach angle of the new Amigo, from 40 degrees to 32.5 degrees. But the departure angle is 2.5 degrees greater than the 1994 model’s 27 degrees. Fitting larger tires would likely affect the new car’s ride negatively, but larger tires would better resist abrasion and punctures from rocks. The smaller tires also allow more steering lock for a tighter 34.1-foot turning circle, despite the new model’s 5.2-inch­-longer wheelbase. In weighing the pluses and minuses, Isuzu chose the smaller tires.There’s a future for fun two-door sport-­utilities, Isuzu believes. “This won’t be the last of that kind of [two-door] configura­tion you’ll see,” said Kerho. Indeed, in Japan, a two-door styling experiment called the VehiCROSS sold all 2000 units of a limited production in two months after it was introduced at the New York auto show in March 1997. It was designed by the Isuzu Tech Center in Europe on a body 5.3 inches shorter than the Amigo’s, and it was powered by a modified 3.2-liter, 212-hp V-6. It sold for about $23,000 in Japan.Physics denies many oversize five-door sport-utility vehicles the kind of nimble handling, spunky acceleration, and driving fun that you get with an Amigo. The fun seems to make up for the lack of rear-seat space and the dearth of doors. Neverthe­less, we managed to fit two adults and a one-year-old, a three-year-old, and a five­-year-old into our test Amigo, along with two child seats, a collapsible playpen, a folding high chair, and a folding eight­-wheel stroller. It was perhaps three times the struggle it would have been in a Dodge Caravan, and the youngster paraphernalia did block much of the rear view. However, the high perch gave the infant, who was in the center rear-seat position, a view out the front windshield that captured his atten­tion and kept him silent throughout a long drive on broken pavement and dirt roads. We’ll gladly take the Amigo’s perfor­mance over the additional space of a larger, less-fun sport-ute or minivan.The new Amigo remains the nearest competitor to the Jeep Wrangler, which is still the popularity leader in the small­-sport-utility market, as well as a bench­mark in off-road ability. Even with a hard top and all-glass windows, a six-cylinder Wrangler is a few hundred dollars less. However, the Amigo is more pleasant to drive on everyday roads.CounterpointBuying a miniature sport-ute is a little like buying garbage cans because of the way they look. I mean, what’s the point of driving a trucklet if it won’t carry all my garden implements to Larry’s Mower Service? Well, there is a point, as I discovered in the woods last night. Off-road, the Amigo feels as rugged and sure-footed as a truck (but with a better ride), unlike a couple other tiny utes I could mention (whose initials begin with CR-V and RAV4). And even if the Amigo is short on ute, it’s long on sport. The V-6 is fast to rev, smooth, and potent—rem­iniscent of the drivetrain in my beloved Nissan Pathfinder. —John PhillipsIf I’m ever lucky enough to move to Arizona, Hawaii, or Florida—where the sun is bright and the air is warm—I’d go for an Amigo. I like the Amigo because I can take it off-road on a mountain-bike or snowboarding trip, I can take it to the beach with a surfboard sticking out the open roof, and I can zip around town without getting beat up like I would in a Wrangler. The only thing that bothers me about the Amigo is the mammoth C-pillar, which creates a huge blind spot on both sides of the car. Besides that, the Amigo pro­vides an uncommon combination of versatility, refinement, and fun. —Bradley NevinArrow pointing downArrow pointing downSpecificationsSpecifications
1998 Isuzu AmigoVehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 2-door sedan wagon
PRICE
Base/As Tested: $19,795/$21,519Options: six-speaker stereo with CD player, $550; 16-inch aluminum wheels, $500; limited-slip rear differential, $250; fender flares, $200; floor mats, $85; mud flaps, $75; center armrest, $39; cargo net, $25.
ENGINEDOHC 24-valve V-6, aluminum block and heads, port fuel injectionDisplacement: 193 in3, 3165 cm3Power: 205 hp @ 5400 rpmTorque: 214 lb-ft @ 3000 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: control arms/rigid axleBrakes, F/R: 11.0-in vented disc/12.3-in discTires: Bridgestone Dueler 684P245/70SR-16
DIMENSIONS
Wheelbase: 96.9 inLength: 168.0 inWidth: 70.4 inHeight: 67.0 inPassenger Volume, F/R: 53/39 ft3Cargo Volume: 21 ft3Curb Weight: 3820 lb
C/D TEST RESULTS
60 mph: 8.0 sec1/4-Mile: 16.2 sec @ 84 mph100 mph: 28.7 secRolling Start, 5–60 mph: 8.4 secTop Gear, 30–50 mph: 10.4 secTop Gear, 50–70 mph: 10.8 secTop Speed (drag ltd): 110 mphBraking, 70–0 mph: 191 ftRoadholding, 300-ft Skidpad: 0.74 g 
C/D FUEL ECONOMY
Observed: 15 mpg
EPA FUEL ECONOMYCity/Highway: 18/21 mpg 
C/D TESTING EXPLAINED More

Evolution works at a faster pace in the EV market. It’s only two years since Volvo’s first EV hit the market, but the XC40 Recharge is already getting a substantial upgrade with the arrival of both a new rear-wheel-drive version and an upgraded dual-motor all-wheel-drive version at the top of the lineup. The same changes are also being applied to the slightly sleeker low-roofed C40 Recharge.We will review the new rear-drive powertrain separately because there is plenty to say about the new, improved AWD version. On paper, the differences to the dual motor don’t look dramatic, especially as its peak power output remains unchanged at 402 horsepower. But there have been substantive changes behind that headline figure. The previous all-wheel-drive version used identical motors front and rear, but for 2024 it switches to a new 255-hp rear motor that Volvo has designed and is building in-house; this is the same unit that will power the front axle of the upcoming EX90. Dual-motor variants get a new front motor as well, an asynchronous unit that makes a lesser peak of 147 horsepower and is idled when the additional power or traction isn’t necessary to boost efficiency. Final EPA numbers aren’t yet available, but Volvo’s prediction for the dual-motor variant is for a combined MPGe of 98, up from 85 MPGe for the ’23 model, and 106 MPGe combined for the rear-motor XC40. U.S. cars will continue to use the same 75.0-kWh battery as before—although it is likely we’ll soon follow Europe, which is upgrading to a 79.0-kWh unit. That larger battery will be standard in our single-motor version. Yet even with that unchanged battery pack, Volvo predicts the XC40 AWD Recharge will be able to get 254 miles of EPA range, compared to 223 for the outgoing car, while the expected range for the single-motor car is 293 miles. The marginally sleeker C40 Recharge should manage ratings of 257 and 297 miles, respectively. DC fast-charging remains at a peak of 150 kilowatts for the 75.0-kWh battery, which is impressive but for the fact the 79.0-kWh unit can now manage 200 kilowatts. There have been some other small changes to sharpen the driving experience. While the dual-motor XC40 Recharge has always been almost comedically quick given its mission in life—our 4.3-second 60-mph time made it among the quickest Volvos we had tested at that point—it also had a chassis that struggled with the challenge of keeping the car’s considerable mass under tight control. Volvo says that the new version weighs almost exactly the same as the old one, but the car has been given a new rear subframe, softer springs, and revised dampers. These are still passive rather than adaptive but have new valving intended to improve high-frequency response and also ride quality.As with its gasoline-powered siblings, the XC40 Recharge remains an easy car to like, but not one that delivers a finely honed driving experience. The European-spec car we drove in Sweden rode on Michelin CrossClimate all-season tires; depending on wheel size, U.S. market cars will get either 19-inch Continental or 20-inch Pirelli all-seasons. Dynamic security is high, with impressive traction and a willingness to launch hard without complaint—and it feels every bit as quick as the previous version did. Yet lateral grip remains limited, and the powertrain’s new rearward torque bias has done little to alter the fundamental chassis balance, with understeer easily provoked in tight corners.The all-wheel-drive XC40 Recharge feels far happier driven gently. Ride quality does seem to have improved, although with the proviso that Sweden’s roads are almost freakishly smooth. The XC40 Recharge rode out speed bumps assuredly and showed good body control over the few undulations we could find, although, as before, it feels obviously heavier than its gas-powered sibling (and it is, by more than 1000 pounds). It remains a relaxed cruiser with only the hint of wind whisper from the tops of the front doors at highway speeds.Unlike many rivals, the XC40 Recharge doesn’t offer a multitude of drive modes. The only switchable parameters are for steering effort—with the softer setting definitely feeling more natural—and selecting a one-pedal mode. This works effectively, although without the ability to vary the level of liftoff regen. The rest of the experience remains very close to the gasoline XC40. The Recharge’s cabin is similarly spacious and finished in a variety of interesting materials. Some of these feel more utilitarian than upmarket, especially the textured plastic pieces in the dash and on top of the door panels, but we loved our sample car’s gray cloth fabric seats, which were much nicer to the touch than the optional leather. Luggage space is good, too, with a generous trunk and even a compact frunk designed to accommodate charging cables. The 2024 XC40 Recharge will be reaching the U.S. in the second half of the year, and pricing is not yet confirmed. As before, it feels like a car with more power and performance than most users are likely to need. It also still feels like an EV that has been created from a gas-engine car. With the EX90 and the smaller EX30, we’ll get to discover how much better a battery-powered Volvo can be when it sits on a purpose-built electric architecture.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Volvo XC40 RechargeVehicle Type: rear- or front- and rear-motor, rear- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
Base: $50,000; AWD, $55,000
POWERTRAINS

Motors: permanent-magnet AC, 248 hp, 310 lb-ft or induction AC, 147 hp and permanent-magnet AC, 255 hp (combined output: 402 hp, 494 lb-ft)Battery Pack: liquid-cooled lithium-ion, 75.0 or 79.0 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 150 or 200 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 106.4 inLength: 174.8 inWidth: 73.3 inHeight: 65.0 inPassenger Volume, F/R: 50–52/45–46 ft3Cargo Volume, Behind F/R: 58/22 ft3Curb Weight (C/D est): 4600–4800 lb
PERFORMANCE (C/D EST)
60 mph: 4.3–6.6 sec100 mph: 10.9–13.2 sec1/4-Mile: 12.8–15.1 secTop Speed: 112 mph
EPA FUEL ECONOMY (MFR’S EST)
Combined/City/Highway: 98–106/106–118/90–95 MPGeRange: 254–293 miCar and driverCar and driver Lettermark logoEuropean EditorMike Duff has been writing about the auto industry for two decades and calls the UK home, although he normally lives life on the road. He loves old cars and adventure in unlikely places, with career highlights including driving to Chernobyl in a Lada. More

As goes the Mercedes-Benz C-class, so goes its sport-utility sibling, the GLC-class. Benz’s compact executive sedan received a comprehensive makeover for 2022, adding a 48-volt mild-hybrid system to the powertrain and overhauling the looks, the cabin, and the tech therein. Now, it’s the GLC’s turn, and while the 2023 GLC300 may not look all that different from the outside, it’s grown a bit and picked up some notably nicer accouterments.The 2023 GLC300 hides its newly embiggened dimensions well in pictures, but it does appear portlier in person. With the wheelbase unchanged at 113.1 inches, and length expanding 2.4 inches to 185.7 inches, all that growth goes right to overhang—an observation our bathroom mirrors are all too familiar with. Luggage capacity is up by nearly three cubic feet, to 22 total. Since the wheelbase is unchanged, it shouldn’t come as a surprise that front and rear legroom change by just 0.1 inch (the front shorter, rear longer) and feel no different in the new model.A few other dimensions have been massaged to boost aerodynamic slip. The GLC300’s drag coefficient now measures 0.29, an improvement of two-tenths over the outgoing model. Overall height is down a tenth of an inch, the front track grows by 0.3 inch, and the rear track is nearly a full inch wider than before. Weight is up a fair bit, to 4406 pounds versus the 4122 pounds we measured in a 2020 model. Whether it’s purchased with rear- or all-wheel drive (a $2000 upcharge), the GLC300 is now a 48-volt mild-hybrid. The integrated starter-generator bolts up to a turbocharged 2.0-liter inline-four, producing the same 255 horsepower as before, but torque rises 22 pound-feet to 295. The electric motor can add up to 23 horsepower and 148 pound-feet, but not at peak. That motive force gets routed to the wheels by way of a smooth-shifting nine-speed automatic transmission.HIGHS: Mild-hybrid smoothness, not afraid of a corner, more elegant interior.With nearly 300 additional pounds of mass being shoved around and only 22 extra pound-feet on tap, the 2023 GLC300’s acceleration suffers, but not by much. The GLC300 reaches 60 mph in 5.7 seconds, 0.3 second behind the 2020 model. The story’s similar in the quarter, with the 2023 model crossing the line in 14.4 seconds at 95 mph, a negligible difference to the 2020’s 14.2-second run at 96 mph. These numbers remain superior to the last BMW X3 30i we tested, and they’re about even with the Audi Q5 45. Some of this comes from the tires, which on the 2020 model had 235/55R-19 Pirelli Scorpion Verde All Season Run Flats at all four corners; our 2023 example wears wider, staggered AMG wheels ($850) and rolls on 20-inch Continental EcoContact 6 summer rubber measuring 255/45 up front and a whopping 285/40 in the rear. That Rubenesque contact patch certainly helps explain our improved skidpad figure of 0.88 g, besting the old GLC’s 0.85 g—not that impressive, though, when accounting for the transition from all-season to summer tires. Andi Hedrick|Car and DriverMercedes’s tweaks to the 2023 GLC formula boost EPA-estimated highway economy to 31 mpg, 3 mpg more than the outgoing model. The GLC300’s newfound electrification also sweetens the SUV’s on-road demeanor. This stop-start is among the smoothest on the market, reviving the gas engine with nary a shudder. Under deceleration, it’s difficult to notice when the engine shuts off for low-speed coasting. This smoothness extends to the steering—banefully so, as it’s devoid of off-center buildup and is just numb all around—and the brakes, which are easy to modulate for consistently smooth stops. The remaining parts of the Merc’s driving experience would be best summed up as “sport-adjacent.” The GLC’s standard adaptive dampers keep things nice and smooth over mildly uneven parts of the roadway, and body motions are well controlled, but more dramatic humps and bumps transfer a good bit of motion inside. If we were ordering our own GLC300, we’d stick with the standard 18-inch wheels, with tires that have thicker sidewalls and should deliver a better ride on Michigan’s Martian roadscape. Chuck the GLC into a corner and, sure, it’ll lean more than a C-class, but it stays well sorted and makes a good case for taking the long way back from school drop-off. The four-banger sounds pretty good when you give it the beans too. It’s a damn shame about that steering considering how well sorted the rest of this car is.LOWS: Some ride harshness, numb steering, pokier and portlier than before.If your commute has more traffic lights than curves, you’re in luck, because now you can appreciate just how much better the GLC300’s interior is. The waterfall-like center-console shape remains, but the rest has been revamped to match the style found in other Mercedes vehicles, and it works well. Our sample GLC’s dashboard was covered in natural-grain black wood with aluminum strips ($200). The steering wheel has been upgraded with a sharper design, but fans of physical buttons will find very few anywhere inside—a point of occasional frustration, as the capacitive directional pads on the steering-wheel spokes are way too easy to activate by accident. The panoramic roof ($1500) features a thinner cross-strut too, not that anyone would notice.Do you love screens? Well, the GLC is a modern Mercedes, so you’d better. The old model’s deep gauge binnacle has been trashed in favor of a 12.3-inch display with multiple layouts and the capability to display a full navigation map. The 11.9-inch standard center touchscreen runs the latest iteration of MBUX infotainment software, which is responsive, sufficiently easy to navigate, and includes wireless smartphone mirroring. The center display will pick up (and reflect) greasy fingerprints like nobody’s business, so take your preschool instruction to heart and wash your hands often. While the GLC300 4Matic’s $50,250 base price is in line with the segment, things can get expensive in a hurry. We’re staring down an as-tested price of $65,950. Some of that comes from the top Pinnacle trim’s $4450 price bump, but standalone options sure aren’t cheap either. More aggressive AMG Line styling will set you back $3450, although the Night package’s blacked-out trim only adds $200 to the bottom line. The Driver Assistance package contains all the usual active and passive driver aids for an extra $1950. Even this specific shade of Cardinal Red Metallic is a hefty $1750.Despite the bit of sticker shock, the 2023 Mercedes-Benz GLC300 4Matic is a strong contender in the entry-luxe department. Its cabin is vastly improved over its predecessor’s, while its new hybrid components add a dollop of smoothness to around-town duties. Yet it still can let loose and have a little fun—even with the extra junk in the trunk. Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Mercedes-Benz GLC300 4MaticVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICEBase/As Tested: $50,250/$65,950Options: Pinnacle Trim package (Burmester premium audio system, surround-view camera, illuminated door sills, ambient lighting, MB Navigation with augmented video, Digital Light headlights, head-up display, insulated glass), $4450; AMG Line package (AMG body styling, brushed aluminum pedals, MB-Tex-wrapped instrument panel and beltlines, sport steering wheel, AMG floor mats, body color wheel arch trim, upgraded perforated front brake discs), $3450; Driver Assistance package (adaptive Distronic cruise control, active steering assist, active lane-change and -keeping assist, Pre-Safe Plus, blind-spot assist, active brake assist with emergency stop and cross-traffic functions, speed-limit assist), $1950; Cardinal Red Metallic paint, $1750; Panorama sunroof, $1500; 20-inch AMG wheels with black accents, $850; ventilated front seats, $450; SiriusXM satellite radio with six-month trial, $350; Advanced USB package, $300; heated steering wheel, $250; Night package (high-gloss black exterior accents), $200; natural grain black wood trim with aluminum inserts, $200
ENGINEturbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1991 cm3Power: 255 hp @ 6100 rpmTorque: 295 lb-ft @ 1800 rpm
TRANSMISSION9-speed automatic
CHASSISSuspension,F/R: multilink/multilinkBrakes,F/R: 14.6-in vented, cross-drilled disc/12.6-in vented discTires: Continental EcoContact 6F: 255/45R-20 105W MOR: 285/40R-20 108W MO
DIMENSIONSWheelbase: 113.1 inLength: 185.7 inWidth: 74.4 inHeight: 64.6 inPassenger Volume, F/R: 56/49 ft3Cargo Volume, Behind F/R: 59/22 ft3Curb Weight: 4406 lb
C/DTEST RESULTS60 mph: 5.7 sec1/4-Mile: 14.4 sec @95 mph100 mph: 16.2 sec120 mph: 26.7 secResults above omit1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.6 secTop Gear, 30–50 mph: 3.6 secTop Gear, 50–70 mph: 4.5 secTop Speed (mfr’s claim): 130 mphBraking, 70–0 mph: 161 ftRoadholding, 300-ft Skidpad: 0.88 g
C/DFUEL ECONOMYObserved: 23 mpg
EPA FUEL ECONOMYCombined/City/Highway: 26/23/31 mpg
C/D TESTING EXPLAINEDSenior EditorCars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree. More

Average new-car transaction prices are still sky-high, but there are several small entry-level crossovers that seek to maximize bang for your buck. The Kia Seltos has shined in this spot, with sales up 30 percent year over year and a buying cohort that’s among the youngest in the segment. Appealing to the youths isn’t easy, as anyone making TikToks can tell you, but the refreshed 2024 Seltos has all the right stuff for the job.From the front, the 2024 Seltos doesn’t look much different, although the grille is wider, the headlights are altered, and there’s some beefier-looking trim at the bottom. The rear features a much more intensive glow-up, with new taillights that look far more modern. If you want to take it a step further, the new X-Line model—which replaces the Nightfall Edition—gussies up the Seltos with a special grille, different wheels, a black roof rack, and gloss-black trim. Small SUVs A-Poppin’The most notable change comes by way of the turbocharged 1.6-liter four-cylinder in the X-Line and SX trims. Horsepower is up by 20, to 195 horses, while torque remains unchanged at 195 pound-feet. This all new engine features a smaller bore and longer stroke than the previous 1.6-liter and is equipped with a larger turbocharger, revised camshafts, new injectors, and tweaks to thermal management and the cylinder head. (The 2.0-liter inline-four on lower trims remains unchanged, delivering the same 146 horsepower and 132 pound-feet.)Kia also ditched the Seltos 1.6-liter’s seven-speed dual-clutch automatic transmission in favor of a more traditional eight-speed with a good ol’ torque converter. Sure, the turbo engine’s newfound power is both immediately noticeable and much appreciated, but it’s the new transmission’s more polished behavior that makes the biggest difference in the Seltos’s on-road demeanor. Taking off and stopping are both much smoother.However, this new powertrain does lower EPA-estimated fuel economy. With the 1.6-liter and all-wheel drive (front-drive is only offered on 2.0-liter units), the feds have the 2024 Seltos pegged at 27 mpg highway, 3 mpg lower than the 2023 model. Combined economy is down from 27 mpg to 26, while the city figure remains at 25.The 2024 Seltos’s suspension remains unchanged, which is good, because we dig the ride just as much as we did back when we reviewed a 2021 model. Body motions are nicely controlled, and brake-based torque vectoring gives this little ute plenty of composure in more aggressive maneuvers. Acoustic front glass—new last year and still a welcome addition—keeps the cabin surprisingly quiet for a budget crossover, with only a little bit of wind noise from around the side mirrors. The steering is precise enough to avoid spoiling the suspension’s fun, and the pedals are plenty easy to modulate. If your commute is more stop-and-go than switchbacks, the 2024 Seltos’s revised cabin should make those doldrums a little more pleasant. A new single-piece frame surrounds and visually combines the infotainment screen and gauge cluster; all but the base LX are treated to a pair of 10.3-inch displays. Physical controls remain for both climate control and infotainment, which we’re always happy to see. A pair of USB ports is now standard in the back, while smartphone mirroring still requires a wired connection. On the safety front, cyclist detection is now included across the lineup as part of the Seltos’s forward-collision-warning tech.Despite these changes, the refreshed Seltos remains an affordable choice for young buyers and growing families. The base LX pairs the 2.0-liter engine and all-wheel drive (yes, it’s standard on the bottom rung) for $25,715. The $26,315 S and $27,115 EX trims are offered with front-wheel drive; adding all-wheel drive bumps those prices by $1500 and $2200, respectively. If you want the potency of the turbocharged 1.6-liter, the X-Line will set you back $30,015, while the SX with all its bells and whistles is the dearest Seltos at $31,315.The 2024 Kia Seltos’s refined formula should only boost its appeal. It’s quieter, it’s loaded with more technology, and splurging for the faster one feels more rewarding than before. With competitors such as the Chevrolet Trax picking up some steam this year, Kia’s entry-level crossover is better positioned to put up a good fight.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Kia SeltosVehicle Type: front-engine, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: LX, $25,715; S, $26,315; EX, $27,115; X-Line, $30,015; SX, $31,315
ENGINES
DOHC 16-valve 2.0-liter inline-4, 146 hp, 132 lb-ft; turbocharged and intercooled DOHC 16-valve 1.6-liter inline-4, 195 hp, 195 lb-ft
TRANSMISSIONS
continuously variable automatic; 8-speed automatic
DIMENSIONS
Wheelbase: 103.5 inLength: 172.6 inWidth: 70.9 inHeight: 63.4–64.0 inPassenger Volume, F/R: 53/46 ft3Cargo Volume, Behind F/R: 63/27 ft3Curb Weight (C/D est): 2900–3300 lb
PERFORMANCE (C/D EST)
60 mph: 6.1–7.0 sec1/4-Mile: 14.8–15.7 secTop Speed: 120–130 mph
EPA FUEL ECONOMY
Combined/City/Highway: 26–31/25–28/27–34 mpgSenior EditorCars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree. More

If you’re a powerful international conglomerate that wants to sell cars in the U.S., the easiest approach is to buy a car company that already does that. Think Tata with Jaguar and Land Rover, or Geely with Volvo, or whoever it is that controls Lotus these days with them. It’s much more difficult, and smacks of a certain hubris, to forgo all incumbent brand awareness and institutional knowledge and simply start building cars. But if any country loves blithe confidence it’s America, so let’s give a warm welcome to the VinFast VF8, the latest answer to the question, “How hard can it be to build a car?”VinFast—which at least 30 percent of the U.S. population will initially hear as “SlimFast”—is part of Vingroup Joint Stock Company, otherwise known as Vingroup, a sprawling Vietnamese company with interests in hospitality, real estate, education, and plenty more. If you want to know what a given Vingroup company does, the name is usually a clue—Vinhomes, VinUniversity, VinBigData. (We shudder to ask what VinBrain does but can probably guess.) The VF8, the first model to make it to the U.S., is a two-row, all-wheel-drive crossover—junior to the three-row VF9, but larger than the VF7. If that naming convention sounds so painfully obvious that it doesn’t bear explaining, somebody please tell Infiniti to crib some notes.HIGHS: Beats its EPA range estimate, decent performance, mega warranty.The VF8, like all other upcoming models, is electric. The base, 349-hp dual-motor VF8 Eco is priced from $47,200 with an 87.7-kWh battery and an EPA-estimated range of 264 miles. The ritzier Plus goes for $53,000 and gets 402 horsepower. We drove the $54,200 Plus City Edition, a trim specific to the first 999 units to arrive to the U.S. and is the same as the Plus but only available via lease in California starting at $528 a month for three years and after a $5090 down payment. To make things confusing, the initial run of City Editions are equipped with a Samsung-sourced 82.0-kWh battery that the EPA says should provide 207 miles of range for the Eco and 191 miles for the Plus. After the first 999 VF8s, VinFast will make the switch to a 87.7-kWh CATL pack that will up the range to an EPA estimated 264 miles for the Eco and 243 for the Plus, but those numbers may understate the actual range. We’ll get to that.The VF8’s styling is textbook “I told AI to design an electric crossover,” despite coming from Pininfarina. Aesthetically, the first thing most people notice is that the rear end of the car sits lower than the front, a subtle Carolina Squat that suggests there’s a half-pallet of river rocks in the cargo area. Cops will probably pull over perplexed VF8 drivers and demand to know where the contraband is stashed. “How many kilos of booger sugar you got behind those rear trim panels, son?” And the VinFast driver could invite a look, no pry tools necessary, since you can see right down to the rear fender wells where the outboard seatbelts pass through the lower trim. That’s because the hole for the belts is probably three times as big as it needs to be, which is one reason that rough roads make it sound like you’re driving inside a tom drum—the body structure is right there, with no insulation. Details like that make you wonder if VinFast realized it was allowed to look at other cars before building its own.Marc Urbano|Car and DriverDespite the “Kia EV6 by way of the Uncanny Valley” vibe of the overall presentation, the VF8 does do some things well. Its highway-assist system does a great job keeping the car centered in a lane, such that you’re not constantly fighting the wheel to correct it (as in, say, a Lucid). At the test track, the Plus City Edition generated respectable numbers, hitting 60 mph in 5.0 seconds and covering the quarter-mile in 13.9 seconds at 98 mph. And on our 75-mph highway range test, the City Edition far surpassed its EPA rating, offering 210 miles of range. Which suggests, charmingly, that VinFast is still too green to know how to game its EPA numbers like other EV makers. And the VinFast warranty, too, includes some impressive figures: 10 years or 125,000 miles, bumper to bumper.More on VinFastLOWS: Development-mule fit and finish, discombobulated ride, costs too much.But producing decent numbers is the easy part. Maybe 95 percent of car-building concerns hitting easily quantifiable benchmarks. But that other 5 percent, the black magic of ride and handling, interior quality, brake feel—the more subjective stuff—is what defines great cars. It’s exceedingly difficult for new companies to get all of that right. As VinFast demonstrates.In the VF8’s logbook, one driver compared the sound of the windshield-wiper motor to that of a 1979 Jeep CJ-7’s. We speculated on the odd whirring noises that periodically emanate from behind the dash—is someone firing up an electric leaf blower in there? The steering has a ton of friction on-center, and the power-steering motor is cheap enough that you can feel the steps in its windings if you slowly turn the wheel at rest. The suspension is way underdamped, delivering a bounce-house ride. Clues abound that this car was rushed to the U.S.—when the climate control boots up, the temperature reads in centigrade and then flickers over to Fahrenheit, and the head-up display settings permanently depict a hypothetical left-hand turn onto Nguyen Chi Thanh Street in Hanoi. Even in areas where VinFast did a solid job, the company tends to undermine itself. For instance, that highway-assist system—and every other nanny, including a speed-limit tattletale—is activated by default each time the car is turned on, and all together they bring with them a never-ending onslaught of chirpy electronic recriminations no matter how carefully you drive. You have to deactivate those systems via the 15.6-inch touchscreen, which is also used to assign the left-hand steering-wheel toggle switch to different functions, such as adjusting the outside mirrors or moving the steering column. Precisely no one prefers this setup to actual dedicated physical controls, but we understand VinFast had to keep an eye on the price. On that subject, see also: the VF8’s “vegan leather” a.k.a. vinyl, non-branded sound system that constantly emits white noise, and lack of a spare tire. A spare can be added through the after-sales department. VERDICT: If it were hilariously inexpensive, sure. But it’s not.But when you’re an unknown, price assumes outsize importance. Back in the 1980s, nobody bought the Hyundai Excel because it was better than a Toyota Corolla, but it sold nonetheless. Which begs the question, “What would this car have to cost to convince would-be buyers to take a chance on a complete unknown with immediately obvious flaws?” We’re not sure what the answer to that is, other than a lot less than $55,190, which was the number attached to our test car.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 VinFast VF8 Plus City EditionVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $54,200/$55,190Options: Deep Ocean Metallic paint, $990
POWERTRAIN
Front Motor: permanent-magnet synchronous AC; 201 hp, 228 lb-ftRear Motor: permanent-magnet synchronous AC; 201 hp, 228 lb-ftCombined Power: 402 hpCombined Torque: 457 lb-ftBattery Pack: liquid-cooled lithium-ion, 82.0 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 160 kWTransmissions: direct-drive
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 14.8-in vented disc/13.4-in vented discTires: Goodyear Eagle Touring245/45R-20 103V M+S
DIMENSIONS
Wheelbase: 116.1 inLength: 187.0 inWidth: 76.1 inHeight: 65.6 inFrunk Volume: 3 ft³Cargo Volume, Behind F/R: 48/13 ft3Curb Weight: 5771 lb
C/D TEST RESULTS
60 mph: 5.0 sec1/4-Mile: 13.9 sec @ 98 mph100 mph: 14.9 sec120 mph: 26.2 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 5.2 secTop Gear, 30–50 mph: 2.1 secTop Gear, 50–70 mph: 3.0 secTop Speed (mfr’s claim): 124 mphBraking, 70–0 mph: 181 ftRoadholding, 300-ft Skidpad: 0.84 g
C/D FUEL ECONOMY AND CHARGING
Observed: 57 MPGe75-mph Highway Range: 210 miAverage DC Fast-Charge Rate, 10–90%: 85 kWDC Fast-Charge Time, 10–90%: 52 min
EPA FUEL ECONOMY
Combined/City/Highway: 80/82/78 MPGeRange: 191 mi
C/D TESTING EXPLAINEDSenior EditorEzra Dyer is a Car and Driver senior editor and columnist. He’s now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive. More

Despite some initial resistance when the Cayenne debuted two decades ago, it has become one of the most important vehicles in Porsche’s lineup, comprising about 30 percent of its worldwide sales. The current, third-generation Cayenne has been in production since the 2019 model year and receives a timely refresh for 2024.This isn’t your typical facelift, though. It’s a significant upgrade over the previous year, stopping short of a new generation because it shares much of the same chassis and crash structure. The 2024 Cayenne sports a new look, with a reworked front fascia with larger air intakes, restyled headlights, more prominent fenders, and a subtle hood bulge. The backside also gets a makeover, with new taillights and a tailgate that makes it look wider than before.PorscheOn the inside, a new 12.6-inch curved digital instrument display debuts alongside the PCM 6.0 infotainment system and its 12.3-inch touchscreen. The previous gear selector lever has been replaced by a smaller toggle found in other Porsches and moved to the dash. That frees up some space on the center console for more storage and a new climate-control panel. The Cayenne also offers a 10.9-inch touchscreen for the front passenger, similar to that found in the Taycan.Related StoriesThe Cayenne lineup has been scaled back dramatically from nine trim levels to four. The base 348-horsepower Cayenne starts at $80,850, while the 468-hp Cayenne S will set you back another $16,500. At the top of the range is the 650-hp Turbo GT that flirts uncomfortably with a $200,000 price tag. It’s only available in the coupe body style and is now exclusive to the U.S. market. Slotting above the base model is the plug-in turbo V-6 Cayenne E-Hybrid with 463 horses at $93,350. A fully electric Cayenne is due in a few years and will overlap with the internal-combustion models.Driving the Cayenne Turbo GTWe had the opportunity to unleash the Cayenne Turbo GT on some of our favorite roads in Southern California to see how the changes affect this sportiest of utility vehicles. The Turbo GT certainly deserves its position as the spiciest of Cayennes. If it had a Scoville rating, it’d easily mimic its six-figure pricing. Acceleration should be similar to the insane 2.8 seconds we recorded in a ’22 model, and when you pin the pedal to the floor, you’re met with one of the most glorious V-8 engine growls this side of a Jaguar F-type. Off the line, the Turbo GT stumbles for just a brief moment as it struggles to keep the sticky Pirelli tires from going up in smoke and prepares for the next gear, but it is nonetheless impressive and chuckle-inducing. The standard ceramic composite brakes are up to the task of getting this about-5100-pound SUV slowed, and the firm pedal adds further assurance. Easing into a turn, the Cayenne’s steering is appropriately Porsche-like with its precision and effort. The standard adaptive air springs and lightweight carbon roof keep the Turbo GT from feeling top-heavy as it tracks through the curves with only a hint of body roll. Mid-corner bumps can cause the rear tires to momentarily step out of line, but the Cayenne regains grip and composure before you can react. Just as impressive as its cornering prowess is the Turbo GT’s comfortable ride. Dial the drive mode back to Normal, and the suspension relaxes its clenching tautness for the kind of smoothness needed for longer journeys. The prominent road noise will add a bit of long-distance fatigue back, though.Cayenne S DriveWe also drove the Cayenne S on the same roads, and the differences were telling but not dramatic. The big news for this midrange model is the return of the V-8 engine in place of the previous V-6, bringing with it an additional 34 horses. But you won’t find the Turbo GT’s theatrical snarl in the S, which instead has a comparatively bland sound that could be mistaken for the six-cylinder. The Cayenne S also comes with a more conventional adaptive suspension that doesn’t have the range of comfort or performance from which the Turbo GT benefits. It’s more nervous and jittery over rough pavement and not as solidly settled in long sweeping curves. The air suspension is available as a $2390 option, however, and we highly recommend it for both the Cayenne S and base model, whether or not you’re seeking handling performance. Even with this addition, the Cayenne S costs half as much as the Turbo GT.Of course, performance is only part of the Cayenne equation. It’s still a luxury SUV, and its interior handily meets expectations. While we could do with less piano black on the center console, the cabin is swathed in premium materials, and there’s a sturdy heft behind all of them. Besides the aforementioned road noise, the interior is devoid of any creaks, squeaks, and excessive wind noise. Moving the gear selector to the dash also allows for a wireless charging pad that’s well placed under the dash and is a great pairing with wireless Apple CarPlay and Android Auto. You also get a larger storage pocket and cupholders. The new climate-control panel thankfully keeps some physical toggle switches for distraction-free adjustments. Secondary controls are capacitive touch buttons that require looking away from the road to use.We’re not convinced the optional passenger touchscreen is worth the $1490 price, but there is a certain cool factor, nonetheless. It allows the front passenger to enjoy their own streaming entertainment, control several vehicle features, and play co-pilot with navigation, even though the center touchscreen is only a short reach away. The display’s polarized filter makes it appear to the driver as just a black plastic dash element to eliminate distraction. Our main issue with this display is the likelihood of triggering motion sickness for more sensitive passengers.Altogether, the changes make the 2024 Porsche Cayenne even more desirable than before. For the driver who seeks more performance than the base Cayenne already delivers, the Cayenne S is sure to raise your heart rate. We’d suggest optioning the air-spring suspension for a broader spread of both comfort and handling. As glorious as the Turbo GT is, its very nearly $200,000 price seems excessive. But if we had the kind of bank balance that could absorb such a hit, you’d better believe we’d go for it. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Porsche Cayenne S/Turbo GT Vehicle Type: front-engine, all-wheel-drive, 4- or 5-passenger, 4-door wagon or hatchback
PRICE
S, $97,350; S Coupe, $103,750; Turbo GT, $197,950
ENGINES
twin-turbocharged and intercooled DOHC 32-valve 4.0-liter V-8, 468 or 650 hp, 442 or 626 lb-ft
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 114.0 inLength: 194.1–194.2 inWidth: 78.1–78.5 inHeight: 64.9–66.8 inPassenger Volume, F/R: 54/50–51 ft³Cargo Volume, Behind F/R: 24–27/52–60 ft3Curb Weight (C/D est): 4900–5100 lb
PERFORMANCE (C/D EST)
60 mph: 2.8–4.2 sec100 mph: 7.0–8.5 sec1/4-Mile: 11.1–12.7 secTop Speed: 169–189 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 16–18/14–16/19–21 mpgContributing EditorWith a background in design and open-wheel racing, Mark Takahashi got his foot in the door as an art director on car and motorcycle magazines. He parlayed that into a career as an automotive journalist and has reviewed thousands of vehicles over the past few decades. More

From the August 1981 issue of Car and Driver.A few years ago the Japanese automo­bile industry saw protectionist senti­ment growing in the United States and evidently reasoned that one way to slow their market penetration without hurt­ing profits would be to slide their whole product portfolio upscale—pump in more content all the way across the board and move out of the low-buck price-leader competition. Thus we’ve seen Toyota come to market with cars like the Celica Supra, the Corolla SR-5, the new Coronas, and the Starlet­—which surprised most people by coming in at a higher price than the base Corol­la Tercel and apparently ignoring its most obvious U.S. competitor, the Chevrolet Chevette. None of this has slowed Toyota’s growth a bit, but it’s the thought that counts. The new Cressida is the latest and best step in this orderly progression into the upper-upper-middle price class. More than that, it demonstrates that the Japanese are now quite capable of building cars at any level of any market and scaring the bejeezus out of whatever established competitors might have been there ahead of them. Thus, with the arrival of the Toyota Cressida and Nissan’s very similar Datsun 810 (Car and Driver, April 1981), firms like Volvo, Peu­geot, Audi, and Saab had better look to their defenses, because their markets are ripe for exactly the same kind of pillage that occurred down­stream among the econoboxes. It goes without saying that the danger is at least as great for the Buicks, Oldsmobiles, Pontiacs, and Mercurys, already buffet­ed by the mighty wind from the East.The Cressida is a handsome car, in the sort of nondescript, Mercury Zephyr sense of the word. Straight lines, taste­ful ornamentation and trim, everything neatly coordinated, the Cressida looks like a quality piece, and it is. It also looks like the Datsun 810, so much so that one wonders which batch of Japa­nese designers was looking over whose shoulder. With better seats, more head­room, and the Cressida’s engine and transmission, the 810 would be a dreamboat. On the other hand, if the Cressida had better seats, more head­room, and the 810’s independent rear suspension and four-wheel disc brakes, it would be an absolute sensation. As it is, it begins to come pretty close to cars with much longer pedigrees and strong German accents. More Archive ReviewsUnfortunately, at $12,699, our Cres­sida was about $1800 dearer than the comparably equipped Maxima, and that must surely give pause to the prospec­tive buyer. The Toyota may have a larg­er engine, a better automatic transmis­sion, and marginally better acceleration, but $1800? And when Datsun’s four­-wheel disc brakes and independent rear suspension are thrown into the equa­tion—with their attendant improve­ments in skidpad and braking perform­ance—one really must wonder what the Toyota bean-counters had in mind. The wonder increases when we consider that the Cressida comes with independent rear suspension in its home market. Senior Japan watchers on our staff opine that the uncomfortable difference in price is due to the fact that Toyota has always regarded the Cressida as their top-of-the-line luxo-cruiser, no matter how underwhelmed America may have been by that little conceit, while Datsun is playing catch-up with the 810 and its Maxima variant. This may be true, but the dollar difference, relative to the amount of real-world product content involved, is an awful lot to swallow. Aaron Kiley|Car and DriverPrice and performance differences to the contrary notwithstanding, we were perversely inclined to prefer the Toyo­ta. Its interior lacked the Detroit-hyper decor that characterized the Datsun, for one thing, and its overall feel was tighter, sportier, for another. The Toyota’s 2.8-liter fuel-injected six-cylinder (shared with the Supra) is torquier, and its four-speed automatic transmission (three plus overdrive) is really effective at converting that torque to entertain­ment. The car’s isolation from both en­gine and road noise is very good, but that stirring six-cylinder drone can still be heard to good effect when the loud pedal is depressed all the way. Further­more, the Toyota feels solid, all-of-a­piece. Everything fits, everything is well finished, and the car is a rolling defini­tion of that see-touch-smell quality so elusive to Detroit’s moguls. The Cressida comes with a full com­plement of beads, bells, and whistles to captivate North America’s gadget-con­scious natives. There is a wildly compli­cated radio/tape deck with buttons and levers enough to confuse an astronaut. Whether this device sounds as breathtaking as its plethora of controls would lead one to believe it should is a highly subjective judgment call, but the sound is better than average. Another feature that never fails to attract the curious is the Cressida’s motor-drive passive-re­straint system: open either of the front doors and the upper end of the shoul­der belt slides forward and down the windshield pillar a little way, the lower end pivoting on its anchor between seal and driveline tunnel. You hop in, close the door, and the upper end of the belt whirs back into place just behind your ear and above the door. There is also a lap belt, but it’s a little awkward, per­haps a tad too far forward to be com­pletely effective, and there was a strong tendency among our drivers and pas­sengers to simply rely on the gee-whiz shoulder belt—which, comfortable and convenient though it may be, wouldn’t prevent the occupant from submarining in a frontal collision. If anything, the Toyota solution to the passive-restraint problem only points up once again that nothing works as well as a three-point lap-and-shoulder-belt combination. No passive-restraint system has yet met with the even halfhearted approval of the Car and Driver staff, but the Cressi­da’s system gets a few points for innova­tive thinking. The dash panel is a good one, with full instrumentation and good graphics. The speedometer and tachometer are round, side-by-side, non-digital, and easily read. An old solution, but one hard to beat. These are flanked by oil­-pressure and water-temperature gauges on the left, and fuel level, voltmeter, and digital clock on the right. A hori­zontal row of warning lights—”Blow your nose!” “Check your fly!” “Have you called your mother?”—marches across the bot­tom of the display panel, and some of these are actually helpful. The center of the dash contains the heater and air­-conditioner controls, as well as the AM/FM/cassette sound system. In the sys­tem’s defense, we’d like to point out that everything is in one place; there’s no equalizer panel or pre-amp hidden somewhere else in the cockpit. The headlights are controlled with the turn-signal lever, and wiper-washer functions operate from a counterpart lever on the opposite side of the steer­ing column. For reasons we cannot comprehend, the cruise-control and overdrive switches are located on the instrument panel instead of somewhere near the steering-wheel rim, and this was a pain, virtually guaranteeing that those two controls would be ignored most of the time by most drivers. In the case of the overdrive, switch it on and forget it. Cruise control? Stick with your right foot. It may be old-fashioned, but it’s right there at the end of your leg and you never have to wonder where it is, or grope around with your left hand to find it. Aaron Kiley|Car and DriverOnce in the driver’s seat, upper body restrained by Japanese ingenuity, you survey the creature comforts and ap­pointments. The quality signals are just as strong on the inside as they were on the outside. The seats are quite com­fortable, and offer a nice range of adjustments—fore-and-aft, backrest angle, lumbar support, and tilt—but the tilt mode is in some ways redundant, and is no substitute for a simple up-and-down adjustment. Drivers over six feet tall lacked headroom, and no combination of tilt and backrest angle could be ar­ranged to keep one’s hair from clinging to the headliner through the miracle of static electricity. Eliminating the sun­roof would be helpful in this regard. Speaking of the sunroof, this always pleasant source of fresh air worked well enough and was free of buffeting, but its control was a complicated little man­ual-dexterity test—two fingers for the electrical buttons, then one hand to ram it home manually the last few sixteenths of an inch—an obscure Asian safety precaution almost as silly as many of ours. If the sunroof is an essential part of the Cressida’s luxury appeal, why couldn’t it be opened and closed with a manual system as functional and straightforward as that of the Saab? Available either as a four-door sedan or a station wagon, the new Cressida is Toyota’s most American car to date, a triumph of Japanese market research and technological cloning. It is a very good car. Its engine performs faultlessly and its automatic-overdrive transmis­sion is smooth and sure. We wish that its roadholding, handling, and braking performance were more European than American, but it’s nonetheless a quality car throughout, and a very pleasant one to drive. It offers ample space for peo­ple and their luggage, delivers reasonable fuel economy, and is unoffensively good-looking. Unfortunately it costs a ton. The success of Japanese cars in the United States so far has been largely a matter of hitting it where Detroit ain’t. It will be interesting to see if Japan can continue its dizzy upward market-share spiral with cars that go head-to-head with the competition, at very high prices.CounterpointWhile every three-letter organization from the UAW to the ITC was busy scolding the Japanese for swamping us with cheap cars, Datsun and Toyota both kept their heads down, preparing yet another sneak attack. This time the target is the expensive-car business. Now that the Cressida and the 810 have landed, I can’t help thinking there must be a few mumbling, “Hey, why didn’t we think of that?” in Detroit, because there is no direct made-in-America competition. The Cressida in not particularly space-efficient, there are bigger and heavier cars that match or beat it in fuel economy, and its styling is hardly what you would call soul-stirring. Even so, I’d spot it high on the appeal scale; it comes in a socially acceptable size, it has $10,000 worth of quality inside and out, and it drives well. Furthermore, there is something for just about everybody with this kind of money: technical intrigue under the hood, a satisfyingly solid body structure, and state-of-the-art reminders throughout. The automatic seatbelts are years ahead of their time. The stereo system could play Carnegie Hall. And under the gas pedal, the Cressida has its own secret reserve of Sixties-style acceleration. I’d love to shake one of those white-gloved hands that made it. —Don ShermanThis new Cressida is certainly improved, but it still leaves me lukewarm. The styling is finally in the current decade, and it’s brimming with the multifarious features that people seem to demand in this class of car. But, while bestowing these riches on the Cressida, Toyota has ignored the needs of the discerning driver.Seemingly small and subtle shortcomings become all too apparent when you drive the car. The steering has a dead zone on center that confuses the subliminal corrections essential for a non-fatiguing trip of any length. The speed-control and overdrive-switch locations were based on something other than convenient driver access. And the inside seatbelt anchor is too far forward of the hip to provide any useful longitudinal restraint.These may appear to be trivial concerns, but they differentiate great cars from merely adequate ones. The Toyota’s fundamentals are sound enough to justify a more than superficial look, however. If experience is a guide, Toyota will eventually correct these problems. It’s just too bad that it takes so many tries. —Csaba CsereThe Toyota Cressida is a perfect example of why the Japanese carmakers are blowing the Big Three out of the water. There’s not a car built in America that can match it for value.These days, folks roll their eyes at the price of a fully loaded K-car. But the Cressida looks and feels worth every penny of its five-figure price tag. The fit of its body panels, its paint, its solidity, and the quality of materials used in the cabin are all up to Mercedes standards.Given the sheer volume of the Cressida’s thoughtful convenience features and standard equipment, it’s a little embarrassing to realize that American manufacturers have only recently discovered the reclining seatback. And why is it that a Japanese automaker has already addressed the question of passive restraints so innovatively while our own carmakers are dragging their feet?The Cressida reminds me yet again of the simple reason the Japanese are whipping us silly in the showrooms—and in a lot of other areas of trade: their products give you the most for your money. —Rich CepposArrow pointing downArrow pointing downSpecificationsSpecifications
1981 Toyota CressidaVehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $11,599/$12,699Options: AM/FM-stereo radio/cassette with graphic equalizer, $445; electric sunroof, $420; alloy wheels, $235.
ENGINESOHC inline-6, iron block and aluminum head, direct fuel injectionDisplacement: 168 in3, 2760 cm3Power: 116 hp @ 4800 rpmTorque: 145 lb-ft @ 3600 rpm 
TRANSMISSION4-speed automatic
CHASSIS
Suspension, F/R: struts/rigid axleBrakes, F/R: 9.7-in vented disc/9.0-in drumTires: Yokohama GT Special 351,185/70SR-14
DIMENSIONS
Wheelbase: 104.1 inLength: 184.8 inWidth: 66.5 inHeight: 54.3 inPassenger Volume, F/R: 50/36 ft3Trunk Volume: 12 ft3Curb Weight: 2930 lb
C/D TEST RESULTS30 mph: 3.3 sec60 mph: 10.2 sec1/4-Mile: 17.5 sec @ 77 mph90 mph: 29.0 secTop Gear, 30–50 mph: 4.8 secTop Gear, 50–70 mph: 7.2 secTop Speed: 106 mphBraking, 70–0 mph: 221 ftRoadholding, 200-ft Skidpad: 0.70 g 
C/D FUEL ECONOMY
Observed: 19 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 25/22/29 mpg 
C/D TESTING EXPLAINED More

From the September 1990 issue of Car and Driver.You’ve got two ways to pound the pave­ment: row the twin-turbo 300ZX’s stan­dard five-speed gearbox for all you’re worth, or make little more than polite waves of the shifter atop Nissan’s new four-speed automatic.The automatic transmission takes the edge off the powertrain’s visceral feel but improves straight-line performance. It delivers bulleting acceleration and smooth shifts, and it sports a lockup torque converter for fuel efficiency at highway speeds. It has the same gut as the muscular automatic introduced in the high-performance Q45 sedan sold by Infiniti, Nissan’s fancy-pants division. The automatic offers its own two ways to go: you can sit calmly at idle and mash the throttle for a zooming rush of turbo boost, or you can build the boost first by using the drag-racing technique of brake-torquing the engine. This calls for holding the car still with the brakes while building revs, boost, and wheelspin, then sidestepping the brake pedal and bury­ing the throttle. Brake-torquing pro­duced our 0-to-60-mph time of 5.9 sec­onds. Flooring the throttle from rest without benefit of brake-torquing raises the time to the mid-six-second bracket (but requires less planning). Quarter-mile times and trap speeds with both transmissions wind up within a tick of each other. But above 60 mph, the automatic 300ZX Turbo becomes Ja­pan’s next best thing to a time machine. Belting the five-speeder from 0 to 100 mph eats up 16.3 seconds, but the auto­matic bites it off in only 15.8. The auto­matic’s advantage widens to 1.2 seconds at 120 mph, 24.5 seconds versus 25.7. More on the Nissan ZHow can this be? The auto-car weighs 30 pounds more and, says Nissan, pro­duces 280 hp, 20 less than the five-speed­er. Well, an automatic typically complements a turbo engine. The torque converter launches the car strongly, and the nonstop power delivery keeps the turbo boosting without disruption. The rush barely tapers as the automatic rips up through its gears. The five-speed’s clear advantage is its direct effect on both forward motion and cornering attitude. Still, the automatic suffers only one functional shortcoming: the otherwise nifty action of the shifter finishes at third gear, leaving you to en­gage fourth with a button. The small but­ton tucks awkwardly beneath a larger shift-release button, and the poor ergonomics interrupt the flow established by the lever’s moves through the first three gears. You could leave the unit in over­drive and let it kick out and in according to throttle angle—not much fun in a car that prompts you to stir well. In the big Infiniti, the automatic sports a slotted shift gate with notchy stops for all four gears. They eliminate miscues, making it a more logical setup for a car capable of covering ground like a guided missile on Spandex legs.The ability to run and gun is what first propelled the twin-turbo Nissan into our hearts. It offers the performance of Chevrolet’s Corvette with notably better build quality and sensory satisfaction. It even stands comparison with the twice-­as-costly Porsche 928GT. Nissan under­stands that subjective nuances make the difference between good and great. The Turbo’s price of $34,075 (including an $800 premium for the automatic) strikes few as dirt cheap, but this is pay dirt that Nissan has mined and refined. The Turbo’s straight-ahead perfor­mance comes in a chassis ready for most all the road rocketing the engine can throw at it. The best engineers know cars can only be their best when they do your bidding without bother or guile. Count Nissan’s current thinkers among the best. Into an organically slick body that schusses down the road looking like a Venusian hovercraft, the Nissan team has poured an engine that scoots like quick­silver. It whirs within the solid breast­works of a thoroughly designed and de­veloped structure and suspension. These contribute to the ZX’s feeling of well­being, creating a sense that the car can do no wrong, or at least little wrong. And that it will do its doggonedest to help make up for mistakes. The springs, shocks, and geometry of the all-independent suspension jell to a firmness that produces jiggles over bad pavement but works masterfully for the driver. The steering needs more feel, and the brakes could use more fade resis­tance for onslaughts of switchbacks. Yet they feel decently suited to Nissan’s bold­ly stated purpose, which was to make the 300ZX the world’s best (though heavy) sports car. Larry Griffin|Car and DriverThe sticky-tired coupe turns in 0.87 g of grip on the skidpad and, thanks to anti­lock four-wheel disc brakes, an arresting 164-foot stop from 70 mph. The ZX’s dy­namics give you pause simply because their limits loom so high yet beckon so reachably. Unlike our long-term five­-speed Turbo, which showed up on Michelin MXX tires and recorded 0.89-g cornering, our automatic skulks on Dun­lop D40 M2 meats. The Dunlops feel more predictable near the limit but less crisp at lower speeds. Still, few chassis/tire combos compare to either of these in terms of manners and magic.Nissan’s engineers also hooked up their trains of thought on the integration of interior form and function. The 300’s firm, well-formed seats, covered in appealing cloth (hides are optional), grip your caboose like the coupler on a switch engine. They support your rib cage like new roadbed shoring up old rails. Their upholstery, like the entire layout, looks classy. Alas, the gauges, depending upon your driving position, may play coy with your line of sight through the artful steer­ing wheel. The EPA reports 18 mpg for the automatic on the city fuel-economy cycle. Overall, we managed a so-so 16 mpg. But that’s hardly the point of such a car. Nissan’s point was to create a fast shortcut between the points A and B of motoring legends. And never mind if the big guns’ established property lines get bent in this showdown between tradition and tomorrow. The high ground is not only up for grabs but undergoing a rigor­ous title search. As of mid-1990, squat­ter’s rights go to Nissan. Its twin-turbo became the most important performance car introduced to America last year. Whether you want to sit and git or row your own, the automatic widens the ZX’s wicked appeal. Arrow pointing downArrow pointing downSpecificationsSpecifications
1990 Nissan 300ZXVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 3-door coupe
PRICE
Base/As Tested: $33,800/$34,075
ENGINEtwin-turbocharged and intercooled DOHC 24-valve V-6, iron block and aluminum heads, port fuel injectionDisplacement: 181 in3, 2960 cm3Power: 280 hp @ 6400 rpm
TRANSMISSION
4-speed automatic 
DIMENSIONS
Wheelbase: 96.5 inLength: 169.5 inCurb Weight: 3562 lb
C/D TEST RESULTS
60 mph: 5.9 sec1/4-Mile: 14.5 sec @ 95 mph100 mph: 15.8 secTop Speed: 155 mphBraking, 70–0 mph: 164 ftRoadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMYObserved: 16 mpg
EPA FUEL ECONOMYCity: 18 mpg 
C/D TESTING EXPLAINED More