Evelyn Reynolds

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

From the May 1984 issue of Car and Driver.White. That was its official color: just white. Not Arctic Afternoon White or Win­ter Wonderland Memories White or Albi­on Regal Mist White. Just plain white.The spectrum of the automotive world pertaining to off-road vehicles shines in nu­merous bright, sometimes garish colors, but the Isuzu Trooper II beams out the simple white of well-rounded, do-it-all, natural, clean, healthy vitamin-D sunlight. This is what they call a “ute” in Africa: a utility vehicle. The Land Rover may be considered the prototype. Small ones are a growing phenomenon in America now, with GM, Ford, and Jeep making them and Mitsubishi and, shortly, Toyota importing them. It’s almost a movement, these little do-it-all utes. The big ones have been around for decades—especially Toyota’s Land Cruiser—but there’s suddenly a new wave of them, leaner and neater. More from IsuzuIt’s a fresh automotive breeze. You don’t buy one of these to make the scene in the valet line. They cannot provide the kind of performance that lures you out of bed and onto the Crest Highway before dawn on Sunday. Not one of them, in de­cades to come, is going to be restored for Pebble Beach. But if one of them strays your way, you’ll soon adopt it like a member of the family. And I reckon it will stay adopted; you and your compact utility unit are quite likely to grow gray together. Isuzu has a nice, friendly little utensil go­ing for it here. The firm’s publicists have dubbed this one Isuzu’s “first convertible,” convertible in the sense that it will perform a lot of different tasks, from recreational off-road four-wheeling to playing the sta­tion-wagon role around town to, as they say, touring. Not grand touring, mind you, just touring. Isuzu has chosen a specific marketing position on the utility-vehicle spectrum, and quite a conservative one at that. This is no monster. You have no hope of gnawing down Annapurna with your knobbies. You’re not going to yank stumps or herd caribou with this one. Your neighbor’s kid isn’t going to add six shocks and jack it up seven feet. You won’t see a funny-buggy version winning Baja. But you will jump into the Isuzu Trooper for the supermarket trek when snow has the power lines down. You will throw boots and bags and maybe a pack of Scouts into the thing, and if they’re all muddy, you’ll just chuckle. You’ll be happy to invite the dog into the back to go to the vet (he’d be one of those amiable, hair-in-the-eyes, shaggy, family-type dogs; the Trooper is that sort of vehicle). Lots and lots of fresh­-caught fish and retrieved ducks could ride home with you, causing no distress to the next person to drive it. And you’ll be abso­lutely content to take it to work every day, puffing away on your pipe like a geology professor. The Trooper II is essentially the familiar P’UP (a.k.a. Chevy LUV) pickup. You don’t realize this at first, as the body design is completely different, but almost every­thing under the squarish steel skin—­chassis, suspension, engine, driveline—is either identical or very similar to the short­-wheelbase Isuzu P’UP four-by-four. In­deed, it is being imported as a truck, not a car. That’s why the three-person rear bench seat is a $300 option. Isuzu has cho­sen to pay the 25-percent truck duty in­stead of lumping the approximately 15,000 Troopers they hope to sell this year into their (meager) share of Japan’s “voluntary” import quotas.This is not as new a vehicle as it may ap­pear to U.S. eyes. It’s been on sale since 1981 under various names in various places—Jackaroo in Australia and Chevy Trooper in Guatemala—though with a 1.8-liter engine instead of our emissions-con­trolled 2.0-liter. Why is it “II”? Well, as explained by Paul Geiger, product-development manager at American Isuzu Motors, the “two” desig­nates the truck version. “One” is the auto­mobile version, meaning it has a rear seat as standard as well as certain other fea­tures. America should be getting that as soon as the quotas are de-volunteered. Geiger also points out that our tester is only the first of a regular line his depart­ment is planning. By mid-summer we should be seeing a much more elaborately equipped model. It will have as standard equipment the power steering and air con­ditioning that are extra-cost items on the base version, plus a “decor package” that includes a tach and other gauges, a higher-­performance radio/cassette unit, a center console, and a rear wiper/defogger system. Further down the road, we may see a four-door body style, a five-speed trans­mission (Isuzu currently offers a five-speed only in its 2WD trucks), and a larger engine. Even without all the upcoming goodies, the base Trooper II is a very appealing ute. It may be a little short of power, but that’s about the only significant drawback it shows when you put it through all the paces Isuzu has planned for it in this country. Like the pickup, the Trooper II comes with a choice of gasoline and diesel engines. The gas burner, which we tested, is an Isuzu mainstay, the same 1950cc SOHC unit sold in the P’UP and the Impulse, though in the latter’s fuel-injected installa­tion it pumps out eight more horses.Power is the one mechanical point that may give potential purchasers pause. The gas Trooper’s 82 horsepower at 4600 rpm and 101 pound-feet of torque at 3000 rpm frankly place it toward the lower end of its class’s performance curve, as most of its competi­tors offer another 25 percent or so, at least as an option. The pushrod oil-burner is somewhat more competitive in its field, with its 2238cc, 62 horsepower, and 96 pound-feet of torque. Unhappily, you don’t get 25 percent bet­ter gas mileage to fill in the performance gap when you choose Isuzu. EPA numbers are a rather unimpressive 21 mpg city, 27 mpg highway. C/D observed mileage through several tankfuls (it has a smallish 13.2-gallon capacity, by the way) ranged from 17 to 22 mpg, with a 21-mpg average. That’s merely in the ballpark with other similar four-by-fours.While the engine reminds us of that old laxative slogan “It works without embar­rassing urgency,” the relative anemia is not a serious handicap. The rather tall, boxy vehicle will run down the freeway at about 60 mph in an adequately relaxed manner. It’s quiet enough, too, and only occasional­ly do you wish somebody had installed fifth gear at the bottom of that tall stick since the last time you absent-mindedly tried for it. Aaron Kiley|Car and DriverAt around-town speeds, there is ample acceleration. You’re not going to shut down any Rabbit GTIs, but you can often vanquish people who don’t realize they’re racing. If you’re brutal about your clutch work, you can even chirp a rear tire in first gear. (There is no limited-slip differential.) Off paved roads and even off roads of any kind, the Trooper will cruise along in fine style, even at 7000-foot altitudes. There isn’t enough excess torque to do much in the way of booting the tail out, but we found we were able to churn up any gradient that took our fancy. Power, in other words, was no delimiter of where we wanted to go. The only kind of driving that really starts you thumbing through the turbo-kit cata­logs is a long mountain ascent. This is an exercise that brings back the old VW Microbus days. Remember rowing between third and fourth to try to squeeze just l mph more out of the old girl? It seems to us that the basic Trooper II package would be almost as versatile and useful as the old bus, too. Isuzu has crammed a cavernous volume into a box that’s just slightly larger (in length and width) than that of the Chevrolet S-10 Blaz­er. The rear seat folds and folds again to the point of nearly vanishing, leaving you with a high ceiling and a low, entirely flat load floor. The spare tire lives out­doors. As for access, if the one rear door isn’t wide enough, there’s always the sec­ond, smaller one. The official payload rating is 1222 pounds, and Isuzu claims 70 cubic feet for the cargo volume. In real terms, this turns out to be enough for all of Aaron Kiley’s photo gear plus Larry Griffin’s weekend luggage. Stupendous! Driving the Trooper is a mild pleasure at all times. Like so many Japanese products, this one is laid out in a way that puts one at home immediately. What little instrumen­tation there is is right there ahead, though we must complain about one indicator that’s a little too visible. The blue high­-beam light glares out like a laser during night driving. Bring on the masking tape. Outward visibility is exceptional in all quadrants, which accounts in part for why jaunts around town are so effortless. The other part of that equation is the ease and honesty of all the controls. In finalizing the Chevy S-10 Blazer, it seems as though the engineers deliberately tried to create the ergonomic illusion of a larger, heavier, more powerful vehicle. The Isuzu, by con­trast, is light, almost delicate to operate in every respect. The Trooper’s real claim to fame, how­ever, is not only its functional interior but also its impressive ride. For a four-wheel-­drive vehicle, this is about as plush as it gets, yet there was no hint of the springs being too weak or the shock absorbers too limp. There was no flopping around in the hard­est cornering we attempted. Nor does the Trooper seem to hobbyhorse longitudinal­ly or wobble laterally while running straight on some surfaces, as the S-10 Blaz­er sometimes does. Altogether pleasant. Handling is entirely benign. At the limit, understeer calls a halt to higher cornering speeds on either pavement or dirt. On the latter, engaging the front driveline merely reduces the magnitude of the push without seeming to result in any more speed around the corner. The tires, beefy B.F. Goodrich All-Terrain rubber, worked beautifully on both dirt and pavement, dis­playing no nasty quirks and being next to silent at all times. The primary limitation on cornering, in fact, is the driver’s seat. If you’re spinning doughnuts to the left, all of a sudden you’re going to fall off, laughing like a hyena into the ravine between the seats. . . There’s a lot of value here. At an estimat­ed base price well below $9000, the Troop­er II is bound to become a member of a lot of American families. Arrow pointing downArrow pointing downSpecificationsSpecifications
1984 Isuzu Trooper IIVehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 3-door wagon
PRICEAs Tested: $13,199/$9850Options: air conditioning, AM/FM-stereo radio/cassette, power steering, rear seat.
ENGINESOHC inline-4, iron block and aluminum headDisplacement: 119 in3, 1950 cm3Power: 82 hp @ 4600 rpmTorque: 101 lb-ft @ 3000 rpm
TRANSMISSION4-speed manual
CHASSIS
Suspension, F/R: control arms/rigid axleBrakes, F/R: 9.8-in vented disc/10.0-in drumTires: B.F. Goodrich All-TerrainP225/75R-15
DIMENSIONS
Wheelbase: 104.3 inLength: 174.2 inWidth: 65.0 inHeight: 70.1 inPassenger Volume, F/R: 50/44 ft3Cargo Volume: 45 ft3Curb Weight: 3220 lb
C/D TEST RESULTS30 mph: 4.4 sec60 mph: 17.4 sec1/4-Mile: 20.5 sec @ 64 mphTop Gear, 30–50 mph: 12.1 secTop Gear, 50–70 mph: 18.6 secTop Speed: 85 mphBraking, 70–0 mph: 210 ftRoadholding, 300-ft Skidpad: 0.64 g 
C/D FUEL ECONOMY
Observed: 21 mpg
EPA FUEL ECONOMYCombined/City/Highway: 23/21/27 mpg 
C/D TESTING EXPLAINED More

After laboring away under the hood of countless Camrys, Siennas, Highlanders, and many other models, Toyota’s 3.5-liter V-6 is slowly being ushered off stage. In a move common throughout the industry, a turbocharged four is supplanting the naturally aspirated V-6. With the 2023 model year, the Highlander joins the four-cylinder club, but it’s a change that Toyota is making as invisible as possible.With a drop in cylinder count comes a drop in horsepower, now 265 ponies versus 295 before. But the turbocharger delivers a compensating boost in torque, which rises to 310 pound-feet from 263. Still, with 4529 pounds to move, the turbo four strains at times, holding lower gears when a burlier V-6 might confidently upshift. That impression of a hard-working turbo four is born out in our testing of an all-wheel-drive Platinum. The smaller engine’s 7.2-second 60-mph time lags 0.5 behind the number for the all-wheel-drive V-6, and the same was true with a rolling start in our 5-to-60-mph test. Michael Simari|Car and DriverIn the Highlander, the step-up powertrain offering (at a cost of $1400 in most trim levels) is a four-cylinder hybrid. With a total of 243 horsepower, the gas-electric combo nearly matched the acceleration performance of the turbo four in the run to 60 mph. The Highlander hybrid (again with all-wheel drive) was just a tick behind the 2.4T to 60 mph at 7.3 seconds, but it fell further behind in the 50-to-70-mph passing test, taking 5.2 seconds to the turbo four’s 4.7.Make It GrandSo, the 2.4 turbo can’t quite match the V-6 in acceleration but stays (just barely) ahead of the hybrid. The new engine’s drivability, though, is above reproach. The turbo’s boost is smoothly integrated, and response is quite linear for a boosted four. At low speeds on rolling terrain when you’re just grazing the throttle, some turbocharged engines can surge unevenly, but not this one. It helps that Toyota pairs the boosted engine with a well-behaved eight-speed automatic rather than a CVT as in the Subaru Ascent. Additionally, Toyota claims the new engine is good for the same 5000-pound towing capacity as the V-6.HIGHS: Modern infotainment, composed ride, solid braking performance.We just wish the engine sounded happier in its work. Once the engine reaches 3000 rpm or so, the four-banger’s machinations are less than melodious. It quiets right down when cruising, though, and we recorded 68 decibels at a steady 70 mph, marginally better than the V-6.The benefit you’d expect from engine downsizing is improved fuel economy, and the 2023 Highlander’s gas mileage does improve, just not by a lot. With all-wheel drive, the Highlander 2.4T’s EPA estimates are 24 mpg combined, 21 city, and 28 highway, which amounts to just 1 mpg better than the previous V-6 across the board. (The front-wheel-drive version ekes out another 1 mpg in all three measures.) The Highlander hybrid is the real gas-mileage champ, with EPA combined estimates of 35 mpg for all-wheel drive and 36 mpg for front-wheel drive, numbers that lead the field.Aside from the engine swap, the Highlander’s driving experience is largely unchanged. The ride is composed, and the body structure feels solid even when you thwack into a pothole that reveals itself at the last minute. The steering, though, doesn’t feel connected to anything beyond the firewall (and switching to Sport mode doesn’t help, as that only affects the powertrain). We understand this isn’t the type of machine that’s likely to be chosen for Sunday-morning canyon carving, but a better-tuned helm would be welcome even in more mundane commuting, such as when you’re riding close to the concrete barriers in construction-narrowed lanes. Handling is neither particularly sporty nor clumsy—about what you’d expect from a family-size SUV—and skidpad grip at 0.84 g is in line with competitors. Hit the brakes, and the Highlander hauls itself down from 70 mph in 170 feet, a solid performance (although not quite as good as what we recorded with the 2023 Hyundai Palisade).Michael Simari|Car and DriverInside the well-finished cabin, the 2023 model year brings a few tech updates. The Limited and Platinum get a digital instrument cluster, and Toyota’s latest infotainment system makes its debut here. Standard on the Limited and Platinum and optional on the XSE and XLE, the broad, 12.3-inch touchscreen is perched high on the center dash and boasts a lag-free processor and sharp graphics. The volume knob is a far reach, and we miss having a tuning knob, but that’s a fast-disappearing amenity these days. The driver instead interacts with the audio system via the steering-wheel buttons. With so much screen real estate, we’d also like to have the ability to show multiple functions at once, but that’s only possible when using Android Auto or Apple CarPlay, both of which are wireless.Below the screen, the physical climate controls have a good separation of function, making the system easy to use. And below that is a shelf for your phone, which now offers wireless charging (previously the wireless charger was awkwardly located in the console storage box). As before, there’s another handy shelf on the passenger’s side of the dash.Michael Simari|Car and DriverAs in all mid-size SUVs, the Highlander’s second-row captain’s chairs are plenty roomy for adults, and buyers alternately can also choose a middle-row bench seat in four of the six trim levels. The picture is less rosy in the rearmost seat, where the low cushion forces a knees-up seating position, while legroom ranges from tolerable to almost nonexistent, depending on the position of the middle-row seats. And don’t expect to carry much luggage with the third row in use. If you regularly use the third row, there are roomier choices in this segment—the Chevrolet Traverse and the Volkswagen Atlas, to name just two. Toyota clearly is cognizant of this shortcoming, as it’s introducing the longer and roomier Grand Highlander for those who regularly carry a crowd.LOWS: Minuscule fuel-economy gains, a bit less spring in its step, cramped third row. This year’s engine swap hasn’t altered our opinion of the Highlander by a whole lot. The V-6 was a stronger performer, but the turbo four is adequate. The 2.4T gets better mileage, but not much better. We continue to think that the Highlander hybrid, with its stellar gas mileage, is the way to go. And of the Highlander’s plethora of trim levels, all but two of them give you that choice.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Toyota Highlander Platinum AWDVehicle Type: front-engine, all-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base/As Tested: $52,560/$54,372Options: Running boards, $599; dashcam, $375; carpeted floor and cargo mats, $358; roof-rack cross bars, $350; door edge guards, $130
ENGINE
Turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port and direct fuel injectionDisplacement: 146 in3, 2393 cm3Power: 265 hp @ 6000 rpmTorque: 310 lb-ft @ 1700 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.3-in vented disc/13.3-in discTires: Goodyear Eagle Touring235/55R-20 102V M+S
DIMENSIONS
Wheelbase: 112.2 inLength: 194.9 inWidth: 76.0 inHeight: 68.1 inPassenger Volume, F/M/R: 55/49/31 ft3Cargo Volume, Behind F/M/R: 84/48/16 ft3Curb Weight: 4529 lb
C/D TEST RESULTS
60 mph: 7.2 sec1/4-Mile: 15.5 sec @ 92 mph100 mph: 18.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 7.7 secTop Gear, 30–50 mph: 3.5 secTop Gear, 50–70 mph: 4.7 secTop Speed (gov ltd): 113 mphBraking, 70–0 mph: 170 ftRoadholding, 300-ft Skidpad: 0.84 g
C/D FUEL ECONOMY
Observed: 21 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 24/21/28 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

Every few years a vehicle seemingly born of a “What the hell, let’s do it!” attitude debuts. That go-for-it approach usually creates track-ready sports cars. Giving design and engineering what they want might not be cost efficient, but with the right people, it can result in something interesting.In this case, the approach created the 2024 GMC Hummer EV SUV. It’s the fraternal twin of the Hummer pickup, and everything from the rear doors forward is identical. An 8.9-inch wheelbase reduction shrinks cargo space relative to the pickup but keeps rear-seat space intact. The wheelbase might be shorter, but let’s provide some perspective: The SUV’s 126.7-inch wheelbase is still vast, coming within half an inch of a 1973 Lincoln Continental’s.GMCThe Hummer pickup weighs 9640 pounds (a weight that required a trip to the truck scales because it was too much for our scales), but GMC claims the SUV isn’t as heavy. Still, you may want to think twice before crossing bridges rated at four tons. The weight loss comes primarily from the SUV’s smaller battery pack. Instead of 24 battery modules, the SUV has just 20 packaged below the floor, and that low-down mass leads to a stable feel. GMC isn’t ready to announce official range numbers (and may never do so because the weighty Hummer EV twins are exempt from EPA testing and labeling requirements), but the estimated 177.3-kWh pack is expected to deliver at least 250 miles.Related StoriesAt a Level 2 hookup, the Hummer SUV can recharge at up to 19.2 kilowatts. Connect to a DC fast-charger—the beer bong of the EV world—and the Hummer will throw back nearly 300 kilowatts, settling at 270 kilowatts for 10 minutes and averaging 180 kilowatts over a 30-minute period. GMC promises a 100-mile gain in range in 14 minutes. Meanwhile, the supplied home cord can deliver up to 7.7 kilowatts when configured with its swappable 240-volt NEMA 14-50 plug end. The Hummer can also share its electricity with EVs in need via an available accessory cable that can flow electrons at a rate of 6.0 kW, donating about 10 miles per hour.That smaller battery pack limits the combined output of the three motors from 1000 horsepower in the pickup to 830 horses here. (A 625-hp two-motor setup will arrive later.) The tri-motor powertrain has a launch-control mode that GMC calls Watts to Freedom or WTF, because, well, WTH. It lowers the SUV’s body by 3.5 inches, prepares the battery, and allows for a claimed 3.5-second rip to 60 mph. Accelerating hard with the suspension in a higher mode squats the rear end and points the nose skyward.Shorn of its body, the structure is built around the battery module with suspension mounting points that attach to unequal-length control arms. Off-road-equipped Hummers get knobby 35-inch tires on 18-inch wheels, while opting for the on-road version earns 22-inch wheels and LT305/55R-22 Goodyear Wrangler Territory all-terrain tires. To increase rear-suspension articulation, which keeps the wheels on the ground over uneven terrain, off-road models ditch the rear anti-roll bar but gain a couple of underbody cameras that can chronicle the abuse suffered by the front and rear tires.GMCNo matter which chassis you select, you get air springs that offer 13.0 inches of adjustable travel and up to 15.9 inches of clearance. All but the base model get four-wheel steering that helps disguise the mass you’re commanding. At slow speeds, the rear end tucks around, giving the SUV a turning circle of 35.4 feet, tighter than a Chevy Bolt EUV’s. At higher speeds, the rear-axle steering stabilizes the handling, though the tires’ grip limits are low. Relax a little, and you’ll discover that GM’s Super Cruise works brilliantly. It’s not an aggressive driver, but it will make lane changes on its own (passing on the left only) and then return to the right lane after completing the pass.Inside, the SUV is nearly identical to the pickup. The cabin is as wide as you’d expect of a Hummer, and the floor is flat. Hard plastics on the lower part of the instrument panel are disappointing in a vehicle this expensive, but there’s a 12.3-inch digital gauge display in front of the driver and a central 13.4-inch touchscreen that either the driver or passenger can use. GMC wisely kept some physical switchgear for climate-control functions and still clearly builds interiors with gloved hands in mind. Unlike in the pickup, the large center screen doesn’t reflect annoyingly in the back glass. Rear-seat space is excellent. The cargo area is big enough for five occupants’ luggage, but the high floor means loading heavy bags requires a heave-ho.GMCThe Hummer EV SUV defies a lot of expectations. It accelerates like a sports car, handles like it’s thousands of pounds lighter, and charms with the improbability of it all. There’s not much on-pavement grip, but it’s capable off-road, and you’ll never have to worry about sucking water into the intake. There’s a lot of weight here, but there’s also a lot of everything. Born of attitude and consequently full of attitude, the Hummer EV SUV left us thoroughly entertained.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 GMC Hummer SUVVehicle Type: front- and dual-rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $106,645
POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motors: 2 permanent-magnet synchronous ACCombined Power: 830 hpCombined Torque: 1200 lb-ftBattery Pack: liquid-cooled lithium-ion, 177.3 kWh (C/D est)Onboard Charger: 19.2 kWPeak DC Fast-Charge Rate: 300 kWTransmissions: direct-drive
DIMENSIONS
Wheelbase: 126.7 inLength: 206.7 inWidth: 86.5 inHeight: 77.8 inPassenger Volume, F/R: 72/55 ft3Cargo Volume behind F/R: 82/36 ft3Front Trunk Volume: 11 ft3Curb Weight (C/D est): 8600 lb
PERFORMANCE (C/D EST)
60 mph: 3.5 sec100 mph: 9.0 sec1/4-Mile: 12.1 secTop Speed: 106 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: Exempt from EPA testing and labeling; GVWR > 8500 lbRange: Also exempt from labeling, but we estimate 250–280 miEditor-in-ChiefTony Quiroga is an 18-year-veteran Car and Driver editor, writer, and car reviewer and the 19th editor-in-chief for the magazine since its founding in 1955. He has subscribed to Car and Driver since age six. “Growing up, I read every issue of Car and Driver cover to cover, sometimes three or more times. It’s the place I wanted to work since I could read,” Quiroga says. He moved from Automobile Magazine to an associate editor position at Car and Driver in 2004. Over the years, he has held nearly every editorial position in print and digital, edited several special issues, and also helped produce C/D’s early YouTube efforts. He is also the longest-tenured test driver for Lightning Lap, having lapped Virginia International Raceway’s Grand Course more than 2000 times over 12 years. More

From the June 1985 issue of Car and Driver.You can buy your little Bimmers with four doors now!! Okay, so maybe we’re stretch­ing the exclamation point a bit. Two more doors on the 318i and the 325e might be a small news item in the bigger sphere of things automotive, but it’s new that should motivate a few thousand budding young families from the high-rent suburbs to pull their pennies together for the down payment.The point of adding another set of doors to the 3-series is to flesh out the bottom end of a product line that has been growing like Topsy with top-dollar cars. (U.S. cus­tomers can now choose from nine BMW models, up from the four the company of­fered in 1982.) “Plugging the gap between the 3-series and the 5-series was the origi­nal concept behind the 325e and the four-­door,” says Carl Flesher, BMW of North America’s chief product planner. “We wanted a very well-structured price ladder for the U.S. market—gaps between, say, $3000 and $5000.”Perhaps an even stronger push to four doors, says Flesher, is the changing nature of the 3-series customer base. “There are a lot of couples out there who are married, both working, and they’ve been a major source of our sales in the 3-series for quite some time. Many are now either just having their first baby or thinking about it. By introducing this four-door, we think we’ve improved the potential market for people who would like to buy a BMW in that price range but simply need the practicality of a four-door.” More 1980s BMWsBear in mind that the couples Flesher talks about are bringing home the bacon to the tune of $71,800 for 325e customers and $70,500 for 318i buyers. Their mean ages are 35 and 37, respectively, and to­gether they are expected to account for 60 percent of BMW’s total U.S. sales this year. Those are demographics meant to be tend­ed with loving care. It was easy back in the late 1970s: The 320 had only half a dozen competitors. Today, however, BMW counts over 40 rivals in the medium-priced luxury-sports-sedan market. If BMW’s cus­tomers want less acrobatic access to that back seat, then that’s just what BMW will give them. Richard George|Car and DriverThis doesn’t mean that the back seat is any roomier than before, mind you. The space between the front and back seats is still just the perfect size to keep your brief­case from bouncing around as you play on your favorite freeway test ramps. But that narrow slot that grips your valise is none­theless roomy enough for forward-point­ing feet and ankles, because BMW cleverly carved a chunk out of each front seatback to accommodate knees and lower appendages. It’s cozy back there—not exactly comfy, but cozy. In fact, nothing much about the 325e has changed with the addition of two doors. It’s a straightforward deal: You pay an extra $135 on top of the base $20,970, and you get four door handles. Oh, yes: And while you gain two doors, you lose the extra-nice steering wheel and the hard-charging driv­er’s seat that are standard issue in the two­-door 325e. Instead, the family-style model gets the more subdued wheel and seat from the 318i. As you might expect, the 55-pound pen­alty for the extra door hardware causes nary a blip in the 325e’s performance. We hooked our four-door test car up to the technoid department’s life-support sys­tems and measured performance nearly identical to that of the two-door 325e we wrung out last summer (C/D, June 1984). From 0 to 60 mph, the four-door was a scant 0.8 second lower than the two-door, and the four-door took only 0.3 second longer to leg a quarter-mile.There is at least a perceptible difference, however, in how the 1985 325e’s electron­ics wake up on a wintry-Michigan morning: They are wide awake and rarin’ to go with a twist of the ignition key, thanks to the addi­tion of electric heating to the oxygen sen­sor, which needs the chill taken off before it can go about the business of monitoring the engine’s air-fuel ratio. Also, new adaptive logic in the Digital Motor Electronics computer, which controls both fuel injec­tion and ignition, makes the computer a lot smarter about detecting certain character­istic quirks of the exhaust-oxygen sensor. BMW customers who are ready for only a baby step up the Bavarian ladder can now move into an identically skinned four-door 318i, with four cylinders in lieu of six, and save $4000. Although the 318i doesn’t of­fer the 325e’s standard onboard comput­er, cruise control (new for 1985), sunroof, and stereo system, it does not skimp on the basic equipment. Buyers of the lesser mod­el will be treated to electric locks and win­dows (both standard equipment now), full instrumentation, air conditioning, and power side mirrors. Four doors, electric windows, and mod­erately refined electronics—all in all, not big news, but still good news for the family-­oriented fans of Munich’s spirited mounts. And the number of fans here is growing: BMW has enjoyed record U.S. sales in each of the past eleven years. (No other Europe­an carmaker, it says, can make such a claim.) BMW is confident that when the year-end receipts are tallied, 1985 will be another boom year. For those of you who have been waiting for the real news, Flesher counsels patience. “If it appears that we are slowing down in terms of innovation, we are not,” he promises. “It’s just that the BMW of the future is a much more difficult car to bring into being than the ones of the past. The level of technical and engineering sophisti­cation is extremely high. “Within the corporation, there’s a great deal of pride in terms of innovation and creativity. When these engineers tackle a problem, they want to make a step forward that is discernible. Frankly, that’s getting more difficult.” Come on, Carl, we say. How about that famed BMW ingenuity? “We’ve got some serious stuff coming,” Flesher promises with a smile. “It just keeps getting better.” We’ll be ready with the exclamation points.Arrow pointing downArrow pointing downSpecificationsSpecifications
1985 BMW 325eVehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $21,500/$22,290Options: leather upholstery, $790.
ENGINESOHC inline-6, iron block and aluminum headDisplacement: 164 in3, 2693 cm3Power: 121 hp @ 4250 rpmTorque: 170 lb-ft @ 3250 rpm 
TRANSMISSION[S]5-speed manual
CHASSIS
Suspension, F/R: struts/trailing armsBrakes, F/R: 10.2-in vented disc/10.2-in discTires: Michelin MX V195/60HR-14
DIMENSIONS
Wheelbase: 101.2 inLength: 176.8 inWidth: 64.8 inHeight: 54.3 inPassenger Volume, F/R: 45/37 ft3Trunk Volume: 14 ft3Curb Weight: 2770 lb
C/D TEST RESULTS30 MPH: 2.6 sec60 mph: 9.2 sec1/4-Mile: 16.6 sec @ 82 mph100 mph: 31.0 secTop Gear, 30–50 mph: 14.6 secTop Gear, 50–70 mph: 16.0 secTop Speed: 114 mphBraking, 70–0 mph: 203 ftRoadholding, 300-ft Skidpad: 0.78 g 
C/D FUEL ECONOMY
Observed: 23 mpg
EPA FUEL ECONOMYCity/Highway: 21/28 mpg 
C/D TESTING EXPLAINED More

The Dodge Hornet R/T has a PowerShot mode that delivers an extra 30 horsepower for 15 seconds. It has functional hood scoops and Koni dampers. Its in-house tuner parts will be branded with the old GLH moniker for “Goes Like Hell.” The first TV spot for the Hornet is based on the premise that its arrival is an apocalyptic event that terrifies the world. This is what happens when the company that builds 700-plus-hp Hellcats is tasked with building a vehicle to compete against, you know, the Honda CR-V. “What else did Dodge do,” you ask, “name one of the paint colors after a strain of weed?” Yes: Acapulco Gold. If Dodge hasn’t yet licensed Beavis and Butt-Head as spokesmen, we don’t know what the advertising team is waiting for.The base $31,590 Hornet GT arrives first, as a 2023 model. It packs a turbocharged 2.0-liter four that makes 268 horsepower and 295 pound-feet of torque, hooked to a nine-speed automatic transmission and an all-wheel-drive system that can send up to 50 percent of the torque to the rear axle. It hits 60 mph in a claimed 6.5 seconds and tops out at 140 mph, two important facts to remember when you’re making your choice at the Avis counter. A Track Pack is available on any trim and includes 20-inch wheels with Michelin Pilot Sport All Season 4 tires, four-piston fixed Brembo front brake calipers, Alcantara-upholstered seats, and electronically controlled dampers. If you find the “red crust” motif of the Alcantara seats too subtle, red leather upholstery is available in Plus trims. DodgeThe R/T, which will debut as a 2024 model, gets a 177-hp turbocharged 1.3-liter inline-four and a six-speed automatic teamed with a 121-hp electric motor driving the rear axle. Pull both steering-column-mounted shift paddles to activate PowerShot, and the combined output rises to 288 horsepower and 383 pound-feet. When PowerShot is available, a white icon that looks like a turbocharger with a lightning bolt shooting through it appears on the instrument cluster. Push down through a detent deep in the accelerator’s travel, and the icon turns green. From that point, the Hornet delivers its extra oomph for 15 seconds, which would be long enough to obliterate the speed limit anywhere in the country. After a 15-second timeout to cool down, the system is ready for another run down the strip.Related StoriesDodge claims that PowerShot shaves 1.5 seconds from the 60-mph sprint, dropping it to 5.6 seconds. Under normal circumstances, then, the $41,590 R/T isn’t as quick as the base model—which makes sense, since even with PowerShot engaged, the GT has a better power-to-weight ratio than the R/T. But the R/T does offer surprisingly lively handling despite its claimed 4140-pound curb weight, in part thanks to a favorable front-to-rear weight distribution. Dodge claims that the R/T will generate 0.90 g of grip on the skidpad, compared to 0.87 g for the GT.Even without PowerShot in effect, the Hornet R/T’s exhaust sounds surprisingly belligerent. In fact, we jotted down, “good attention to detail making the fake exhaust noise come from the rear speakers,” before getting out of the car and realizing that the Hornet’s throaty burble isn’t fake at all. There’s no active muffler bypass, but neither is the R/T exhaust tiresome—it tends to announce itself at around 1600 rpm, which is where it settles on a cold start, and then fade out at idle or higher rpm. Of course, you can also totally silence the exhaust by selecting EV mode, and the Hornet is certainly viable as an around-town EV, providing around 30 miles of electric range from its 12.0-kWh battery. (Twin to the Alfa Romeo Tonale and built in Italy, the Hornet doesn’t qualify for the federal EV tax credit for buyers, but some customers who lease one may be eligible for a $7500 credit.) Hitting the highway might diminish that range, but the EV-mode Hornet—which, like its SRT Challenger brethren, is rear-wheel drive—can certainly keep up, hitting 84 mph before the gas engine fires up. In Sport mode, the R/T will also quickly replenish the battery. We’re looking forward to lining it up against a Toyota RAV4 Prime.DodgeWhile the R/T will likely garner most of the attention, we’re guessing the GT will account for most of the sales volume. So it’s nice that Dodge doesn’t hoard the good stuff, like the Track Pack, for the flagship model. At the launch, Dodge also displayed a pair of Hornets outfitted with Direct Connection (read: factory aftermarket) parts, including plenty of GLH graphics that shout out to the old Dodge Omni GLH. The Direct Connection Hornet parts aren’t purely cosmetic—there’ll be a Stage 1 kit for the GT’s engine that increases horsepower and a lowering kit that should improve handling, in keeping with the Dodge GLH spirit. Or, we should say, the Dodge gestalt, since the Dodge Spirit was something else entirely. So, to the question of, “What will Dodge build when it can’t build supercharged V-8s?” we have our first answer. The Hemis may be on their way out, but the party isn’t over yet.DodgeArrow pointing downArrow pointing downSpecificationsSpecifications
2023 Dodge Hornet GT/2024 Dodge Hornet R/TVehicle Type: front-engine or front-engine and rear-motor; all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: Trim GT, $31,590; R/T, $41,590
POWERTRAINS
turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 268 hp, 295 lb-ft; turbocharged and intercooled SOHC 16-valve 1.3-liter inline-4, 177 hp, 199 lb-ft + 2 AC or motors, 44 and 121 hp, 39 and 184 lb-ft (combined output: 288 hp, 383 lb-ft; 12.0-kWh lithium-ion battery pack; 7.4-kW onboard charger)Transmissions: 9-speed automatic, F/R: 6-speed automatic/direct-drive

DIMENSIONS
Wheelbase: 103.8 inLength: 178.3 inWidth: 72.5Height: 63.0–63.8 inPassenger Volume, F/R: TK–TK ft3Cargo Volume, Behind F/R: 51–55/23–27 ft3Curb Weight (C/D est): 3750–4150 lb
PERFORMANCE (C/D EST)
60 mph: 5.6–6.5 sec1/4-Mile: 14.3–15.1 secTop Speed: 128–140 mph
EPA FUEL ECONOMY (GT)
Combined/City/Highway: 24/21/29 mpg
EPA FUEL ECONOMY (R/T, C/D EST)
Combined/City/Highway: 26/23/29 mpgCombined Gasoline + Electricity: 60 MPGeEV Range: 30 miSenior 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