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    Toyota GR Supra 3.0 at the 0-to-150-to-0-MPH Speed Test 2023

    From the December 2023 issue of Car and Driver.0–150–0 mph: 31.1 secondsBase: $58,745 | As-Tested: $60,365Power and Weight: 382 hp • 3376 lb • 8.8 lb/hpTires: Michelin Pilot Super Sport; F: 255/35ZR-19 (96Y) ★, R: 275/35ZR-19 (100Y) ★Brakes, F/R: 13.7-in vented disc/13.6-in vented discAlthough this test doesn’t involve much lingering at triple-digit speeds, some cars spend enough time there to reveal foibles. And in the Supra’s case, the low-speed agility that makes it such fun on a twisty road manifests as unsettling jitters at high speeds. The truffle hunting starts at about 120 mph as the Supra nervously sniffs the edges of the lane. It regains its stability under braking, but we were glad for the wide expanse of the taxiway as we neared 150. Launching the Supra was fairly simple—keep the revs low, brake-torque it a little bit, and don’t light up the tires. Compared with its unexpected rival, the EV6, the Supra was notably slower to 60 mph (4.3 seconds versus 3.5) but reeled in the EV at higher speeds. It closed the gap to 0.4 second at 150 mph and then clawed back 0.5 second under braking. Yes, the Supra has strong brakes. And at 150 mph, you’re happy to use them.back to 0-150-0 Speed Test 2023Senior 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

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    Hyundai Elantra N at the 0-to-150-to-0-MPH Speed Test 2023

    From the December 2023 issue of Car and Driver.0–150–0 mph: 47.0 secondsBase: $34,015 | As-Tested: $34,015Power and Weight: 276 hp • 3196 lb • 11.6 lb/hpTires: Michelin Pilot Sport 4S; 245/35ZR-19 (93Y) HNBrakes, F/R: 14.2-in vented disc/12.4-in vented discAs our own Csaba Csere pointed out in 1998, overcoming aerodynamic drag at 150 mph requires 3.38 times as much power as it does at 100 mph. That’s why Bonneville land-speed cars all look more like the sleek Elantra than the big-winged Civic, and it’s surely one reason why the Elantra N pulled ahead of the Civic by more than five seconds at 150 mph despite its 39-hp deficit. The rorty six-speed manual Hyundai was a handful off the line, requiring a 5000-rpm clutch engagement followed by judiciously managed wheelspin until it hooked up.Then, the driver had to remember that the N allows no-lift shifting—automotive abuse we avoid in testing unless the car has the no-lift feature. From there, it was a smooth ride, with the Hyundai pulling surprisingly hard above 140 mph. The brakes felt stable and strong despite recording one of the longer stops at 710 feet. Yes, the Elantra finished near the bottom of the pack. But we’re tickled that for $34,015, you can buy a four-door family sedan that can take you to 150 mph and back without a shrug.back to 0-150-0 Speed Test 2023Senior 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

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    Bentley Bentayga S at the 0-to-150-to-0-MPH Speed Test 2023

    From the December 2023 issue of Car and Driver.0–150–0 mph: 32.8 secondsBase: $234,250 | As-Tested: $302,910Power and Weight: 542 hp • 5432 lb • 10.0 lb/hpTires: Pirelli P Zero, 285/40ZR-22 (110Y) B1Brakes, F/R: 15.7-in vented disc/15.0-in vented discReaching 150 mph in the Bentayga was no big deal. There’s no launch control, so you just brake-torque its conventional eight-speed automatic and go, bracing for a violent one-two upshift. The 542-hp twin-turbocharged V-8 is healthy enough to dispel most W-12 FOMO, muscling the bodacious SUV to 150 mph in 25.7 seconds. That’s when the drama starts, because despite its respectable braking stat—694 feet—the Bentayga was manifestly unhappy about shedding that much speed in one ferocious stop. One Bentayga driver returned from a run and said, “It goes like hell and smells nice until the leather scent is overwhelmed by brake bouquet. It does a wiggle under braking, and the brakes start chattering. Not a terrible time, but it wasn’t happy about it! I’m really surprised this doesn’t have carbon-ceramics.”Don’t get us wrong, we’re impressed. In horsepower terms, stopping the Bentley in 6.5 seconds equates to an average of 1143 horsepower. But the Bentayga hauling down from 150 mph is like Nikola Jokić playing basketball—it’s possible to excel at something while letting everyone know you don’t enjoy doing it.back to 0-150-0 Speed Test 2023Senior 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

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    Chevrolet Corvette Z06 at the 0-to-150-to-0-MPH Speed Test 2023

    From the December 2023 issue of Car and Driver.0–150–0 mph: 22.5 secondsBase: $144,280 | As-Tested: $167,605Power and Weight: 670 hp • 3672 lb • 5.5 lb/hpTires: Michelin Pilot Sport Cup 2 R ZP; F: 275/30ZR-20 (97Y) TPC, R: 345/25ZR-21 (104Y) TPCBrakes, F/R: 15.7-in vented, cross-drilled carbon-ceramic disc/15.4-in vented, cross-drilled carbon-ceramic discThe Z06 is a road-course car, not a drag racer. But its performance here proved that it’s game to trip the beam at your nearest staging lights, cracking off an 11.3-second quarter-mile. The Z06’s launch control is manually adjustable, but we got the best times in auto mode, letting the car learn the surface and adjust its aggression accordingly. By about 144 mph, the numbers climb a digit at a time, so it’s relatively easy to get close to a true 150 mph. As you’d hope, the brakes are stupendous, and it’s all over a lot quicker than it started. The Z06 vanquished its natural foe, the GT3 RS, by almost two seconds, but its margin was narrower against another rival from inside its own brood—the Lingenfelter Corvette ZR1 from 1998, which completed the test in an astounding 23.3 seconds. Think about that: A naturally aspirated C4 Corvette, 25 years ago, could beat a modern Porsche GT3 RS and nearly hang with a C8 Z06. (In fact, the Lingenfelter’s 150-mph time, 15.6 seconds, bested everything at Oscoda except the 911 Turbo.) Makes you wonder what those folks could do with a C8.back to 0-150-0 Speed Test 2023Senior 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

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    2024 Audi SQ8 e-tron Hits a Triple with Tri-Motor Powertrain

    Despite a stocky build of five feet 10 and 268 pounds, former Major League Baseball star Pablo Sandoval was surprisingly agile in his heyday. The beloved infielder helped the San Francisco Giants win three World Series between 2010 and 2014, having already earned the nickname “Kung Fu Panda” after leaping gracefully around a catcher to avoid a tag in a 2008 game, his finesse defying his portly frame.The same could be said about the three-plus-ton 2024 Audi SQ8 e-tron. Stretching 193.5 inches long and 77.8 inches wide, the SQ8 e-tron—formerly known as the e-tron S—is nearly as lengthy as Audi’s mid-size A6 sedan while measuring substantially wider and taller. And yet, up in the mountains outside Los Angeles, this luxury performance SUV displayed some mass-defying athleticism.While not a fully fledged RS model, the SQ8 e-tron is the highest-performing variant of Audi’s largest electric luxury SUV. Three induction AC electric motors—one on the front axle and two at the rear—produce a combined 496 horsepower and 718 pound-feet of torque, 94 ponies and 228 pound-feet more than the standard Q8 e-tron. Audi estimates a 60-mph sprint of 4.2 seconds—certainly not slow but not as blisteringly quick as other performance-minded EVs either.The real highlight comes in the corners. The electric Audi’s quattro all-wheel-drive system is rear-biased, and the two aft-mounted motors employ electric torque vectoring to give the SQ8 e-tron its unexpected agility. The system can send additional torque to the outside wheel while simultaneously braking the inside, adjusting as needed every five milliseconds. The result is sharp turn-in when attacking curves, and we could feel the motors quickly redistributing torque as needed, helping us carry more speed through the turns. The way the rear end can squirm under power adds a level of excitement that instantly separates the SQ8 from the comfort-focused Q8 e-tron. This engaging character is emphasized by a new 14.6:1 steering ratio introduced across all Q8 e-tron variants, providing a response that’s quick but not darty. In Comfort mode, steering weight is minimal, and while Dynamic mode dials in more heft, the SQ8’s helm never feels particularly heavy. It isn’t the most communicative steering in the business, but there is a touch of delicacy to the SQ8 e-tron’s controls that helps this brute feel lighter and smaller than it is.The SQ8 is further distinguished from its more pedestrian sibling through its suspension and chassis, with substantially firmer bushings, stiffer anti-roll bars, and revised damper tuning. These upgrades mitigate body roll, the SQ8 remaining impressively flat around corners no matter how hard we pushed. The standard air springs deftly soak up midcorner bumps, keeping the SQ8 stable. Handling also improves thanks to a 1.4-inch wider track that sits under bulging fender flares, making this the only non-RS Audi to sport a widebody look.The combination of optional 22-inch wheels shod in summer tires and a ride tuned for spirited driving, however, means the occasional harsh impact jolts the cabin. Comfort mode keeps the suspension fairly compliant around town, but this isn’t the smoothest-riding luxury SUV. For those in search of a middle ground between this and the regular Q8 e-tron, the SQ8’s standard 20-inch wheels and all-season rubber should soften the ride (and boost efficiency) at the expense of some handling prowess.Crucially, considering the SQ8’s mass, the brakes are strong, with six-piston calipers and 15.7-inch rotors up front and single-piston calipers with 13.8-inch rotors in the rear. Pedal feel is firm and consistent, smoothly blending regeneration and friction while putting some competitors’ squishy, inconsistent stoppers to shame. However, the three regenerative braking modes do not allow for full one-pedal driving, which would’ve been welcome when we returned to L.A.’s clogged streets. In addition to a new name, the 2024 SQ8 e-tron picks up a bigger battery, trading the old 86.5-kWh unit for a new 106.0-kWh pack. Improved battery chemistry and more efficient packaging allows Audi to fit that bigger battery into the same-size compartment. EPA-estimated range for the Sportback rises from 212 miles to 253. When fitted with 22-inch wheels and summer tires, as our example was, range drops to 218 miles, but that’s still a substantial increase over the 185-mile rating from a similarly equipped 2023 e-tron S Sportback. The SQ8 e-tron’s revised aerodynamics not only contribute to its longer range but also improve the SUV’s looks. The front bumper’s new curtains direct air around the front wheels, while spoilers underneath help mitigate turbulence from the wheels. A sleeker grille incorporates active shutters, while the flat underbody is adorned with golf-ball-style dimples that improve aerodynamic efficiency further. Thanks in part to its newfound slipperiness, the SQ8 e-tron is incredibly silent inside, even as an unusual Los Angeles rainstorm pelted the steel and aluminum bodywork. Minimal wind noise creeps into the cabin at highway speeds, that serenity only pausing briefly for the occasional suspension thump over broken pavement.The cabin is largely the same as the outgoing e-tron S, with a mix of leather and suede accented by brushed silver brightwork. The rear seat is spacious, and despite the sloping roofline of the Sportback model we drove, headroom didn’t feel compromised. The climate controls live in a secondary screen, and while we prefer physical controls for some functions, Audi’s display is crisp, well laid out, and intuitive.More on the Audi Q8 and SQ8The 2024 SQ8 e-tron doesn’t represent a massive overhaul for Audi’s largest EV, but the automaker honed the electric crossover into a more usable daily driver while maintaining its sporting character. The SQ8 may not be cheap, but the surprising sprightliness and dynamic connection afforded by its tri-motor setup leaves us excited for the future of electric performance cars.SpecificationsSpecifications
    2024 Audi SQ8 e-tronVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door hatchback or wagon
    PRICE
    Base: SQ8 e-tron, $90,995; SQ8 Sportback e-tron, $93,795
    POWERTRAIN
    Front Motor: induction AC, 210 hpRear Motors: 2 induction AC, 185 hp eachCombined Power: 496 hpCombined Torque: 718 lb-ftBattery Pack: liquid-cooled lithium-ion, 106.0 kWhOnboard Charger: 9.6 or 19.2 kWPeak DC Fast-Charge Rate: 170 kWTransmissions, F/R: direct-drive
    DIMENSIONS
    Wheelbase: 115.1 inLength: 193.5 inWidth: 77.8 inHeight: 65.0–65.5 inPassenger Volume, F/R: 53/49–50 ft3Cargo Volume, Behind F/R: 55–56/27–29 ft3Curb Weight (C/D est): 6350 lb
    PERFORMANCE (C/D EST)
    60 mph: 4.5 sec100 mph: 12.5 sec1/4-Mile: 13.1 secTop Speed: 130 mph
    EPA FUEL ECONOMY
    Combined/City/Highway: 63–73/62–72/63–75 MPGeRange: 218–253 miAssociate News EditorCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

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    From the Archive: We Test the World’s Hottest Tuner Cars from 0–150–0 MPH

    From the August 1998 issue of Car and Driver.”Last year, observed and timed by the Motor Industry Research Association, Reg Parnell demonstrated the ability of the DB4GT to go from 0 to 100 mph and back to 0 again in 24 seconds.” —Car and Driver, June 1961That sentence, which appeared 37 years ago in our report on the Aston Martin DB4GT, may not have been the first time that anyone ever quoted a 0-to-100-to-0 clocking, but it does establish the era in which this unique performance yardstick became popular.By measuring a car’s stopping power as well as its sheer acceleration, it was a straight-line test more acceptable to the sports-car world than the conventional, single-dimensional quarter-mile drag race. In 1965, Carroll Shelby took a shot at this test and claimed that his 427 Cobra did it in an astonishing 13.8 seconds—with Shelby driver Ken Miles at the wheel.Others have continued to rely on this three-decades-old measure of performance, even as modern cars have become incomparably more powerful and capable than their Sixties counterparts. Now, with a new millennium in sight and numerous modified cars capable of topping 200 mph no farther away than your checkbook, we resolved to bring this historical measure of straight-line performance up to date with current technology and leave the 0-to-100-to-0 test to those mired in the past.So we’ve simply added another 50 miles an hour to the moment when the C/D test driver removes his foot from the car’s accelerator and stomps on the brake pedal. Although raising the test speed from 100 to 150 mph seems like a simple 50-percent increase, its effects are profound. For one thing, overcoming the aerodynamic drag at 150 mph requires 3.38 times as much power as it does at 100 mph. Therefore, whereas acceleration at two-digit speeds is primarily determined by a vehicle’s power-to-weight ratio, acceleration above 120 mph is limited more by the power-to-aerodynamic-drag ratio—the factor that also limits a vehicle’s top speed.Raising the peak speed from 100 to 150 mph also means that the brakes must dissipate 2.25 times as much energy while bringing the car to a complete stop. Moreover, it’s done in one massive thermal jolt that’s about twice as time-consuming as that produced by a stop from 100 mph.To measure this performance, we employed our usual Datron DLS-1 optical fifth wheel coupled to an AEP-4 data logger. This is the most accurate test gear on the market, with roughly one-quarter the error margin found in radar-gun-based testing schemes. Besides, most commercial radar guns don’t have sufficient range to conduct this test.Our senior technical editor, Don Schroeder, was the test pilot. He was instructed to make sure that each and every run would exceed 150 mph because we would be accepting no near misses. Nor would we permit a piecing together of a car’s best 0-to-150 acceleration time with its best 150-to-0 braking performance from a different run.Tests were conducted on the 2.23-mile-long north-south straightaway at the Chrysler proving grounds in Chelsea, Michigan. Schroeder was to devote his first pass down the track to determining the best launch procedure, shifting strategy, and braking technique. That was followed by a cool-down run, and then the real thing: a full-speed 0-to-150-to-0 blast for the numbers. Since the vehicles that we rounded up could complete the test in about a mile, Schroeder followed each run with a three-mile cool-down. That’s how long it took to go to the end of the straight and return to the starting point.Car and DriverWe performed two runs in each direction and averaged the faster run each way. Those cars that were tricky to launch, shift, or stop without locking up wheels suffered the consequences. Anti-lock brakes were a major benefit because they allowed Schroeder to switch instantly from mashing the accelerator to full braking.We collected two groups of cars. The more pulse-quickening collection consisted of modified, street-legal cars from seven of the most respected tuners in the country, with power outputs ranging from 450 to 640 horsepower and brakes and handling to match.To avoid the remote possibility that any of our highly competitive entrants might deign to set up a one-trick special biased for this 0-to-150-to-0 test, a day earlier we wrung out the aftermarket cars on country roads and rated each one’s real-world drivability with one to five stars, five being the best.We also rounded up a group of seven fast factory-stock cars to establish some baseline numbers for this test. Finally, as if 15 cars were not enough to handle, we brought along a video crew from Speedvision, the cable racing network, to record this historic, high-speed flailing. The eye-opening results were to make their debut on Speedvision at 8 p.m. on Friday, July 10. For detailed results and specifications, keep reading. 42.5 seconds Kenny Brown didn’t build a specialized drag-strip burner. His Mustang 289RS Cobra is a thorough reworking of a stock Mustang Cobra to produce what he calls “a car that not only is very fast, but also makes the driver feel confident.”Brown starts with the Cobra’s aluminum double-overhead-cam V-8 and bores it out to 289 cubic inches. New pistons and rings are attached to stock connecting rods. A high-capacity oil pan and a windage tray improve oil management. The engine is balanced and blueprinted to exact dimensional tolerances for maximum performance. A high-flow cat-back exhaust reduces back pressure. Finally, a Vortech centrifugal supercharger is fitted, which operates at 11 psi of maximum boost. The result is an impressive 450 horsepower at 6550 rpm and 400 pound-feet of torque at 5500 rpm.read the full story27.4 secondsIn the six years since the debut of the production Dodge Viper, John Hennessey has become the best-known tuner for those who want to make their already muscular snakes even more venomous. Not only does Hennessey provide a full line of go-fast components, but he also produces complete packages of coordinated upgrades. For this test, he provided the most volatile of these—the Venom 600GTS.The Venom makes 602 horsepower at 5700 rpm. This output is achieved through ported and polished heads equipped with oversized stainless-steel valves and a heavy-duty valvetrain activated by a hotter camshaft, a ported and polished intake manifold with oversized throttle bodies, and stainless-steel headers. To take full advantage of this deep breathing, the Venom 600 engine gets 10.5:1 high-compression forged pistons on forged-steel connecting rods bolted to a stroker crankshaft, which increases displacement from 7990 to 8423cc.read the full story23.3 seconds For this 0-to-150-to-0 battle, a call to Lingenfelter Performance Engineering in Decatur, Indiana, was a natural. That’s because John Lingenfelter never fails to return our phone calls, no matter how harebrained our scheme. We’ve also road-tested nine of the highly modified GM cars he’s turned out in the past nine years. They’ve all been well prepared, easily drivable, and brutally fast.LPE is best known for modifying Corvettes, so no one was surprised when LPE project engineer Jason Haines showed up for our test in a bright-red 1994 ZR-1, borrowed from a Florida customer. Under its hood was what the Decatur gang calls its 415-cid LT5 package. Its ZR-1 V-8 is upgraded with steel cylinder liners to allow for the enlarged four-inch bores. Custom pistons and rods, a stroker crankshaft, and ported and polished heads with a custom valvetrain and a larger throttle body complete the package. Displacement grows from 5.7 to 6.8 liters. This surgery costs $33,900, which includes B&B exhausts and yields 620 of a total of 640 hp and 510 pound-feet of torque. This contestant had stainless-steel valves and an enlarged and polished intake manifold, which added $3500 and 20 horsepower. It also had a 3.73:1 axle ratio, a larger radiator, a single-mass flywheel, and silicone coolant hoses, which added another $2354. The front brakes are LPE/Alcon 13.5-inch-diameter slotted rotors with four-piston calipers. The $3889 spent on these binders included carbon-metallic pads fitted all around.read the full story 28.8 seconds Any Car and Driver super-speedfest would be incomplete without one of Hartmut Feyhl’s German jato sleds. Feyhl, formerly of super-tuner AMG in Germany and now owner of Florida-based RENNTech Performance Tuning, raises the modification of Mercedes-Benzes to a high art form. His cars are blindingly fast, rock-solid reliable, and aesthetically exquisite. They are aristocratic hot rods.We tested this SLR7.4 when it was fresh out of open-engine surgery in March 1997. The operation bored and stroked the V-12 from its original 6.0 liters to 7.4 and greatly enhanced its ability to breathe, with an enlarged and polished intake manifold and bigger valves. The engine mods are worth $50,000 and are warranted for two years. A mellifluous high-flow RENNTech exhaust adds 10 grand. Another $5000 beefs up the transmission and adds a super-duty radiator and auxiliary coolers for the engine oil and transmission fluid. The bottom line: 585 hp at 6000 rpm; 601 pound-feet at 4000 rpm (up from 389 and 420). A $10,000 Torsen differential with a 2.82:1 ratio ensures equitable distribution of that immense torque.read the full story31.1 seconds Of all the Mustang modifiers featured here, only Saleen Performance is recognized by the federal government as a specialty-vehicle manufacturer. What sets Saleen apart from other modifiers is the fact that each of the company’s seven models (the S281 and S351 coupe and convertible, the S281 Speedster, the SR, and the Saleen Explorer) is built to a particular set of specifications. The cars are developed and certified for emissions durability and then sold and serviced as new cars through select Ford dealers. As such, our S351 was subject to a $3000 gas-guzzler tax and $1679 worth of luxury tax, both of which can be avoided with the other tuners by modifying a six-month-old car. But, company president Steve Saleen argues, his cars are more durable and offer stronger resale value. The Saleen parts added to the stock Mustang are warranted for 12 months and 12,000 miles, and the Ford parts retain their original warranty.Okay, so what’s it got? Our S351 model is powered by a Ford SVO iron-block 351-cubic-inch V-8, dressed with Saleen pistons, rods, crank, heads, intake, and cam, and pressurized by a centrifugal Speedlab supercharger by Vortech. The resultant motor pumps out 495 horses at 5700 rpm and 490 pound-feet of torque at 3500 rpm.read the full story26.1 seconds Let’s establish right up front that our Steeda Q test car is a race car. It was fresh from the Nevada Open Road Challenge—a flat-out race on rural Nevada roads—where it averaged 175 mph over the race’s 90-mile-long course. Steeda Autosports also brought along an emissions-legal street car, the Steeda 4.6 2V, powered by a 340-hp, 4.6-liter SOHC supercharged V-8. After a pleasant day of driving this car around, its supercharger inlet hose refused to remain attached for the test session, so it dropped out of the 0-to-150-to-0 competition.Street-legal versions of the Steeda Q are available, with and without supercharged engines. The basic Q package sells for $12,000. Like the Saleen S351, the Steeda Q uses a Ford SVO 351 engine, equipped with an SVO GT40 intake manifold and a 65mm throttle body, SVO cylinder heads, Ford Motorsport headers, and a high-flow exhaust (our race car lacked catalysts). The suspension gets Tokico five-position adjustable shocks and a host of Steeda parts. These include sport springs, anti-roll bars, caster and camber plates, a shock-tower brace, and offset lower-control-arm bushings in front and upper and lower arms in the rear. The brakes are Ford Cobra R issue using carbon-metallic pads. A Steeda hood and rear wing, a high-capacity aluminum radiator, and forged 9.0-by-17-inch SSR wheels shod in Michelin Pilot SX tires round out the Q package. A Vortech supercharger making 10 psi of boost added another $6000 to our car and brought the horsepower to 550 at 5200 rpm, with a peak torque of 535 pound-feet at 5000 revs. The safety cage, the racing seats, and the belts rang up $2000 more, bringing the total to $20,000.read the full story30.1 seconds The promotional material put out by Super Viper Systems, Inc. (SVSi), is loaded with accounts of its many victories at Viper-club drag and road races. We expected the SVSi RT/10 to be little more than a barely civilized race car. Its raucous exhaust and nonfunctional air conditioning did little to disabuse this impression. Ron Misjak, who owns Super Viper Systems, seemed to provide an explanation when he mentioned that this particular car was used by his son for track events.But once behind its wheel, we were surprised to find a machine that was completely at home in the real world. Its 579-hp engine idles as smoothly as a stocker’s and is compliant throughout the rev range. The ride is civilized, and the car tracks and steers beautifully. In some respects, it’s more civilized on the road than a stock RT/10 roadster. But a somewhat balky shifter, the, uh, prominent exhaust note, and the racing seat and harness earned the SVSi a two-star drivability rating.read the full storyConclusionAlthough some cars suffered mechanical wounds during our two-day flog, at the end of our tests at the track, Chrysler’s straightaway was neither littered with twisted connecting rods and fractured brake rotors, nor lubricated with engine oil or coolant. This was especially satisfying because every one of the modified machines was a streetable car in keeping with our rules. They were all shod with genuine street tires (rather exotic ones in some cases), muffled by silencers that will not attract unsympathetic gendarmes, and fitted with reasonably supple suspensions. As we had suspected, aerodynamics and gearing helped several cars improve their finishing order substantially between 100 mph and 150 mph during the acceleration portion of the test. We were also pleased to see that although every entrant delivered decent braking performance, the stopping time from 150 mph did make the critical difference in at least two contests—the Steeda versus the Hennessey and the RENNTech versus the SVSi. Finally, the convincing overall victory by the Lingenfelter ZR-1 confirms that speed contests are still subject to the laws of physics. After all, this ZR-1 had the most powerful engine, the lightest weight, and the least aerodynamic drag of all the tuners. Combined with its anti-lock brakes, it proved unbeatable. At least until next time.It’s No Joy RideSo, what’s it feel like—and sound like—to rocket one of these pricey tuner sleds to 150 miles an hour? And, we hear you asking, what happens when you slam on the brakes at that blurry speed?As the test driver, I can answer those questions, but bear in mind that these tests aren’t the joy rides they might appear to be. With all the tasks the driver faces, there’s not much time for thrills.In launching a car from a standstill, wheelspin can work to your advantage, but you must keep tight control of it with powerful cars like these. Some cars, like the Hennessey Venom, were a cinch to launch. Give it throttle until the tach shows 1400 rpm, then release the clutch pedal as quickly as possible while flooring it, and you’re banged forward with a smooth shove that doesn’t let up until the redline. Other cars are more complicated. With the Steeda Mustang, for example, it’s a delicate exercise of balancing throttle pressure with clutch engagement to prevent the tires from going up in smoke.There isn’t much time to get it right. Bog the engine without enough wheelspin, or send the tires up in smoke, or linger too long at the starting gate, and the engine builds too much heat to generate full power.Once you’re off, that first shift comes up quickly. You want to shift as closely to the redline as possible, but if you hit the rev limiter, your run is toast. Shift as quickly as the gearbox will permit, and the speedo needle continues its climb with just the slightest interruption. Get it wrong—for example, when the synchros or an H-pattern blocks a shift—and the gearbox lets go with a hideous crunching of gears that goes way past “grinding a pound.” And your run is, again, toast. After the second-to-third-gear shift, the hardest part is behind you—the tires have finished their snake dance and are finally glued to the tarmac, and upcoming shifts aren’t as critical. This is when powerful cars feel at their best. If there’s any thrill in 0 to 150, it’s during these next few seconds. Even after eight years, the thrust from powerful cars like these still makes me giddy, and you can savor the roar of the engine before consequent wind noise starts to drown out the symphony. You must listen closely to that symphony, analyzing it for signs of excessive detonation, while always keeping an eye on the tachometer and other vital signs.Up around 130 and 140 mph, there’s a lot to distract you. The wind shrieks around the windshield pillars, and the steering starts losing precision, requiring more correction. This is something to think about when you’re about to slam on the brakes, with just a few feet between the car and the weeds and who knows what.Above 140, a mental checklist flashes in my mind: Steer the car over the center line. Move left foot over the brake pedal or over the clutch. Does this car have ABS? Brace the steering wheel. Watch the digits for 149 (the speedometer has a delay of a mile or so per hour). Watch the readout with one eye: 147.3 . . . 148.2 . . . 148.8 . . . Brake! And concentrate!At that moment, you have to get the clutch in instantly—if not, the engine will keep the car from slowing down quickly. You also have to keep the car heading straight down the track—the weight transfer to the front wheels under hard braking makes all but a couple of the cars in this supertest squirm nervously. The Vipers don’t have anti-lock brakes, so while you’re hard on the pedal, you have to watch for the slightest shift in the chassis that tells you a tire is locking up. Braking hard at 150 is unlikely to provoke a spin. But you never forget that at this speed, any off-track excursion would put your neck at serious risk, not to mention the car.It feels like a hot seat behind the wheel, but not because the air conditioning is turned off. You’re also on stage, with a big audience—this one included Speedvision and antsy owners who’d like their cars to perform well. And you have just four shots to get it right. Any mistakes you make will be obvious to everyone, and recorded on videotape forever.Some joy ride. —Don SchroederContributing 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

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    1991 Mitsubishi Diamante LS Test: On the Cutting Edge of Gadgetry

    From the September 1991 issue of Car and Driver.If we had to sum up the Mitsubishi Diamante in one sentence, we’d say, “Look out, Buick!”Actually, Oldsmobile and Mercury and Chrysler are just as threatened. For two rea­sons: First, this is the sort of quiet, comfy, gadget-rich four-door that the upscale Detroit brands have always regarded as their exclusive franchise; second, it’s a harbinger from Japan of many more fancy family four-doors to come. Let’s take the second reason first. This car made its Japanese debut in May 1990, just about the time that government decided to let its people live a little. Taxes on large cars (exceeding 2.0 liters in engine dis­placement, 185 inches in length, and 67 inches in width) were substantially reduced—not just the new-car tax but also the ownership tax that’s due every year. Insurance rates were lowered too. As a result, Japanese buyers rushed to bigger cars, lifting sales of the brand-new Diamante to more than twice the level Mitsubishi had projected. Other makers benefited too: Lexus LS400s and lnfiniti Q45s are now as common as fireplugs in Tokyo. HIGHS: Seductive leather, growling V-6, wowee features.How does this threaten Buick? Easy. The Japanese have long dominated the small-car category because they’ve been catering to home-market demand, which gave them the economy of volume produc­tion. As the home market shifts to bigger cars, so will the Japanese advantage. Expect plenty of Japanese action in the above­-$20,000 sedan category from now on. And Detroit’s in for a real siege too, judging by the Diamante. This car, in the heavily optioned form tested here ($29,622), excels at the pleasures for which people have traditionally bought Buicks. What it loses in a showdown of pure, curb­side bulk—the Diamante is about four inch­es shorter and two inches narrower than a Buick Regal four-door—it more than makes up for in gadgets you can point at and make the neighbors say wow. Mitsubishi proffers more acronyms than the Houston Space Center: TCL, ECS, ABS, EPS-II, MSS, MVIC, ECL-M. It’s part of a carefully considered plan. The company knows that the country-club set doesn’t genuflect—yet—to the name Mitsubishi. But people associate technology with value, so the Diamante is laden with buttons, switches, and systems that people will take for technology. It’s the ultimate Sharper Image car. If anything, the buttons distract from the classy act of a well-bred automobile. Certain aspects of the Diamante are very appealing. The test car’s leather interior is a knockout, charming in a Jaguar-like fash­ion. The 24-valve V-6 makes a sexy growl as you toe into it, a sound that seems to be showcased in an otherwise whisper-quiet interior. And the ride is controlled yet magic-carpet silky, provided you leave the Euro-Handling package’s Active-ECS switch in its default position. Diddle with the buttons, however, and you can easily screw up a good thing. We’re talking about the top-of-the-pile Diamante LS, a car of the same size and shape as the $20,307 no-suffix Diamante but so different in detail that this review can’t apply to both. The LS’s 202 horse­power (compared with 175 in the 12-valve base engine), smoother-shifting computer-controlled transmission, and optional leather interior gave our test car a level of sophistication appropriate to its price. Incidentally, the wood trim is fake, but it’s the best fake in the industry. In size, the Diamante fits in the middle, between the Nissan Maxima and the Acura Legend. Back-seat room is good for adults, particularly in toe space under the front seat. Trunk room, at only 13.6 cubic feet, is stingy. Given the exterior size and interior room, the Diamante LS, at 3668 pounds, is decidedly overweight. LOWS: Phony steering effort, compact trunk, wowee features. Yet performance is quite spritely, partic­ularly at those times when you let the engine rev. The 0-to-100-mph time of only 24 seconds is impressive. In most contests, though, an Acura Legend would be the quicker machine.Although Mitsubishi has invested heavi­ly in the Sharper Image approach to motoring, we are generally not very enthusiastic about electronic adjustments—why not just make the car work right instead of making it adjustable?—and we find nothing of great value in the Mitsubishi way. In fact, the LS’s speed-dependent, electronically con­trolled steering effort (not driver adjustable) gives some phony feedback under certain circumstances that’s plain annoying.Automatic transmissions such as Mitsubishi’s, with driver-operated switches for overdrive on-off and for power-or-econ­omy shift schedules, are probably harmless enough. The big electronic item on the test car was the Euro-Handling package ($1670 extra), which includes electronically con­trolled suspension and traction control. This suspension allows you to select Sport, which makes the ride hard. Leave it alone and the computer stiffens the dampers at higher speeds and when you turn or brake beyond nominal g-levels. All you feel is a car that seems well behaved. (Isn’t that the point?)This suspension, when left alone, also adjusts car height: 1.2 inches higher for low speeds on very rough roads, normal for rou­tine driving, 0.4 inch lower on smooth roads above 56 mph. A switch allows you to override this schedule too, although the computer disregards your orders if it thinks you’re trying something foolish—over 43 mph in the high position, for example. The traction control has an additional function called Trace Control. The basic traction-control feature performs as you’d expect, reducing power in the event of wheelspin by first retarding the spark, then moderating the throttle. Trace Control, which the driver can switch off, is Mitsubishi’s way of using the traction con­trol’s power-controlling functions to limit cornering capability to a level at which it thinks the driver will be comfortable. Funny, we always thought that’s what the right pedal was for. Anyway, Trace Control, at moderate highway speeds, gives you only enough power in corners to main­tain 0.7 g. As speed increases, power in turns is gradually pared back, finally allow­ing you only 0.3 g. Our skidpad-testing speed is typically about 40 mph. We tried it with Trace Control, recording 0.72 g. Without it, the figure was 0.75 g. The num­bers don’t appear much different, but the cut in power is unmistakable from the driv­er’s seat. What’s the point? Well, Mitsubishi just wants to help . . . and help and help. This is one of those cars that locks its doors auto­matically as soon as it’s up to jogging speed. At first thought, that’s kind of neat. But they don’t unlock when you slow or stop. Well, of course not. How could a machine possibly know when it’s safe to unlock the doors? But that means it’s just trading one set of problems for another. Now you have to do the unlocking, either individually or by pressing the master ”Unlock” button. And you’re going to for­get. You stop, get out to load a package, and all the doors are locked but the one you exit­ed. If this car really wanted to help, it would find a way, when you’re standing there with two arms full, to unlock the door that it had the bright idea to lock in the first place. VERDICT: A four-door for the Sharper Image crowd. Our test car, with all its options, is a lot like one of those fancy restaurants where the waiters never stop hovering, fussing with your glassware. Some people think that’s fine service. And they will never stop saying wowee about this car. CounterpointPeople who dress better than I do say this car looks like a BMW. At first I didn’t agree, but I’m beginning to come around. Maybe the styling of the Diamante will be its real appeal. Never mind the slick four-wheel-drive system, the fine response of the revvy V-6, or any of the electro-contraptions that control ride, handling, and shifting. None of these features is new. Forget the opulent upholstery, too. But the styling, in a Japanese luxury car, is new. It’s grown-up, hip, and doesn’t look like Japanese styling. If it sells well, I’ll change my wardrobe. —Phil BergI wish Mitsubishi would sometimes give its technology a rest. The Diamante doesn’t need variable damping and ride­-height suspension, computer-controlled power steering, or “trace” control. None of these features complements the char­acter of this competent and comfortable, if somewhat bland, sedan. In fact, this technology doesn’t even work particularly well. A Diamante without these features is not only better, it’s a better buy. —Csaba Csere The new Mitsubishi Diamante, much like the new Acura Vigor, strikes me as belonging to the gray porridge area of the automobile world—good as it is. It is a car difficult to find fault with—but just as difficult to fall in love with (unlike, say, the Nissan Maxima SE). The Diamante stops, goes, turns, and looks just fine. The dashboard seems a bit gimmicky, as does the exterior, but the driving position is excellent. If this car lacks anything, it’s excitement. —William JeanesSpecificationsSpecifications
    1991 Mitsubishi Diamante LSVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
    PRICE
    Base/As Tested: $25,503/$29,622Options: Luxury package (leather trim, power passenger seat); $2100; Euro-Handling package, $1670; sound system, $259; floor mats, $90
    ENGINEDOHC 24-valve V-6, iron block and aluminum heads, port fuel injectionDisplacement: 181 in3, 2966 cm3Power: 202 hp @ 6000 rpmTorque: 199 lb-ft @ 3000 rpm 
    TRANSMISSION4-speed automatic
    CHASSIS
    Suspension, F/R: struts/multilinkBrakes, F/R: 10.9-in vented disc/10.5-in vented discTires: Yokohama Radial 376205/65VR-15 M+S
    DIMENSIONS
    Wheelbase: 107.1 inLength: 190.2 inWidth: 69.9 inHeight: 55.5 inPassenger Volume, F/R: 54/41 ft3Trunk Volume: 14 ft3Curb Weight: 3668 lb
    C/D TEST RESULTS
    60 mph: 8.8 sec1/4-Mile: 16.8 sec @ 86 mph100 mph: 24.0 secRolling Start, 5–60 mph: 9.3 secTop Gear, 30–50 mph: 5.2 secTop Gear, 50–70 mph: 6.1 secTop Speed: 130 mphBraking, 70–0 mph: 194 ftRoadholding, 300-ft Skidpad: 0.75 g 
    C/D FUEL ECONOMY
    Observed: 19 mpg
    EPA FUEL ECONOMYCity/Highway: 18/24 mpg 
    C/D TESTING EXPLAINED More

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    A 2024 Mazda CX-90 Turbo S Joins Our Long-Term Fleet

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