Evelyn Reynolds

Do you struggle to make sense of today’s influx of heavy, absurdly powerful EVs? Does trying to discern one SUV body shape from another induce anxiety and depression? Then you may suffer from transitional automotive disorder. Ask your BMW dealer if the second-generation M2 coupe is right for you. (Side effects may include joyous laughter at extralegal speeds, an increased tolerance for g-forces, and cravings for empty, curvy roads.) The new M2’s prescription is straightforward: Take the workings of one of BMW M’s finest cultures, the one-size-up M4, and scale them down to a more playful size. Based on the redesigned 2-series coupe produced in Mexico, this is still a compact rear-wheel-drive riot of a car with two confining rear seats, though its wheelbase and overall length have increased by 2.1 and 4.1 inches, respectively, to 108.1 and 180.3 inches. It’s also now a little shorter in stature yet 1.3 inches broader in beam, with wider front and rear tracks that now match the M4’s. You’ll need to step down to the workaday M240i model if you want all-wheel drive—the M2 is rear-wheel drive only. While the ductwork on the M2’s stylized bumpers appears disjointed from certain angles, prominently flared fenders lend this upright three-box coupe swagger like a handsome vintage IMSA racer. Thankfully, the larger sibling’s bucktooth maw is not included. BMWBMW did incorporate virtually all the M4’s (and mechanically identical M3 sedan’s) other major bits into the M2, including its twin-turbo 3.0-liter inline-six. Though the new car’s estimated curb weight has increased considerably to around 3800 pounds, BMW’s S58 mill generates a stout 453 horsepower in this application—20 horses less than what it makes in the standard M4 but 48 more than the outgoing M2 Competition’s S55 inline-six produced (it’s a stronger dosage than even the limited-edition 444-hp M2 CS provided). A six-speed manual remains standard, with the no-cost option being a ZF-sourced eight-speed automatic in place of the previous seven-speed dual-clutch unit (we haven’t driven the auto yet). The EPA pegs both setups at 19 mpg combined, roughly the same as the previous-gen M2 Competition. Not that we need any added incentives to select the DIY gearbox, but according to the EPA, it’ll travel a mile farther per gallon on the highway. Related StoriesLaunch control should help the self-shifting M2 return an estimated 3.6-second 60-mph time, similar to the last automatic M2 CS we tested. Working the manual’s precise yet somewhat rubbery shifter through its gates likely will cost a few tenths of a second, but we don’t care. This transmission remains one of BMW’s most potent treatments for driving boredom, and the M2’s pedals are ideally spaced for the heel-and-toe dance. From the engine’s melodious race toward its 7200-rpm redline to the velvety growl it emits through its quad tailpipes, it’s business as usual for this awesome straight-six. The main difference is that while the M2 makes the same 406 lb-ft of torque at the same 2650 rpm as the M4’s headier tune, its thrust builds more progressively as revs increase. With slightly less turbo boost to manage—17.4 psi versus the base M4’s 18.9—it’s easier to feed in the power without upsetting the car’s hold on the road. The M2’s stiffened body shell houses the M4’s rear axle with its electronically controlled limited-slip differential, as well as that car’s suspension links, adaptive dampers, and brakes (15.0-inch rotors with six-piston calipers in front, 14.6-inch single-piston units out back). Minor tuning changes, such as springs that are slightly firmer in the front and softer in the back, help temper the M2’s willingness to rotate on a wheelbase that’s 4.4 inches shorter than big brother’s. But even the M4’s 19-inch front and 20-inch rear Michelin Pilot Sport 4S summer tires carry over. At least 1.00 g of skidpad grip should be possible. With a $63,195 starting price—$3300 more than the outgoing M2 Competition yet $12,500 less than the M4’s initial ask—this is the entry point to the M brand, and as such, it won’t offer carbon-ceramic brakes. Track-oriented Michelin Pilot Sport Cup 2 tires will be available, however, and a lighter carbon-fiber roof can also be optioned.BMW’s Curved Display (a combined 12.3-inch digital instrument cluster and 14.9-inch center touchscreen) dominates the business-casual interior and features many of the climate controls that previously had separate buttons and switches. Despite additional width inside and ample legroom up front, you still wear this car more than sit in it, especially if you opt for the $9900 Carbon package and its hard-shell M Carbon bucket seats—we’d avoid them unless you plan to regularly attend track days. Though ultrasupportive and good for a claimed 24-pound weight savings, their firm padding and lack of lumbar adjustment punished our lower backs. The softer standard sport seats, with still-generous side bolsters that held us snugly in place, are far more agreeable. BMWThe M2’s myriad drive settings can overwhelm at first, but know that the overarching Sport and Track modes (there’s also a default Comfort setting) provide a simplified gauge display that’s easier to read at speed. Pair the sportiest engine mapping with the softest suspension mode, as the M2’s ride is still taut and short of travel, though with enough compliance to not feel brutal on smoother surfaces. We also recommend deactivating the manual’s rev-matching feature, setting the steering response to Comfort (Sport increases effort but not tactility), and leaving the brake-pedal feel alone (we couldn’t tell a difference between modes). The M4’s Drift Analyzer is present for scoring your slides around a racetrack, but more welcome is the updated stability-control system with 10 stages of traction-control intervention. Most important, the M2 still saturates your senses as it squirms over undulating pavement, its swell of midrange power allowing you to carefully adjust its attitude with the throttle. Turn-in response is crisp as the chassis takes a set and neatly orients itself over midcorner bumps, subtly telegraphing load transfers to your backside. Given that it shares the M4’s variable steering hardware, its chunky helm is lighter on feel than, say, a Porsche 718’s. But overall refinement and stability have improved to the benefit of driver confidence, making the feistiness of this Bavarian muscle coupe more enjoyable to live with.BMWScience has yet to find a cure for transitional automotive disorder, as it spreads naturally in the open market, spurred on by environmental and societal stressors. But thanks in large part to its bountiful raid on BMW’s parts bin, the new M2 offers powerful relief, successfully targeting the areas of the brain associated with pleasure and fine motor control. This is strong medicine for the driver’s soul. Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMW M2Vehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE
Base: $63,195
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 453 hp @ 6250 rpmTorque: 406 lb-ft @ 2650 rpm
TRANSMISSIONS
6-speed manual, 8-speed automatic
DIMENSIONS
Wheelbase: 108.1 inLength: 180.3 inWidth: 74.3 inHeight: 55.2 inPassenger Volume, F/R: 52/33 ft3Trunk Volume: 14 ft3Curb Weight (C/D est): 3750–3850 lb
PERFORMANCE (C/D EST)
60 mph: 3.6–3.8 sec100 mph: 9.0–9.2 sec1/4-Mile: 12.1–12.3 secTop Speed: 155–177 mph
EPA FUEL ECONOMY
Combined/City/Highway: 19/16/23–24 mpgTechnical 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 December 1984 issue of Car and Driver.Who would have thought ten years ago that 1985 would reveal a production-car engine with a turbocharger, an intercooler, double overhead camshafts, four valves per cylinder, and digital-computer-con­trolled fuel injection? Even Formula 1 en­gines didn’t enjoy all of these features back then. The fuel crisis was in full swing, and more and more emission controls were being heaped on automobile powerplants. Vibrant and powerful engines were the last thing we expected from the future. Yet here we have the new Saab 900 Tur­bo, equipped with all the aforementioned hardware. It’s smog legal, it delivers good fuel economy, and it chums out 160 hp from a modest 1985 cc of displacement. The small Swedish company arrived at this pinnacle of engine technology by steadfast­ly pursuing higher engine output, without allowing the fuel efficiency or the curb weight of its car to suffer. The first step was adding a turbocharger to the corporate four-cylinder in 1978. Such a move may seem run of the mill to­day, but at the time there were only two tur­bo cars in production: Porsche’s 930 and Buick’s Regal. In 1982, Saab advanced the turbocharging art with its APC (automatic performance control) system, which mod­ulates turbo boost to control engine knock, thereby allowing a higher compression ratio, improved off-boost performance, and greater fuel efficiency. Dick Kelley|Car and DriverNow we have a third-generation Saab turbo motor, incorporating wholesale de­sign improvements. The most important is a new four-valves-per-cylinder head. The valves are actuated by two chain-driven overhead camshafts via bucket tappets with integral hydraulic lash adjusters. With two 32.0 mm-diameter intake valves and two 29.0 mm exhaust valves per cylinder, the engine breathes more freely than it did through a single 42.0 mm intake and a 34.5 mm exhaust valve, even though valve lift is slightly reduced and the duration of the valve events is about the same. The an­gle between the intake and exhaust valves is only 44 degrees, which yields a compact, pent-roof combustion chamber. The spark plug is centrally located and the double in­take port induces high turbulence, so flame travel is short, combustion is quick and complete, and there is little tendency to­ward detonation. More Saab StoriesTaking one more step to minimize knocking, Saab engineers shoehorned an intercooler into the 900’s cramped engine compartment. As a result, the sixteen-valve engine’s peak boost pressure was raised to 10.9 psi (from the 9.4 psi of the eight-valve engine), and the compression ratio was bumped up half a point, to 9.0:1—higher than the compression ratios of most nor­mally aspirated engines. The healthy com­pression and the freer breathing improve the engine’s output both on and off the boost, while the intercooler and the elevated boost pressure move peak output up an­other notch. Saab has also taken this opportunity to switch from Bosch K-Jetronic mechanical to Bosch LH-Jetronic electronic fuel injec­tion. The new system’s microprocessor controller allows more exact and elaborate regulation of the fuel injection, and a hot­wire airflow sensor comes with the pack­age. This transducer offers less flow re­striction, automatic altitude compensation, and a more precise measure of the intake-air mass.Dick Kelley|Car and DriverThanks to all the new technical exotica, Saab’s star engine now develops 160 hp at 5500 rpm and 188 lb-ft of torque at 3000 rpm, compared with the old powerplant’s 135 hp at 4800 rpm and 172 lb-ft at 3500 rpm. Not only is the output substantially greater, but the spread between the power and torque peaks has increased from 1300 to 2500 rpm, signifying a much more flexible engine. Amazing­ly enough, these increases in output have not been achieved at the expense of EPA fuel economy. Driving the new Saab brings these bene­fits into sharp focus. The new car is notice­ably quicker than prior versions, and it also seems more relaxed. The sixteen-valve en­gine revs so effortlessly that we found our­selves constantly going faster than expect­ed. Part of the engine’s good nature is its silky smoothness: The Saab sixteen-valve never emits a coarse quiver or a discordant grind. The rest is simply the joy of a healthy torque curve—once the boost is up, this en­gine positively charges for the redline. Dick Kelley|Car and DriverThe only hardship is waiting for the boost. Despite all the mechanical and elec­tronic improvements, Saab hasn’t done much to make the turbo spin more quickly up to speed. The off-boost performance has indeed been improved, but so has the on-boost output, leaving the margin be­tween the two as great as ever. The boost builds slowly below 2500 rpm, as it does in eight-valve Saabs. Above 3000 rpm, how­ever, throttle response is immediate, even in top gear. When full use is made of the upper rev range, the sixteen-valve Turbo scoots from 0 to 60 mph in 8.5 seconds, about 0.8 sec­ond quicker than the old car, and covers the standing quarter-mile in 16.5 seconds at 83 mph, a half-second quicker than be­fore. The difference would probably be greater but for the Saab’s traditional prob­lem of wheel hop during hard starts. The tires do stay in contact with the earth at higher speeds, so the 900 Turbo’s peak ve­locity jumps from 113 to 128 mph, making it one of the fastest sedans sold in America. Our Saab’s high-speed talents were helped by its aerodynamic body panels, which are part of the optional Special Per­formance Group. These add-ons reduce the drag coefficient from just over 0.40 to just under 0.40 (according to Saab) and give the car a sleeker, if still blunt, appear­ance. The package also includes leather upholstery, an electric sunroof, fog lights, special three-spoked alloy wheels, V-rated tires, slightly softer rear shock absorbers, and front and rear anti-sway bars (the first such devices ever fitted by the factory to a 900). Our test car was painted a lustrous pearl white, but production versions with this package will come only in black. Dick Kelley|Car and DriverThe suspension pieces admirably com­plement the more powerful engine. They keep the Saab more upright in hard cor­ners and give it very neutral handling, with understeer and oversteer controlled by the driver’s right foot. Yet, despite the suspen­sion’s tauter and more precise feel, ride comfort seems no worse than before. And the lack of torque-steer effects sets the standard for other powerful front-drive cars to emulate. For 1985, all 900 Turbos sent to Ameri­ca will have the sixteen-valve engine. In the three-door configuration, they’ll carry a base price of $18,150. The Special Perfor­mance Group costs a hefty $2860 more, a penalty we’d like to see Saab ease by mak­ing the suspension components available separately. Expensive or not, the new 900 Turbo is unquestionably the best Saab ever—as sol­id and practical as always, but now bristling with remarkable performance as well. The upcoming 9000 has a tough act to follow. Arrow pointing downArrow pointing downSpecificationsSpecifications
1985 Saab 900 TurboVehicle Type: front-engine, front-wheel-drive, 5-passenger, 3-door sedan
PRICE
Base/As Tested: $18,150/$21,010Options: Special Performance Group (leather upholstery, electric sunroof, fog lights, V-rated tires, anti-sway bars, aerodynamic aids, special wheels, special shocks), $2860; black paint, $385.
ENGINEturbocharged and intercooled DOHC 16-valve  inline-4, iron block and aluminum head, direct fuel injectionDisplacement: 121 in3, 1985 cm3Power: 160 hp @ 5500 rpmTorque: 188 lb-ft @ 3000 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: control arms/live axleBrakes, F/R: 11.0-in disc/10.6-in discTires: Pirelli P6195/60VR-15
DIMENSIONS
Wheelbase: 99.1 inLength: 186.6 inWidth: 66.5 inHeight: 56.1 inPassenger Volume, F/R: 46/42 ft3Cargo Volume: 22 ft3Curb Weight: 2908 lb
C/D TEST RESULTS30 mph: 2.6 sec60 mph: 8.5 sec1/4-Mile: 16.5 sec @ 83 mph100 mph: 29.6 secTop Gear, 30–50 mph: 11.8 secTop Gear, 50–70 mph: 10.0 secTop Speed: 128 mphBraking, 70–0 mph: 217 ftRoadholding, 300-ft Skidpad: 0.75 g
C/D FUEL ECONOMYObserved: 20 mpg
EPA FUEL ECONOMYCity/Highway: 19/26 mpg 
C/D TESTING EXPLAINEDContributing EditorCsaba Csere joined Car and Driver in 1980 and never really left. After serving as Technical Editor and Director, he was Editor-in-Chief from 1993 until his retirement from active duty in 2008. He continues to dabble in automotive journalism and LeMons racing, as well as ministering to his 1965 Jaguar E-type, 2017 Porsche 911, and trio of motorcycles—when not skiing or hiking near his home in Colorado.  More

From the April 2023 issue of Car and Driver.Beneath the purple skin specific to this commemorative Edition 50 Jahre that celebrates a half-century of BMW’s M Division, and shared by all M3 Competition models, is a stonking 503-hp twin-turbo 3.0-liter inline-six. With launch control engaged and the boost holding above 15.0 psi, the quickest-ever 3-series leaps to 30 mph in 1.0 second. The scoot to 60 mph takes 2.8 seconds, and the quarter-mile passes in 11.0 seconds at 124 mph. All-wheel drive comes standard on the Edition 50 Jahre and can be had on any other M3 Comp for $4000. It adds roughly 150 pounds to the curb weight, but the additional traction helps the 50 Jahre clobber its rear-drive counterpart by 0.7 and 0.6 second in the 60-mph and quarter-mile drags, respectively. The beauty of the Competition’s xDrive mode is that it offers the best of both worlds: all-wheel drive for supercar-grade acceleration and decoupling of the front axle to enable a rear-drive mode for power-oversteer shenanigans.Nothing in the segment comes close to the M3 Competition xDrive’s acceleration, which plays in a world with Porsche 911s and Chevy Corvettes and isn’t far from the 627-hp BMW M5 CS. Seriously quick. Furthering its supersedan status is a 1.03-g skidpad whirl and stops—aided by the $8500 carbon-ceramic brake package—from 70 mph in 153 feet and 100 mph in 297 feet. Some time behind the wheel of the BMW M4 CSL has us wondering what the Competition xDrive might be capable of if it were equipped with the CSL’s sticky Michelin Pilot Sport Cup 2 R Track Connect rubber. They are, after all, a direct-fitment tire and available from TireRack for $1836.Moving away from the World of Dynamic Insanity, when the drive modes are left in their softest Comfort settings, the M3 Competition xDrive is a livable place for daily consumption. The sharpest impacts reverberate up forged 19-inch front and 20-inch rear wheels and through the $4500 carbon-fiber buckets. The super-supportive seats are somewhat tricky to enter and exit yet provide a surprising amount of comfort. Marc Urbano|Car and DriverAs with all 2023 3-series, the M3’s interior is treated to BMW’s Curved Display that incorporates a 12.3-inch digital instrument cluster and a 14.9-inch touchscreen infotainment system. The iDrive 8 operating system replaces most of the physical buttons for the HVAC and radio controls with a not-so-intuitive infotainment menu structure. Fortunately, iDrive 8.5 rolls out this summer, and BMW promises to solve these teething issues by improving the layout. Perhaps the fact that this five-seat sleeper returned 27 mpg on our 75-mph fuel-economy test is enough to forgive iDrive’s shortcomings. More on the BMW M3Starting at $83,595, the M3 Competition xDrive delivers astounding performance for the money. The Edition 50 Jahre comes standard with a carbon-fiber splitter and decklid spoiler, titanium tailpipes trimmed with carbon fiber, M Sport seats, a 50 Jahre-specific carry-on suitcase, the Executive and Parking Assist packages, adaptive LED headlights with Laserlight, wireless device charging, and M Shadowline trim, swelling the window sticker to $96,695. The only extra-cost options are the aforementioned carbon-fiber seats and carbon-ceramic brakes. But its time at the top of the 3-series hierarchy will be limited. The lighter 2024 M3 CS with an extra 40 horses and Michelin Pilot Sport Cup 2 tires arrives in the second half of this year. Whether the CS’s $36,100 upcharge is an economically sound decision remains unknown, but it’ll certainly contest the throne.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMW M3 Competition xDriveVehicle Type: front-engine, rear/all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $83,595/$109,695Options: 50 Jahre Edition (carbon-fiber splitter and decklid spoiler, carbon-fiber and titanium tailpipe trim, M Sport seats, carry-on suitcase, Executive and Parking Assist packages, adaptive LED headlights with Laserlight, wireless device charging, and M Shadowline trim), $13,100; carbon-ceramic brakes, $8500; carbon-fiber bucket seats, $4500
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 503 hp @ 6250 rpmTorque: 479 lb-ft @ 2750 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 15.7-in vented, cross-drilled carbon-ceramic disc/15.0-in vented cross-drilled, carbon-ceramic discTires: Pirelli P Zero PZ4F: 275/35ZR-19 (100Y) ★ R: 285/30ZR-20 (99Y) ★
DIMENSIONS
Wheelbase: 112.5 inLength: 189.1 inWidth: 74.3 inHeight: 56.5 inPassenger Volume, F/R: 55/43 ft3Trunk Volume: 13 ft3Curb Weight: 3929 lb
C/D TEST RESULTS
60 mph: 2.8 sec100 mph: 7.0 sec1/4-Mile: 11.0 sec @ 124 mph130 mph: 12.3 sec150 mph: 18.2 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 4.2 secTop Gear, 30–50 mph: 2.4 secTop Gear, 50–70 mph: 2.7 secTop Speed (gov ltd): 156 mphBraking, 70–0 mph: 153 ftBraking, 100–0 mph: 297 ftRoadholding, 300-ft Skidpad: 1.03 g
C/D FUEL ECONOMY
Observed: 15 mpg75-mph Highway Driving: 27 mpg75-mph Highway Range: 420 mi
EPA FUEL ECONOMY
Combined/City/Highway: 18/16/22 mpg
C/D TESTING EXPLAINEDSenior Testing EditorDavid Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto. More

From the October 1979 issue of Car and Driver.Today’s question is: What do Jimmy Stewart and Colin Chapman have in common? The answer, of course, is Hethel, an airfield scratched into the flowering mustard fields of northeast­ern England near Norwich. Stewart was the commanding officer there when Liberator bombers were flying off against the Nazis during World War II. Chapman is the com­manding officer there now, and on the runways where Liberators came and went, the Lotus Elite, Eclat, and Esprit now test.The three cars that make up the Lotus fleet for 1980 are manufactured in a cluster of long, low buildings that look as if they might actually be the hangars Colonel Jimmy stored his planes in 36 years ago. They aren’t, of course. Out past the runways/test track to the west, you can see one of the old hangars, its paint long since lost to the English win­ters, its huge front door gaping open, its windows punched out. There’s a lot of history floating all around, and it’s hard not to feel it when you’re standing on the old runway in the fading summer light. In fact, with just a little effort you can almost hear the rumble of four 1200-horsepower Wright radial engines warming up at the far end of the run­way, almost see in the heat shimmer a Liberator straining against its brakes. The interlude with the past is short­-lived. The Liberator becomes a white Esprit, and the four radial engines are reduced to four screaming cylinders as Sherman races past, the fifth wheel straining against the suction cup that holds it lamprey-like to the Lotus’s slim, Italianate flank. No, we don’t usually go to the factory of origin to do road tests. This visit grew out of a routine call to Lotus of North America to arrange for an Esprit to test. Lotus, we found, was in the mid­dle of a giant reorganization in the U.S., and simply had no cars to hand off to road testers. But Steve Ramsden, presi­dent of Lotus North America (the new company name), said why don’t you go to Hethel and test there. So we did.It’s important to understand that Lotus today is not the Lotus of memory. Memories of spidery, quick little throw­backs (the 7), of slick, agile roadsters (the Elan), of raw-boned, thinly dis­guised race cars (the Europa), may be an important part of the Lotus legend, but now nothing more. Today, Lotus is the purveyor of expensive, sophisticated, sleek, luxurious exoticars—machines for those with the money with which to indulge themselves, and also the desire to flout the Italian tradition. Certainly, the Esprit—the Lotus we chose to concentrate on—is at least a match in looks to anything currently available from the Italians. But this should come as no surprise since it was designed by the ubiquitous Giugiaro. The quality of materials and their fit and finish is easily up to world exoti­car standards. And, as our hours on the test track (runways) at Hethel and on the surrounding motorways, highways, and narrow lanes proved, the Esprit’s steering, handling, brakes, and comfort give away nothing to the competition. And by doing nothing more than being there all this time, the four-cylinder en­gine is suddenly reaching parity with its bigger-displacement brothers. When it was introduced in the Elite in 1974, the little 2.0-liter—despite its four valves per cylinder and its efficient performance—didn’t seem quite right in a $16,000 exoticar. But time and the investors have worked in its favor. The combination of economy and performance now makes more sense than thirsty V-6s and V-8s. The engine—originally designed for the ill-fated Jensen-Healey sports car but always intended for a Lo­tus something or other—is the highest-­output 2.0-liter available in a passenger car. With two Zenith CD1 75SE carbs fit­ted for U.S. emissions specs, the engine produces 140 horsepower at 5800 rpm (160 hp at 6200 rpm in Europe with twin Dellorto carbs). It isn’t a neck­snapper, but it will move a 2500-pound Esprit with, well, elan. And get 16 mpg in the EPA city cycle in the process. There may still be those elitists out there who simply don’t want a four-cylinder anything in their exotics, but they’re a dying breed. In any case, Lotus has the horsepower doctor at work even now, and some interesting things are in the offing. Although an automatic transmission is available on the front-engine, four­-passenger Elite and on the 2+2 Eclat (they’re the same car with slightly different physiognomies, which result in dif­ferent seating arrangements), it’s a five­-speed only for the two-seat, mid-engine Esprit. The gates on the Lotus-built transmission are closely spaced, and once you learn the correct pressures and angles to apply, the stick slides from one to the other quite nicely. Except for reverse. On our test car reverse would frequently disappear into the me­chanical fifth dimension and refuse to reappear until it was good and ready. Much fuming, cursing, working the stick with both hands, clutching and de­clutching, and all the other tricks wouldn’t help. When it was ready it was findable, but not until. Clutch effort, by the way, is very high. Spending much time in stop-and-go traffic could be a painful experience. The non-assisted rack-and-pinion steering is a delight: quick, precise, and with the right amount of road feel trans­mitted to your hands. Even major course corrections seem to require little more than thinking them to make them happen. The Esprit responds. It also handles. It’s a well-known fact that locating the engine between the axles does good things for weight distri­bution and esoterica such as the polar moment of inertia. So the Esprit starts out with that mid-engine advantage. The front suspension is simple but effective: unequal-length control arms, coil springs, shocks, and an anti-sway bar. At the rear, there is a trailing arm, a coil-shock combination, and a lateral link for each side. The result is a basi­cally neutral-handling car that will go into mild understeer when pushed. But add a little more wheel to get the weight shifting, and the tail will move out to put you into induced oversteer that’s easily controlled with the throttle. Inside, the Esprit is an ergonomic delight. Once you wedge your body through the narrow door opening, ne­gotiate the slim space between the seat and the non-adjustable steering wheel, and settle your backside into the race­car-like bucket seats (no backrest adjust­ment!), you’ll find everything where it can be easily seen and reached: The in­struments are housed in a wraparound binnacle that sits on top of the dash. There’s a closeness, a comfortable intimacy you feel when you’re snuggled into the wraparound buckets with all the controls at your fingertips. Some of that intimate feeling also comes from the lack of visibility at the rear quarters. But that seems a small price to pay for what is easily one of Giugiaro’s best design packages. The Esprit must also get the nod as the best Lotus Mr. Chapman and Com­pany have cranked out. The Elite has al­ways been a rather strange-looking cre­ation, although its occasional seating for four is something of a redeeming virtue. The Eclat is simply a less useful Elite, although it does look a little better. The Esprit, on the other hand, is a purpose­-designed car that gets the job done. It is mechanically advanced, its performance is entertaining if not awesome, and it is flat beautiful to look at. Mike Knepper|Car and DriverLotus will hint at things coming in the near term: things like turbocharging, V-8s, and even a four-door luxury car. And that’s all well and good. But for now, the Esprit will do just fine.Arrow pointing downArrow pointing downSpecificationsSpecifications
1980 Lotus Esprit S2Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $30,955/$31,965Options: leather trim, $620; metallic paint, $390.
ENGINEDOHC 16-valve inline-4, aluminum block and headDisplacement: 120 in3, 1973 cm3Power: 140 hp @ 5800 rpmTorque: 130 lb-ft @ 4000 rpm 
TRANSMISSION
5-speed manual
CHASSIS
Suspension, F/R: control arms/trailing armsBrakes, F/R: 9.8-in disc/10.8-in discTires: Dunlop SP Sport Super Radial Formula 60F: 205/60VR-14R: 205/70VR-14
DIMENSIONS
Wheelbase: 96.0 inLength: 167.7 inWidth: 73.2 inHeight: 43.7 inCurb Weight: 2444 lb
C/D TEST RESULTS
60 mph: 8.4 sec1/4-Mile: 16.7 sec @ 85 mph100 mph: 26.8 secBraking, 70–0 mph: 194 ft 
EPA FUEL ECONOMYCity: 16 mpg 
C/D TESTING EXPLAINED More

Different parts of the world have different automotive tastes. So when Genesis launched in Europe, it commissioned what it clearly thought was an appropriate new model for this new territory—the G70 Shooting Brake, a station-wagon version of the G70 sedan.The longroof’s creation may have been ordered on the basis of outdated evidence, however. Europeans still appreciate wagons but, like the rest of the world, are increasingly turning to SUVs instead. Nevertheless, the Korean brand’s efforts have resulted in a handsome, useful addition to the lineup—one that bears a vague resemblance to the Lexus IS300 SportCross from the early 2000s. Sadly, Genesis has no plans to sell the Shooting Brake outside Europe. We drove one in the U.K. to discover what we’re missing.GenesisLike that long-ago Lexus SportCross, the G70 Shooting Brake is a lifestyle wagon rather than one designed to carry sizable loads, its design-led mission obvious in the rakish angle of its liftgate. The twin-turbo 3.3-liter V-6 that sits atop the G70 range in the U.S. hasn’t made it to Europe, leaving buyers exclusively with turbocharged four-cylinder engines. The 2.0-liter gasoline version is offered in 194- or 241-hp strength (each making 260 pound-feet of torque), while a 2.2-liter diesel makes 197 horsepower and a stout 324 pound-feet of torque. An eight-speed automatic transmission and rear-wheel drive are standard, with Europeans denied all-wheel drive. We drove the 241-hp version in plush Luxury Line trim.Related StoriesThe G70 Shooting Brake feels impressively well engineered, especially considering it’s aimed at a limited market (the brand sold just 650 non-SUVs in all of Europe last year). The power-operated liftgate features an integrated spoiler that stylishly splits the glass area and can be opened using a button integrated into the rear wiper housing. The cargo hold itself is compact, with the aperture narrowed by the rear lights and a load-space cover barely larger than the sort fitted to most hatchbacks. Even with this removed, no dog could ride back there without feeling claustrophobic. Genesis reports 16 cubic feet of luggage space with the 40/20/40-folding rear seatbacks in place, just five cubic feet more than in the sedan, and 54 cubic feet with the seatbacks folded. While the liftgate looks good and works well, the powered struts are inelegantly bolted to the rear pillars with no attempt to hide their mechanism. As with the G70 sedan, we’re not fans of the fake plastic mesh embossed into the sides of the rear bumper, and the extra-large oval exhaust finishers that come with the more powerful gasoline engine look a little silly with no tailpipes visible inside them. Forward of the rear doors, the Shooting Brake is, unsurprisingly, identical to the sedan. Beyond some areas of bright trim, the basic interior is dark and functional, but our sample car was augmented with the pricey option of beautiful quilted nappa-leather trim as well as the 3-D digital instrument cluster, which gives an impression of depth to the rendered dials. Front-seat space is generous with a good range of adjustment, but as in the sedan, full-size passengers in the rear seat lack legroom.The Shooting Brake’s turbo 2.0-liter engine gives plentiful performance. Refinement isn’t perfect—there is a gravelly tone at idle, and the engine turns vocal when worked hard. But the four-pot has both a potent midrange and a willingness to run to its 6300-rpm redline. Genesis says the Shooting Brake is nearly 100 pounds heavier than the sedan. Our wagon’s claimed 6.4-second 0-to-62-mph time is 6.4 seconds, 0.3 second slower than its sedan counterpart. Powertrain responses in the gentler dynamic modes are a little slow—the transmission pauses before delivering kick-down gearchanges—but the gearbox then can be too eager in the Sport and Sport+ settings, with the latter seeming determined to stay in the lowest possible gear. Manual gear selection is possible through weighty metal paddles, but although the changes are brisk, navigating the eight ratios is made harder because the digital readout insists on displaying the gear it thinks the Sport Brake should be in for maximum fuel economy rather than the one it actually is in. Genesis has created a bespoke chassis tune for the G70 Shooting Brake, and it’s firmer the sedan’s. That was evident on the sections of rough pavement we drove in the U.K. Despite standard adaptive dampers and smaller 18-inch wheels, the Luxury Line’s suspension often jarred over imperfections, even in the soft Comfort mode. On the flip side, we saw disciplined body control as chassis loads increased, accurate cornering, and impressive traction in slippery conditions.Our sample Shooting Brake lacked a limited-slip differential—that’s reserved for the Sport Line—and when pushed hard, the vehicle feels clearly rear-wheel driven. It’s hard to imagine many owners regularly choosing the frenetic Sport+ mode, which eases the stability control to allow tail-out antics. More relevant is the excellent cruising refinement, as the Shooting Brake’s cabin stays hushed at rapid freeway speeds. Fuel economy was less impressive, as we saw the equivalent of just 23 mpg, giving 360 miles of range from the 15.8-gallon tank.GenesisCompared with the station-wagon versions of the Audi A4, BMW 3-series, and Mercedes C-class that Europeans can also choose, the G70 Shooting Brake feels like a fresh alternative. It is well equipped and well priced against them, and it offers a greater level of exclusivity thanks to the novelty of the brand. During our time with the G70 wagon, one enthusiastic onlooker asked us if it was an Aston Martin. After reading the badge, another asked if Phil Collins had established his own auto company. Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Genesis G70 Shooting BrakeVehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door wagon
PRICE (EST)Base 2.0T, $43,100; diesel, $45,950; high-output 2.0T, $49,750
ENGINES
turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 194 hp, 260 lb-ft; turbocharged and intercooled DOHC 16-valve 2.2-liter diesel inline-4, 197 hp, 324 lb-ft; turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 241 hp, 260 lb-ft
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 111.6 inLength: 184.4 inWidth: 72.8 inHeight: 55.1 inPassenger Volume, F: 55 ft3Cargo Volume, behind F/R: 54/16 ft3Curb Weight (C/D est): 3800–4000 lb
PERFORMANCE (C/D EST)
60 mph: 6.5–9.0 sec1/4-Mile: 15.3–16.6 secTop Speed: 135–146 mph
FUEL ECONOMY (C/D EST)
Combined/City/Highway: 24–29/20–23/30–36 mpgCar 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

BMW showrooms are bursting with big, expensive SUVs. It used to be that the X7—with six-cylinder and V-8 variants—was the undisputed king of the hill, but now there’s also the all-electric iX M60 and the M division’s own XM. With huge horsepower and torque numbers, the latter two threaten to overshadow the X7, particularly the six-cylinder base version. But while the X7 xDrive40i comes up short on bragging rights in this corner of the showroom, it still stands tall in the wider world.The X7’s inline-six is a good one, and for 2023, the twin-turbocharged 3.0-liter tacks on another 40 horsepower, bringing the total to 375. Torque is boosted by 52 lb-ft to 383. A 48-volt hybrid-assist system chips in as well, pushing net torque to 398 lb-ft, with the system’s battery replenished via brake-energy recuperation. The 3.0-liter six is newly mated to BMW’s Steptronic Sport automatic transmission. It has the same eight forward speeds as before but adds launch control and a Sprint function. The latter is accessed by pulling the left shift paddle, which makes the gearbox downshift to the lowest possible gear, activates the hybrid system’s electric boost, and switches the powertrain and chassis into their most aggressive drive modes.More big BMW SUVsIn typical driving, this engine is quiet and well mannered. But rev it past 4000 rpm or so, and it emits a sporty growl reminding you that, oh yeah, BMW was once known for sporty coupes and sedans. HIGHS: Plenty quick, turns and stops with surprising athleticism, ears-stuffed-with-cotton quiet.Actually, this X7’s acceleration also calls to mind BMW’s sporty coupes and sedans. The 4.6-second 60-mph time betters that of the 430i xDrive coupe (5.2 seconds) and the last 540i we tested (4.7 seconds). The SUV’s 13.4-second quarter-mile sprint at 102 mph puts it within spitting distance of that same 540i. Against rival SUVs, the X7 40i is quicker than the six-cylinder Mercedes GLS450 and the Audi Q7 with the turbo 3.0-liter V-6. Even so, the xDrive40i still trails a respectful distance behind its V-8 sibling the X7 M60i, which blazes to 60 mph in 3.8 seconds and rips through the quarter-mile in 12.3 seconds at 111 mph.Giving up that last measure of quickness pays dividends for the xDrive40i at the pump. The six-cylinder X7 ratcheted up its EPA numbers by a couple of notches this year, and its 21-mpg city and 25-mpg highway estimates beat the M60i’s numbers by 5 and 4 mpg, respectively. Over 770 miles of driving, we averaged 21 mpg, which compares fairly well to the 40i’s 22-mpg EPA combined rating.If the X7 displays athleticism when you give it the stick, then it does so even more when you bend it into a corner. Our 40i had the optional Dynamic Handling package, and while we weren’t enamored with its Integral Active Steering, the active anti-roll bars combine with the standard adaptive air springs to help keep this tall and heavy SUV composed through curves, much more so than one might expect given its size. Abetted by the optional four-wheel steering, the X7 xDrive 40i also exhibits excellent lateral stability around the skidpad, where it hangs on with 0.92 g of grip—that absolutely stomps the Range Rover Sport (0.81 g), not to mention the racier X7 M60i (0.85 g). Defying its 5545-pound curb weight, this SUV also stops from 70 mph in just 149 feet, outbraking both the M60i (155 feet) and the Audi RS Q8 (158 feet); it also stops shorter than the Lamborghini Urus Performante (152 feet). But maybe you want to sit back and just cruise. Out on the highway, we were impressed with the cruise control’s highly capable assisted-driving mode, which smoothly maintains lane position. More startlingly, it executes automated lane changes (at the driver’s direction) that are confident and brisk rather than tentative and drawn out, as in most other systems with that capability.Marc Urbano|Car and DriverRide quality is not great, though, particularly if one strays from Comfort mode. Despite the suspension’s road-preview capability, there’s significant impact harshness over bumps, and we noticed some side-to-side jitter on rough pavement surfaces. That’s perhaps to be expected given the massive 23-inch wheels our test car was wearing; they’re a new option this year, but the 21s or 22s would be a better choice. The X7 sure is quiet, though. We measured a library-esque 62 decibels at 70 mph, which makes even battery-electric SUVs such as the Rivian R1S (68 decibels) and BMW’s own iX M60 (65 decibels) seem raucous by comparison.Your seat for this aural bliss is a comfy perch with softer padding than the BMW norm. The X7 doesn’t go full glam like the iX, though our example did have the glitzy crystal switches (part of the $3950 Executive package). The X7’s ambient lighting is fancier than before, as there’s now an illuminated badge and surrounding chevron designs on the right side of the dash, which seems a bit much. A vegan leather-like upholstery, Sensafin, is standard on the 40i, but ours was slathered in the optional extended merino leather ($1950), including on the dashboard ($900). Marc Urbano|Car and DriverBMW’s curved dual-screen display is another new addition to the X7 this year. The central screen measures 14.9 inches, and although it functions as a touchscreen (a swiping motion moves through the function tiles), it also retains a large rotary controller, which makes moving among the screens a snap and is a particular boon for scrolling through satellite radio stations. In a less welcome development, the climate controls have migrated to the touchscreen, which isn’t the most convenient spot—one must open the climate-control menu to adjust the fan speed, for instance.Rear-seat space is generous in the second row and tolerable in the third. Our X7 had full power adjustment of the second-row seat, which meant that moving the seat forward to access the back bench was also a powered operation, one that’s much slower than a manual release. Marc Urbano|Car and DriverAs in the X5, the cargo hold is accessed via an upper liftgate and drop-down lower tailgate, both power operated. Buttons at the rear opening can raise or lower both rows of rear seats, and another on the tailgate can lower the car slightly to ease cargo loading. Unfortunately, there’s precious little space for luggage when all seats are in use—just 13 cubic feet.LOWS: Winces at the sight of potholes, inconvenient climate controls, not much luggage space with all seats in use.The xDrive40i’s starting price of $77,845 is some $25,000 less than the X7 M60i’s, although our test vehicle, larded with extras, rang in at $96,745. Clearly, there are no bargains in this corner of the BMW showroom. But the X7 xDrive40i wants for nothing—even next to the ritzier and more powerful luxury SUVs wearing the roundel badge. Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMX X7 xDrive40iVehicle Type: front-engine, all-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base/As Tested: $78,845/$96,745Options: Executive package (soft-close doors, heated and cooled cupholders, glass controls, massaging front seats, gesture control, premium sound, panoramic sunroof, power rear-seat window shades), $3950; Dynamic Handling package (active steering, active anti-roll bars), $3300; 23-inch bi-color alloy wheels, $2600; Ivory White merino-leather upholstery, $1950; Driving Assistance Professional package (adaptive cruise control, lane-keeping and evasion assist, traffic-jam assist, automated lane changing, front-cross-traffic alert), $1700; Climate Comfort package (5-zone automatic climate control, ventilated front seats, heated front and outboard rear seats), $1600; Alcantara headliner, $1000; Parking Assistance package (surround-view camera system, parking assistant, drive recorder), $900; leather dashboard, $900
ENGINE
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and iron head, direct fuel injectionDisplacement: 183 in3, 2998 cm3Power: 375 hp @ 6250 rpmTorque: 398 lb-ft @ 1850 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 15.6-in vented disc/15.7-in vented discTires: Pirelli P Zero PZ4F: HL275/35R-23 108Y Extra Load ★R: HL315/30R-23 111Y Extra Load ★
DIMENSIONS
Wheelbase: 122.2 inLength: 203.6 inWidth: 78.7 inHeight: 72.2 inPassenger Volume, F/M/R: 58/50/34 ft3Cargo Volume, behind F/M/R: 90/49/13 ft3Curb Weight: 5545 lb
C/D TEST RESULTS
60 mph: 4.6 sec100 mph: 12.7 sec1/4-Mile: 13.4 sec @ 102 mph120 mph: 19.6 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 6.1 secTop Gear, 30–50 mph: 3.3 secTop Gear, 50–70 mph: 3.7 secTop Speed (gov ltd): 128 mphBraking, 70–0 mph: 149 ftBraking, 100–0 mph: 300 ftRoadholding, 300-ft Skidpad: 0.92 g
C/D FUEL ECONOMY
Observed: 21 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 22/21/25 mpg
C/D TESTING EXPLAINEDDeputy Editor, Reviews and FeaturesJoe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar. More

From the October 1984 issue of Car and Driver.Score one for those close-lipped Chrysler engineers and mechanics who keep better track of their beery conversations with us at the local watering hole than we thought. There we were, on 1985-model preview day at the Chrysler Proving Grounds, driv­ing a very real, production-ready turbo­charged Shelby Charger. We were about as unprepared for this blessed event as any self-respecting, well-informed, inquisitive automotive journalist could be.We’re not stupid. We know that Chrys­ler’s been running stuffed Shelbys around the test track and through the wind tunnel for over a year. We just didn’t know when, if ever, the real deal would come to pass. We could only imagine the outcome of a street fight between the lighter-by-200 pounds back-alley Shelby and the techno­logically “superior” Daytona. With equal turbo engines, the more expensive Dayto­na would obviously be lunch meat for the feisty Shelby. Would Chrysler really let that scenario play on Main Street, U.S.A.? Dick Kelley|Car and DriverApparently, some verrry persuasive product planners convinced the marketing types that the Daytona owners would be home getting a good night’s sleep when the Shelby bad boys headed out to play. The planned midnight-snack menu would, instead, include the likes of the Pontiac Sunbird Turbo, the Toyota Celica GT, the Renault Fuego Turbo, the Datsun 200SX Turbo, and Mitsubishi’s Cordia Turbo. So Chrysler decided that the world was big enough for both a Daytona Turbo and a Shelby Turbo. The 2.2-liter turbocharged four-cylinder is better than ever this year, with an elec­tronic waste-gate control capable of allow­ing 9 psi of boost for ten seconds, after which it settles back to 7 psi. The added pressure ups the turbo’s horsepower rating from 142 to 146 in full-boost mode. How well does the Shelby deliver all that power to the ground, you ask? After a couple of lightning laps around the proving grounds in a pre-production prototype, we’d say that the company’s 7.6-second 0-to-60-mph claim is entirely plausible. Compare that with the normally aspirated Shelby’s nine-second time, which we ran up the flag­pole and saluted in April 1983. Related StoriesDick Kelley|Car and DriverSlipping the compact 2.2 turbo into the Shelby’s smaller engine bay was accom­plished with relative ease. The front-box section of the Shelby’s frame and the en­gine mounts were strengthened to withstand the increased torque loads, and the hood was bulged to accommodate the air cleaner. In addition, several Daytona Tur­bo pieces were modified for combat duty in the Shelby: a larger-capacity radiator, larg­er rear brakes, upgraded internal transmis­sion parts, a more efficient firewall heat shield, and shortened versions of the chas­sis and engine wiring harnesses. The most important components car­ried over from the Daytona to the Shelby were equal-length driveshafts, an excellent answer to the torque-steer problem. No nasty undertow threatens to sweep the Shelby’s front wheel out from under con­trol when the gas pedal is goosed; Carroll’s car is as straight and true as its more so­phisticated mentor. Dick Kelley|Car and DriverThe Charger Turbo is the only Shelby for 1985, and its new image inspired the development engineers to tighten up the rest of the little street rocket’s act. Changes to the internal valving of the power-steer­ing unit improve its already exemplary feel. The spring rates are recalibrated, and gas­-pressurized shocks appear at all four cor­ners; the combination is a tremendous im­provement over last year’s harsh ride quality (assuming the prototype here is true to production). Unidirectional Good­year Eagle VR50 205/50VR-15 tires re­place 195/50s. Even the seats have re­ceived attention, in the form of more sup­portive backs and side bolsters and additional lumbar padding. About mid­year, the Shelby will also get the new Lanc­er’s dual-rail five-speed manual shifter to replace the current, slightly balky shifter. As a package, the Shelby Charger has hoed a long row from its 1982 fall debut as a crude but effective boy racer. Yet its marvel­ous sense of purpose—pure, unadulterated performance for under $10,000—is stron­ger than ever. Says the Shelby Turbo’s main champion, Ken Mack, chief product plan­ner in charge of subcompact and specialty cars, “It’s an extension of the original Shel­by philosophy: If you want to go fast and you don’t want to spend a lot of money, the Shelby Charger is for you. Simply stated, it offers more bang for your buck.”1985 Dodge Shelby Charger TurboVehicle type: front-engine, front-wheel-drive, 5-passenger, 3-door sedan Estimated base price: $9200 Engine type: turbocharged inline-four, iron block and aluminum head, Chrysler electronic fuel injectionDisplacement: 135 cu in, 2213 ccPower: 146 hp @ 5200 rpmTransmission: 5-speed manualWheelbase: 96.5 inLength: 174.8 inEPA Fuel Economy, city: 19 mpg More

It has now been several years since the Blazer returned to Chevrolet’s lineup, and we’re still scratching our heads, wondering exactly who this two-row mid-size SUV is for. It’s priced like a premium crossover but isn’t as luxurious as you’d expect for $50,000. It’s styled to look like the Camaro but doesn’t have the performance to back up that appearance. And it’s definitely not the body-on-frame off-roader that many hoped for when Chevy announced the Blazer was coming back.But the Blazer must be doing something right, because it’s been quietly racking up plenty of sales over the last few years, and an electric variant, the Blazer EV, is set to arrive soon. After testing the refreshed 2023 Blazer in loaded RS trim, we’re reminded that it does many things well even if its purpose is less than clear.The changes for 2023 are largely cosmetic and include revised headlights and taillights, new wheel designs, and a larger infotainment screen. While we think the exterior design is trying a bit too hard, the Blazer certainly looks aggressive and sporty—especially when finished in the two-tone color scheme of our RS test car, which had Radiant Red Tintcoat paint ($495) combined with a black roof ($550). The optional 21-inch wheels ($1000) also contribute to its athletic stance—for a mid-size crossover, at least.HIGHS: Handles well, throaty V-6 engine, aggressive looks.More on the BlazerThe interior looks lifted straight from a Camaro, with a similar gauge cluster binnacle, air-vent design, and row of HVAC buttons stretching across the dash. Some of these touches don’t work as well in a higher-riding SUV, though—the low-mounted vents blow air on your knees, for instance—and the mix of materials leaves something to be desired compared with similarly priced SUVs such as the Kia Telluride.Underneath, the Blazer doesn’t have anything to do with the Camaro anyway. As cool as a sporty crossover based on General Motors’ excellent longitudinal-engine Alpha platform would be, that remains a pipe dream for now. Instead, the Blazer’s transverse-engine platform is shared with the Cadillac XT5 and GMC Acadia, not exactly pedigreed siblings in terms of driving pleasure. Chevy, however, makes the most of these underpinnings with careful tuning, as the brake pedal is firm, the body control is good, and the steering is reasonably accurate. The Blazer drives well for what it is, and its performance figures from the track—0.90 g on the skidpad and a 70-mph stopping distance of 165 feet—are strong for this segment. But it’s not built to satisfy drivers the way the best performance-oriented SUVs can.Michael Simari|Car and DriverThe Blazer’s top powertrain, a 308-hp version of GM’s familiar 3.6-liter V-6 engine, is effective too but looks dated next to the turbocharged competition. This 2023 Blazer, while a few ticks slower than the mechanically similar 2019 RS model we tested, gets to 60 mph in a quick-enough 6.6 seconds. But its 24-mpg result on our 75-mph highway fuel-economy test doesn’t look so good compared with the Hyundai Santa Fe. That similarly sized crossover, which has a 277-hp turbocharged 2.5-liter inline-four, achieved 27 mpg in the same test while also getting to 60 mph more than a half-second quicker. This Blazer’s naturally aspirated engine and nine-speed automatic transmission do deliver quick responses, however, as demonstrated by the 5-to-60-mph time of 6.6 seconds—usually, a rolling start exacts a time penalty, but not here.The Blazer offers a turbo four too, but it’s a somewhat weak 2.0-liter unit with 228 horsepower. It does provide a fuel-economy benefit, so that may be a worthy trade-off for some buyers; the related Cadillac XT5, with its 237-hp turbocharged 2.0-liter four, for example, achieved 29 mpg in our highway fuel-economy test but is considerably more sluggish to 60 mph, at 7.6 seconds.Michael Simari|Car and DriverThe Blazer RS we tested comes only with the six, and the engine’s character fits the sporty image of this trim level well. It has a surprisingly aggressive exhaust note, and the engine sounds good when pushed. The RS is also now the only model that, if equipped with all-wheel drive, comes with a more advanced twin-clutch setup on the rear axle that’s able to provide torque vectoring.LOWS: Downmarket interior, costs too much, subpar fuel economy.Our biggest reservation about this model, with an as-tested price of $51,660, is the cost. Slightly smaller but far more posh compact luxury SUVs, such as the Genesis GV70 and Volvo XC60, can be had for comparable money, and they put the Blazer’s interior to shame. And similarly sized two-row crossovers such as the Hyundai Santa Fe and Honda Passport can be had for thousands less with equivalent levels of equipment. For somewhere closer to $40,000, the Blazer might make more sense, but at this price, we’re just left thinking of all the other attractive alternatives.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Chevrolet Blazer RS AWDVehicle Type: front-engine, front/all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $47,095/$51,660Options: Driver Confidence II package (adaptive cruise control, automated emergency braking, Safety Alert seat, rearview camera with surround-view monitor), $1375; 21-inch wheels, $1000; Enhanced Convenience package (power tilt and telescoping steering column, ventilated front seats, heated outboard rear seats, memory settings), $950; black two-tone roof, $550; Radiant Red Tintcoat paint, $495; Storage Optimization package (front console organizer, collapsible cargo-area organizer), $195
ENGINE
DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 223 in3, 3649 cm3Power: 308 hp @ 6700 rpmTorque: 270 lb-ft @ 5000 rpm
TRANSMISSION
9-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.6-in vented disc/12.4-in vented discTires: Continental CrossContact LX Sport265/45R-21 104V M+S TPC Spec 3115MS
DIMENSIONS
Wheelbase: 112.7 inLength: 191.8 inWidth: 76.7 inHeight: 67.0 inPassenger Volume, F/R: 56/52 ft3Cargo Volume, behind F/R: 64/31 ft3Curb Weight: 4310 lb
C/D TEST RESULTS
60 mph: 6.6 sec1/4-Mile: 15.1 sec @ 92 mph100 mph: 18.4 sec120 mph: 34.0 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.6 secTop Gear, 30–50 mph: 3.0 secTop Gear, 50–70 mph: 4.6 secTop Speed (C/D est): 130 mphBraking, 70–0 mph: 165 ftRoadholding, 300-ft Skidpad: 0.90 g
C/D FUEL ECONOMY
Observed: 18 mpg75-mph Highway Driving: 24 mpg75-mph Highway Range: 520 mi
EPA FUEL ECONOMY
Combined/City/Highway: 21/19/26 mpg
C/D TESTING EXPLAINEDSenior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More