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    Tested: The 2023 Kia EV6 GT Scrambles Brand Perceptions

    From the December 2022 issue of Car and Driver.The chaos of upheaval can create opportunity. Take the dawning EV revolution, which has already seen a startup car company rocket past century-old competitors to become the most valuable automaker on earth. In the latest upset, a Korean brand best known for low prices, long warranties, and liberal financing has created a machine with performance that rivals the most revered Germans.In nomenclature, the difference between the Kia EV6 GT and the lesser EV6 GT-Line models is slight. That Kia denotes the top-performing version of its mid-size EV by reducing rather than adding to the nameplate is something of an undersell, but the GT’s hardware shows the intensity of this effort. More on the Kia EV6The headline achievement is the powertrain. Other dual-motor, all-wheel-drive EV6 models serve up 320 total horsepower; the GT, presumably after downing a can of spinach, is bursting with 576 horses. A new GT mode affords access to the entire thundering herd. Normal and Sport modes limit output to 460 horsepower, and Eco cuts it to 288. The full hit of torque, which has climbed from 446 pound-feet in the all-wheel-drive GT-Line to 545, is always available.HIGHS: Scalding acceleration, lively handling, speedy charging.In our testing, the 320-hp EV6 GT-Line hit 60 mph in 4.5 seconds, but the GT made the leap in 3.2. Let that sink in: 3.2 seconds to 60. In a Kia. It also dispatched the quarter-mile in 11.6 seconds at 119 mph. The top speed is a claimed 161 mph. Clearly, this isn’t your cheapskate uncle’s Spectra. Marc Urbano|Car and DriverYou know what else laid down a 3.2-second 60-mph time? The Audi RS Q8. As for other EVs, the Kia vaults past the Ford Mustang Mach-E GT Performance (60 mph in 3.7 seconds, quarter-mile in 12.7 at 101 mph) to sit at the head of the table with the Porsche Taycan 4S (60 mph in 3.4 seconds, quarter-mile in 11.7 at 120 mph) and the BMW i4 M50 (60 mph in 3.3 seconds, quarter-mile in 11.7 at 120 mph). When you dial up full powertrain strength, mashing the right pedal brings a blurring of the scenery that feels like it should come with streaks of light and Chewbacca’s roar. Instead of hearing “Take us to lightspeed, Chewie,” you’ll notice a vaguely futuristic electric-motor sound—turns out the noise is yet another configurable element. Three audio themes offer customization for volume and quickness of rising pitch. Stylish might be more aptly described as spacey, Cyber is a shriller version of Stylish, and Dynamic is like the ominous rumble when the spaceship heads toward the evil planet. Marc Urbano|Car and DriverTo help put the power of the steroid-enhanced motors to the pavement, the GT gets an electronically controlled limited-slip rear differential (eLSD). Kia also fortifies the EV6’s chassis with quicker steering and a firmer suspension tune, abetted by adaptive dampers. Here again there are more modes, which adjust the accelerator response, steering effort, damper tuning, and eLSD. LOWS: Constrained range, stiff-legged chassis, so many modes.With the dampers in their normal mode, the ride is acceptable, but it becomes quite stiff in the firmer settings. The payoff is that this car eats up corners, guided by steering that never gets too heavy, even in Sport+ mode. Wearing Goodyear Eagle F1 Asymmetric 3 SUV sneakers, the GT clung to the skidpad with 0.92 g of stick, versus 0.86 g from the GT-Line on all-season rubber. The eLSD can overdrive the outside rear wheel in corners, and you can feel this car’s tail-happiness in the Sport and GT drive modes, which loosen the stability control’s oversight. In either one, you’ll be fishtailing out of the Dairy Queen just like them Duke boys. For even more TikTok-worthy antics, there’s a Drift mode. (To activate it, start in Sport or GT mode with your foot on the brake pedal, hold the stability-control button until the system is fully disabled, and pull back on both paddles for three seconds.) The setting optimizes the front-to-rear torque split and the eLSD, making it possible to drift—or, as we discovered on wet pavement, to spin. This thing is the Firebird Trans Am of crossover EVs.Good thing the GT also has more substantial brakes: 15.0-inch front discs (squeezed by four-piston calipers) and 14.2-inch rears, as opposed to the 12.8-inch front and rear rotors in lesser models. They stop the EV6 from 70 mph in 159 feet and are easy to modulate in either of their two settings. Drivers can choose how much to interact with the brakes, as the GT offers the gamut of regen, from none to true one-pedal driving with three steps in between. The battery pack is one element that hasn’t been upgraded, and therein lies this car’s weakness. The 77.4-kWh battery, good for an EPA-rated 274 to 282 miles in the regular dual-motor EV6 and 310 miles in the single-motor version, here delivers an estimated 206 miles. In our 75-mph highway range test, the GT managed 190 miles. The battery drains fast but also quickly refills thanks to an 800-volt architecture that gulps electrons at a rate of up to 240 kilowatts; the GT’s battery went from 10 to 90 percent in 26 minutes on a DC fast-charger.Marc Urbano|Car and DriverFor all its perception-shattering performance, the GT is visually demure. It’s true that the EV6 is stylishly sleek and futuristic, but the GT is barely discernible from lesser models (the telltales: lime-green brake calipers, 21-inch wheels, a subtle rear spoiler, reworked fascias). It lacks the plumage of max-attack Porsches, M cars, and AMGs. With the EV6 GT, Kia shows it can make a muscle machine, but it doesn’t yet have the confidence to brag about it. Maybe its next one will be loud and proud: Wild wings. A dive-plane splitter. Blistered fenders. Canards and vortex generators. A screaming chicken on the hood. In chaotic times, expect the unexpected. VERDICT: A new-age performance car from an unlikely source.All Revved UpCar and DriverSimply increasing the output of the EV6’s motors (front at left) isn’t enough to reliably propel the EV6 GT to its top speed. More power requires more cooling, and Kia also had to fortify the rotor assembly to keep it all together at up to 21,000 rpm, 40 percent faster than the EV6.SpecificationsSpecifications
    2023 Kia EV6 GTVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
    PRICE
    Base/As Tested: $62,695/$63,400Options: Steel Matte Grey paint, $695 
    POWERTRAINFront Motor: permanent-magnet synchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 576 hpCombined Torque: 545 lb-ftBattery Pack: liquid-cooled lithium-ion, 77.4 kWhOnboard Charger: 10.9 kWPeak DC Fast-Charge Rate: 240 kWTransmissions: direct-drive 
    CHASSIS
    Suspension, F/R: struts/multilink Brakes, F/R: 15.0-in vented disc/14.2-in vented discTires: Goodyear Eagle F1 Asymmetric 3 SUV255/40R-21 102Y
    DIMENSIONS
    Wheelbase: 114.2 inLength: 184.8 inWidth: 74.4 inHeight: 60.8 inPassenger Volume, F/R: 52/48 ft3Cargo Volume, behind F/R: 50/24 ft3Curb Weight: 4772 lb
    C/D TEST RESULTS
    60 mph: 3.2 sec100 mph: 8.0 sec1/4-Mile: 11.6 sec @ 119 mph130 mph: 14.8 sec150 mph: 24.1 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 3.4 secTop Gear, 30–50 mph: 1.7 secTop Gear, 50–70 mph: 2.2 secTop Speed (mfr’s claim): 161 mphBraking, 70–0 mph: 159 ftBraking, 100–0 mph: 335 ftRoadholding, 300-ft Skidpad: 0.92 g 
    C/D FUEL ECONOMY AND CHARGING
    Observed: 74 MPGe75-mph Highway Driving: 80 MPGe75-mph Highway Range: 190 miAverage DC Fast-Charge Rate, 10–90%: 152 kWDC Fast-Charge Time, 10–90%: 26 min 
    EPA FUEL ECONOMY
    Combined/City/Highway: 79/85/74 MPGeRange: 206 mi
    C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

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    A 2023 Subaru BRZ Limited Manual Joins Our Long-Term Fleet

    IntroductionThis was a given. Redesigned for the 2022 model year and already carrying around a 10Best trophy, the new Subaru BRZ was a shoo-in for a long-term visit, especially now that it’s imbued with more power and refinement than the 2013 BRZ we last subjected to a 40,000-mile test. This is 2839 pounds of affordable rear-wheel-drive fun. Meat-and-potatoes driving enjoyment. Why’d we pick the BRZ over its also-fresh Toyota GR86 counterpart? That’s a tougher call, but this platform is still the Subaru engineering team’s baby. That the BRZ also rides better on crappy Midwestern roads than the Toyota and is slightly less tail-happy in corners should make it that much easier for us to enjoy over the next year or so. More on Subaru BRZSubaru makes it simple for drivers to configure their BRZ. All versions feature a considerably stiffer chassis and a 2.4-liter flat-four good for 228 horsepower—a 23-hp increase over the previous 2.0-liter mill. More importantly, the new engine’s meatier 184 pound-feet of torque now peaks at a lower 3700 rpm, resulting in smoother power delivery. A Torsen limited-slip differential is standard, as is one of the most satisfying six-speed manual setups available. Fine by us. Michael Simari|Car and DriverThe BRZ’s Premium trim level starts at $29,615, underscoring this car’s budget-conscious positioning. An intuitive 8.0-inch touchscreen, a 7.0-inch digital instrument cluster, dual-zone automatic climate control, keyless entry, a push-button ignition, and other niceties are all included. But we would’ve been foolish not to step up to the $32,115 Limited, if only for the 18-inch Michelin Pilot Sport 4 summer tires that replace the base car’s 17-inch Michelin Primacy HP rubber. The heated front seats, blind-spot monitoring, and microsuede upholstery with red contrast stitching that the Limited also adds are a welcome bonus. The BRZ’s optional six-speed automatic transmission, which comes with a suite of Subaru EyeSight driver aids, was never considered, though we did decide to tempt fate with roadside tax collectors by opting for bright Ignition Red paint (at no cost). An early road trip from Michigan to Virginia International Raceway (VIR) in support of our Lightning Lap event knocked out our car’s 1000-mile break-in period and helped establish its current 26-mpg average fuel economy—4 mpg better than its EPA combined estimate. We also ran it on our 75-mph highway route, where its 31-mpg result topped its federal rating by a similar amount. Upon its initial visit to the test track, a tire-spinning launch punted the BRZ to 60 mph in 5.4 seconds and through the quarter-mile in 13.9 seconds at 102 mph, making it about a second quicker than its predecessor in both measures. It also posted a solid 0.95 g of grip around the skidpad and stopped from 70 mph in 162 feet and from 100 mph in 318 feet. We’re more than pleased with this updated car’s bang for the buck. “It only took five miles to reconvince me that this is a fantastic sports coupe,” said senior technical editor Dave Beard, who added that he “110 percent would buy one.”Some familiar nits have already cropped up in the BRZ’s logbook. Though it is nicer and more comfortable inside than before, this updated car’s steering column still doesn’t telescope as far as some taller drivers would like. And the intimate cabin—while pleasantly straightforward when hunting apexes—is stingy on useful places to stash our stuff during commutes. At least folding down the rear seats should help it swallow an extra set of tires and wheels for track days, which we look forward to confirming. Michael Simari|Car and DriverSubstantial road and engine noise inside the car—91 decibels at full throttle, 74 decibels at 70 mph—also are a part of life with the BRZ. While the song that the new 2.4-liter engine sings is easy enough on our ears, those sound measurements are even louder than what we recorded in our previous-gen long-termer, which we said was “100 pounds of sound deadening material away from greatness.” A chunk of that increased noise stems from the fake engine note the new car plays through its stereo speakers—a feature Subaru doesn’t let you control, though the owner’s manual does note that your dealer can deactivate the added sounds upon request. A quick internet search reveals a more practical solution: Simply unplug the system’s control module via an access panel on the far-right side of the dashboard. Voilà, no more flat-four backing track. We won’t know precisely how much that fix has muffled our Subaru’s voice until its return visit to the test track. But our initial impression is that we’ve merely toned down the racket inside the car rather than altered its tone. Trundle down the highway and you can barely hear the engine. Drive it hard, though, and plenty of flat-four growl can still be heard through the firewall. And we can always plug the system back in when it suits us. Next up is fitting a set of winter tires, which will not only help our BRZ survive Michigan’s annual snowpocalypse but make its rear-wheel-drive goodness even more exploitable. Months in Fleet: 1 month Current Mileage: 3097 milesAverage Fuel Economy: 26 mpg Fuel Tank Size: 13.2 gal Observed Fuel Range: 340 milesService: $0 Normal Wear: $0 Repair: $0 Damage and Destruction: $0SpecificationsSpecifications
    2023 Subaru BRZ LimitedVehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
    PRICE
    Base/As Tested: $32,115/$32,115
    ENGINE
    DOHC 16-valve flat-4, aluminum block and heads, port and direct fuel injectionDisplacement: 146 in3, 2387 cm3Power: 228 hp @ 7000 rpmTorque: 184 lb-ft @ 3700 rpm
    TRANSMISSION
    6-speed manual
    CHASSIS
    Suspension, F/R: struts/multilinkBrakes, F/R: 11.6-in vented disc/11.4-in vented disc Tires: Michelin Pilot Sport 4215/40R-18 85Y
    DIMENSIONS
    Wheelbase: 101.4 inLength: 167.9 inWidth: 69.9 inHeight: 51.6 inPassenger Volume: 77 ft3Cargo Volume: 6 ft3Curb Weight: 2839 lb
    C/D TEST RESULTS: NEW
    60 mph: 5.4 sec100 mph: 13.3 sec1/4-Mile: 13.9 sec @ 102 mph130 mph: 25.9 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 6.6 secTop Gear, 30–50 mph: 8.9 secTop Gear, 50–70 mph: 8.0 secTop Speed (C/D est): 140 mphBraking, 70–0 mph: 162 ftBraking, 100–0 mph: 318 ftRoadholding, 300-ft Skidpad: 0.95 g
    C/D FUEL ECONOMY
    Observed: 26 mpg75-mph Highway Driving: 31 mpg75-mph Highway Range: 400 mi
    EPA FUEL ECONOMY
    Combined/City/Highway: 22/20/27 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 EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

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    2024 Acura Integra Type S Is More Like What We Were Hoping For

    What’s the best way for Acura to improve upon its new Integra? Give it more power, better tires, and an upgraded chassis. So we’re pleased that the Integra’s upcoming performance variant, the Type S, takes its powertrain from the delightful new Honda Civic Type R and includes numerous handling upgrades. We drove a prototype of the Type S at Honda’s proving grounds in Tochigi, Japan. Slated to arrive this summer, the new model should offer the 40-plus crowd an alternative to the raucous Type R.Mechanical details are slim at this point, but we know that the Integra shares the Type R’s turbocharged 2.0-liter inline-four, six-speed manual transmission, limited-slip differential, and front-wheel-drive layout. In the Integra, this engine should at least match, if not exceed, the Civic’s 315 horsepower and 310 pound-feet of torque.Were you hoping Acura would introduce an all-wheel-drive system or a dual-clutch automatic transmission for quicker acceleration? Tough luck. (But we’ll gladly take the manual, thanks.) Because the base Integra is less expensive and sophisticated than its German entry-lux competitors, the Type S will likely slot in below the Mercedes-AMG CLA35 and the BMW M235i Gran Coupe, for example, in terms of performance and price.Integra and Its RivalsOf course, that doesn’t mean it will be any less fun to drive than its rivals. Our brief experience behind the wheel suggests the Type S treatment goes a long way toward livening up the Integra’s dynamics, which were already lively. The steering is heavier while remaining responsive and precise, and the wider tires lend a planted feel. By the way, those 265-series Michelin Pilot Sport 4S tires are of the grippy high-performance summer variety (a notable omission on the regular Integra, which is only available with all-season rubber). They will vastly improve skidpad and braking figures and help sharpen turn-in and steering feel too.We’ll have to wait to drive the Type S on public roads to judge its ride quality next to the firm Type R, but the turbo four in this package impressed us. It revs eagerly, pulls hard to triple-digit speeds, and even makes plenty of character-adding exhaust pops and crackles.Because this is a Type S and not a Type R, the styling is less extroverted. The Integra lacks the Civic’s giant wing and aggressive-looking vents and scoops, which could be good or bad, depending on your perspective. We like the subtly meaner stance of the Integra Type S, which has larger 19-inch wheels and wider fenders than the standard car, with different front and rear fascias. The interior of the prototype didn’t display any obvious differences, although the front seats have a bit of extra bolstering.With a dash more sophistication than the Honda, the Integra Type S could prove enticing. If it’s priced within a few thousand dollars of the Civic Type R’s $43,990 base, there should be plenty of interest in this alternative Honda hot hatch. We’re eager to find out more and spend more time behind the wheel when the Integra Type S comes closer to reality.This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

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    2023 Audi TT RS Iconic Edition Is a Send-Off to Audi's Sports Car

    The Audi TT, a car that represents a golden era at Audi, is bidding a prolonged farewell. The TT RS exited the stage in the U.S. market at the end of the 2022 model year with the Heritage Edition, and now in Europe, the TT RS Iconic Edition is a similar homage to the history of the distinctive coupe. And that’s why it’s worth taking a look at the past generations before we get to the details of this latest and arguably most competent iteration of the TT to date.It was 1995 when the TT concept (above) wowed the unsuspecting audience at the Frankfurt auto show. Extremely puristic and geometric, it was a modern interpretation of a Bauhaus aesthetic. The production model came to market only three years later (not till the 2000 model year in the U.S.), remarkably faithful to the show car and still oozing concept-car vibes. The first, stylistically purest TT was offered as a coupe and a convertible. A 225-hp turbocharged 2.0-liter paired with all-wheel drive arrived in its second U.S. model year as the top offering, later exceeded by a 3.2-liter narrow-angle V-6, available with a manual or a dual-clutch transmission that had just launched in the Golf R32.More on the Audi TTThe second-gen TT coupes and convertibles that arrived stateside for 2007 were a bit less minimalist in design. With this model, however, Audi brought back a five-cylinder engine, a move that fired up brand aficionados. Unlike Audi’s original five-banger that debuted in 1976, this one was derived from the EA113 four. It was a close relative of the U.S.-market inline-five that powered the Golf and other models, but it was turbocharged and produced twice the output.The current, third-generation TT returned to its roots with razor-sharp lines and a more sporting appearance. Ferdinand Piëch himself sent the designers back to the drawing board, when—upon setting his eyes on an evolutionary proposal—he told them, “That is not how to treat an icon.” The new TT came to market in 2014 again as a coupe and a convertible; crossover and four-door Sportback versions originally envisioned were dismissed, and the TT has carried forward without any major changes to this day.For the Iconic Edition, just 100 of which will be built, Audi Sport decided not to dive too deeply into the design heritage of the TT; that would have entailed a different approach to wheel design and décor both outside and inside. While the original TT was defined by its use of aluminum trim, this one reflects contemporary popular notions of sportiness with black wheels and carbon-fiber appliqués.AudiThe menacing appeal of the TT RS Iconic Edition is undeniable. It sits low to the ground, with an aggressive stance, its 20-inch alloys shod with 255/30 rubber. All are finished in Nardo Grey, and the front end is accentuated by canards, blades, and a splitter; the rear end is fitted with a massive wing, and the optional OLED taillights provide a futuristic touch. This model proves that the third-gen TT’s design has aged really well.You step into a cockpit that hasn’t changed much over time and is still very clever and driver-oriented. The multimedia interface seems a bit dated only because Audi has moved on to other input strategies in its recent models, but this one works well. And the integration of the climate controls into the central air vents still seems like genius. This special-edition version features nappa leather and Alcantara in a two-tone black and gray with yellow contrast stitching in a honeycomb pattern.The turbocharged 2.5-liter inline-five—it long ago became a fully aluminum engine even though it started life with an iron block—fires up with a bellow. The European TT RS doesn’t sound quite as good as the American one did because it is saddled with a mandatory particulate filter, but the roar is still unmistakable both inside and outside the car. The seven-speed dual-clutch automatic works like a charm, providing near-seamless or deliberately pronounced shifts, depending on driving mode and throttle input. The manual transmission has long ago disappeared in the TT RS—it was available only in the previous-model generation—which we see as a regrettable miss.Making the same 394 horsepower and 354 pound-feet of torque as in the standard TT RS, the aggressive-sounding inline-five is incredibly pleasing to the ambitious driver. Even though it features only a single turbocharger, the boost comes on quickly enough—and it is relentless. We expect 60 mph to be within reach in just over three seconds from rest, and the top-speed governor is set at 174 mph. We didn’t get near that figure this time around, but you can reach triple-digit speeds with incredible ease and a sense of security that presents itself as a constant threat to your driver’s license.AudiWith its low center of gravity, performance tires, a claimed curb weight of just 3252 pounds, and all-wheel drive, the TT RS successfully explores the outer limits of the VW Group’s ubiquitous MQB platform. We drove it on fast country roads, not on a racetrack, and were still charmed by its overall precision and the nicely weighted steering. The adaptive dampers provide a great spread between a firm, hard character suited to fast driving on smooth asphalt and a more passenger-friendly, compliant setting for less aggressive driving. The rear wing effectively offsets the aerodynamic challenges of the TT’s sloping tail, something that got the first-gen TT into trouble before Audi added a mandatory rear spoiler.The current TT RS has been in production for six years now, and we are happy to report that it still holds up quite well against competitors such as the BMW M240i and the Toyota Supra, it doesn’t feel hopelessly outclassed by a Porsche 718 Cayman, and it can probably kick cheaper but newer entries like the Nissan Z to the curb. But since the TT RS is not long for this world, Audi has spared itself the cost of upgrading it with the latest, most sophisticated iterations of the engine and chassis-control systems available in the RS3.Audi has designed the TT RS Iconic Edition to become a collector’s item, and that’s why it is fitted not just with a plethora of bespoke options but also with a plaque that states not only that it is one of 100 units, but also exactly which one. Another significant indicator is its price: It comes in at a whopping 113,050 euros, or roughly $120,000, some 41,000 euros above a standard TT RS in Germany. None will come to the U.S. And that’s a shame.SpecificationsSpecifications
    2023 Audi TT RS Iconic EditionVehicle Type: front-engine, all-wheel-drive, 2+2-passenger, 2-door coupe
    PRICE
    Base: $120,000 (Germany)
    ENGINE
    turbocharged and intercooled DOHC 20-valve inline-5, aluminum block and head, direct fuel injectionDisplacement: 151 in3, 2480 cm3Power: 394 hp @ 7000 rpmTorque: 354 lb-ft @ 1700 rpm
    TRANSMISSION
    7-speed dual-clutch automatic
    DIMENSIONS
    Wheelbase: 98.6 inLength: 165.0 inWidth: 72.1 inHeight: 52.9 inPassenger Volume: 74 ft3Cargo Volume: 12 ft3Curb Weight (C/D est): 3250 lb
    PERFORMANCE (C/D EST)
    60 mph: 3.3 sec100 mph: 8.5 sec1/4-Mile: 11.8 secTop Speed: 174 mph
    EPA FUEL ECONOMY (C/D EST)
    Combined/City/Highway: 23/20/29 mpg
    C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

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    Tested: 2022 Porsche 718 Boxster GTS 4.0 PDK Is Plenty Quick and Sounds Great

    In just the last two years, our Car and Driver test team has vetted many flavors of Porsche, 34 to be exact. Of the stack from Stuttgart, 11 were GTS models, four of those 718s, but this Python Green ($2580) 718 is the first Boxster GTS we’ve tested with a seven-speed dual-clutch transmission. The average launch to 60 mph for all those Porsches, from the base Taycan to 911 Turbo S Lightweight, is a frantic 3.1 seconds. This souped-up Boxster is just 0.3 second below that average and not all that far from the 911’s performance feats. Hello, 9-1-1? I’d like to report my roof missing.The 718 is available as a hardtop Cayman coupe or a convertible-top Boxster. In base form, they’re powered by a Subaru-sounding 300-hp turbocharged flat-four, but the GTS ushers in the glorious tenor of a 394-hp flat-six engine. This engine is a detuned version of the Cayman GT4’s 414-hp unit, and you don’t need to crank the 4.0-liter to its 7800-rpm redline to enjoy it. The GTS’s standard Sport Exhaust is a good set of pipes, and in our sound-level tests, the difference between the Boxster (with its top closed) and the hardtop Cayman at wide-open throttle and at a 70-mph cruising speed was negligible.HIGHS: Flat-six music that’s at the top of our Spotify list, dual-clutch automatic thinks it’s a manual, built for fun but still performs.The Boxster is some five seconds quicker than the 670-hp Corvette Z06—that is, in terms of roof operation, performing its powered ceiling dance in roughly 10 seconds. Where acceleration is concerned, our 718 Boxster GTS’s 3.4-second 60-mph time was 0.4 second quicker than the six-speed manual 718 Boxster GTS and identical to its hardtop 718 Cayman GTS PDK counterpart. It’s also just 0.2 second behind the base 911 Carrera’s sprint to 60 mph. More impressively, its 8.2-second run to 100 mph puts it only a few tenths of a second behind wildly more expensive and powerful convertibles such as the $284,150 911 Speedster and the 540-hp Audi R8 V10 Spyder.This PDK-equipped Boxster 718 GTS reached the quarter-mile in 11.7 seconds at 119 mph. Using similar tires with the same size wheels, the PDK-equipped 718 Cayman GTS 4.0, which weighed about 20 fewer pounds than the Boxster, narrowly beat it in the quarter-mile by 0.1 second at 121 mph. The two cars’ braking performance is as similar as their appearance below the beltline. The Boxster stops from 70 mph in 145 feet and from 100 mph in 294 feet, while the Cayman does so in 149 feet and 301 feet, respectively.Michael Simari|Car and DriverAlthough the GTS’s crisp-shifting six-speed manual transmission provides a more visceral experience, the PDK’s quicker acceleration and sharp reflexes prevent it from being the wrong choice. Rather than behaving like it’s attached by strings to the EPA test cycle, the PDK shifts when we would. If you find yourself fussing with the paddle shifters despite the PDK’s prescient gear selection, you probably should’ve ordered a manual from the start. (The dual-clutch’s $3730 penalty probably won’t sway buyers in either direction.)A tightly packed cabin comes with the territory of any two-seater, and 718s don’t have much in the way of storage areas. They do have cupholders—spindly contraptions that pop out from the passenger side of the dashboard. Filling one with a large Mountain Dew Baja Blast from Taco Bell might mean you end up with an empty cup and a mess by the time you get home. A 70-pound Great Pyrenees fits perfectly fine in the passenger seat but now will only eat New Zealand-caught salmon and kibble that’s been carefully massaged into a pâté. Is that from the ride in the fancy Porsche or the symptom of a newfound food allergy? The dog simply won’t say.LOWS: Enters 911 pricing territory after only a few options, you won’t want to get out of it when you get there, hold on to your cups!Our 718 Boxster’s as-tested price rang in at $110,540. That’s $19,690 over the GTS’s starting figure. Its priciest option (beyond the PDK) was the Premium package ($3500), which added a Bose surround sound system, LED headlights with Porsche Dynamic Light System Plus, a heated steering wheel, and keyless entry and ignition. The aforementioned Python Green paint and the 20-inch 911 Turbo wheels ($2450) wrapped in Pirelli P Zero PZ4s were the next most expensive extras.It’s not the options that make the GTS a great car, it’s what’s already there. The Boxster/Cayman has made our coveted 10Best Cars list an incredible 23 times. The addition of a euphonious flat-six and wicked-smart PDK to an already brilliant sports car is worth celebrating—though we’d gladly test it again, just to make sure. SpecificationsSpecifications
    2022 Porsche 718 Boxster GTS 4.0Vehicle Type: rear-engine, rear-wheel-drive, 2-passenger, 2-door convertible
    PRICEBase/As Tested: $90,850/$110,540Options: 7-speed PDK transmission, $3730; Premium package – Bose surround sound, LED headlight w/PLDS Plus, light design package, power folding mirrors, heated steering wheel, lane change assist, $3500; Python Green paint, $2580; 20-inch 911 Turbo wheels, $2450; black leather interior, $2160; adaptive cruise control, $1670; gloss black brake calipers, $900; ventilated seats, $740; supplemental safety bars in exterior color, $640; smartphone compartment, $560; painted vehicle keys, $540; PORSCHE logo in satin black, $220
    ENGINE
    DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3995 cm3Power: 394 hp @ 7000 rpmTorque: 309 lb-ft @ 5000 rpm
    TRANSMISSION
    7-speed dual-clutch automatic
    CHASSIS
    Suspension, F/R: struts/strutsBrakes, F/R: 13.8-in vented, cross-drilled disc/13.0-in vented, cross-drilled discTires: Pirelli P Zero PZ4F: 235/35ZR-20 (88Y) N1R: 265/35ZR-20 (95Y) N1
    DIMENSIONS
    Wheelbase: 97.4 inLength: 172.4 inWidth: 70.9 inHeight: 49.7 inPassenger Volume: 49 ft3Trunk Volume, F/R: 5/4 ft3Curb Weight: 3254 lb
    C/D TEST RESULTS
    60 mph: 3.4 sec100 mph: 8.2 sec1/4-Mile: 11.7 sec @ 119 mph130 mph: 14.2 sec150 mph: 20.5 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 4.4 secTop Gear, 30–50 mph: 2.5 secTop Gear, 50–70 mph: 2.5 secTop Speed (mfr’s claim): 182 mphBraking, 70–0 mph: 145 ftBraking, 100–0 mph: 294 ftRoadholding, 300-ft Skidpad: 1.05 g
    C/D FUEL ECONOMY
    Observed: 23 mpg
    EPA FUEL ECONOMY
    Combined/City/Highway: 21/19/24 mpg
    C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

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    Tested: 2022 Mercedes-Benz EQB350 Offers Modern Tech in a Familiar Package

    Science-fiction fans divide stories into “hard sci-fi” and “soft sci-fi,” a blurred line that Lightspeed Magazine might attempt to define, but we’re sticking to cars. We bring it up only to suggest that electric vehicles might benefit from a similar subcategorization. For the hard-sci-fi fans, those detail-hungry, all-in adopters, we have tech- and trick-heavy machines like the Rivian R1S, Lucid Air, and Mercedes-Benz EQS sedan. For those just dipping in, unwilling to learn a whole new language for the commute to work, there are the “soft” EVs, and here we find the Mercedes-Benz EQB350, an electric SUV so traditional in feel that one might drive it for days and never realize there wasn’t simply a quiet gas powerplant under the hood. One of the reasons the EQB seems familiar is that it’s based on the GLB, Benz’s turbocharged four-cylinder small SUV. The EQB dresses a bit hipper, with elongated LED headlights, blue-highlighted 19-inch wheels, and a glossy black panel in place of a grille, but it shares the GLB’s squared-off rear and upright profile. More importantly, at least to those made uneasy by the all-screen future proposed by many EV designers, the EQB interior offers plenty of hard buttons to go along with its digital displays and center touchscreen. HIGHS: Commodious interior, minimally challenging user interface, quiet underway.The base EQB300 uses two motors producing 225 horsepower and 288 pound-feet of torque. We spent time in the higher-powered EQB350, which ups the output to 288 horses and 384 pound-feet. Both come standard with all-wheel drive, a 400-volt architecture, and a 66.5-kWh battery that can recharge from 10 percent to 80 percent in about half an hour at a DC fast-charging station. Mercedes says the 350 offers 227 miles of range, whereas the 300 can go about 15 miles farther. Michael Simari|Car and DriverThis small SUV is unsurprisingly not a rock star in terms of acceleration. In our testing, it hit 60 mph in 5.4 seconds, which is a reasonable result for this segment and 0.2 second ahead of the Audi Q4 e-tron. Put the accelerator down for a pass at freeway speeds, and the EQB will hustle from 50 to 70 mph in 3.6 seconds (against the Q4’s 3.3 seconds). Unless you live by a famously difficult merge point, you won’t be pained by the EQB350’s level of performance. Related StoriesDespite the EQB’s compact footprint, the cabin is open, bright, and comfortable. The EQB’s tall windows and standard panoramic glass roof let in lots of light, so even with the mostly black vinyl interior in our Premium trim car, it was neither grim nor claustrophobic. Microfiber and leather are options in all trim levels. Another benefit of the EQB’s boxy shape is rear-passenger headroom. Not only can leggy adults stretch their limbs, but they also won’t find their head too cramped against the headliner, and the rear seats offer several angles of recline. It’s a much different story for the third row, which is an extra-cost option we wouldn’t bother with unless you like to seatbelt in your grocery bags. It’s certainly not roomy enough for hauling people any distance. Without it, there’s plenty of cargo room, despite the EQB losing several cubic feet to the battery under the floor. One way an EV can cause trepidation is the user interface for basic controls. Will you need to delve into a touchscreen to find the turn signal? Or perform feats of wizardry to select a forward gear? Not in the EQB. Its infotainment quirks are minor and will be familiar to any modern Mercedes owner: overly-sensitive buttons on the steering wheel and a touchpad on the console that could be space better used for small-item storage. Other than that, we found the interior layout attractive and easy to use. It’s straightforward and unfussy, with just enough detail to be interesting without becoming busy. Mercedes Voice Control is one of the best we’ve experienced, but don’t let your passengers know they can ask the car to tell jokes, or you’ll spend the rest of the drive hearing a monotone voice deliver bangers like this one: “Two fish were in a tank. One said to the other, ‘Do you know how to drive this thing?'” Funny, Mercedes, but we’d rather have wireless Apple CarPlay, not currently an option. LOWS: 227 miles of range isn’t stellar, third-row seat is pointless, MBUX joke-telling function is as cringey as your Uncle Fred.On the road, the EQB350 is just what a small electric SUV should be: silent and smooth. It doesn’t emit spaceship warbles or wind-tunnel whooshes—the only sounds are the slight hiss of the tires and whatever music you’re playing over the stereo. It steers and brakes with minimal drama. In testing, it stopped from 70 mph in 178 feet (a mere foot longer than rival Audi) and clung to the skidpad with 0.85 g of grip. One of the few obvious electric-car features the EQB350 does showcase is adjustable settings for its regenerative braking, controlled on the steering wheel paddles. Otherwise, you may only remember it’s eating electrons when the screen warns that it’s time to find a charging station.Michael Simari|Car and DriverSpecificationsSpecifications
    2022 Mercedes-Benz EQB350 4Matic PremiumVehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door wagon
    PRICE
    Base/As Tested: $59,100/$60,380Options: Mountain Grey Metallic paint, $750; garage door opener, $280; charging cord, $250 
    POWERTRAIN
    Front Motor: induction asynchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 288 hpCombined Torque: 384 lb-ftBattery Pack: liquid-cooled lithium-ion, 66.5 kWhOnboard Charger: 9.6 kWPeak DC Fast-Charge Rate: 100 kWTransmissions, F/R: direct-drive/direct-drive
    CHASSIS
    Suspension, F/R: struts/multilinkBrakes, F/R: 13.0-in vented disc/12.6-in discTires: Continental ProContact 6XSSR235/50R-19 103T M+S Extra Load MOE
    DIMENSIONS
    Wheelbase: 111.3 inLength: 184.4 inWidth: 72.2 inHeight: 65.6 inPassenger Volume: 102 ft3Cargo Volume, rear seats up/down: 22/62 ft3Curb Weight: 4815 lb
    C/D TEST RESULTS
    60 mph: 5.4 sec1/4-Mile: 14.3 sec @ 93 mph100 mph: 20.1 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.5 secTop Gear, 30–50 mph: 2.2 secTop Gear, 50–70 mph: 3.6 secTop Speed (gov ltd): 100 mphBraking, 70–0 mph: 178 ft
    Roadholding, 300-ft Skidpad: 0.85 g
    C/D FUEL ECONOMY AND CHARGING
    Observed: 84 MPGe
    EPA FUEL ECONOMY
    Combined/City/Highway: 96/98/93 MPGeRange: 227 mi
    C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

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    Tested: 2023 BMW iX M60 Is an EV That Delivers Power and Exclusivity

    Back in the early days of the BMW 2002, BMWs were rare and driven mostly by enthusiasts. They often flashed their brights upon encountering another member of the then-tiny tribe. These days, BMW sells around a quarter-million cars a year in America, and their drivers are neither committed nor rare enough to observe such niceties. But with the electrically powered iX, BMW might well re-create that exclusivity. Although it’s roughly the size of the X5, the iX has little in common with that established SUV—structurally or visually. The iX was introduced as a newly developed 2022 model with a unique structure made from high-strength steel, aluminum, plastic, and carbon fiber. The chassis uses a mostly aluminum control-arm suspension with dual lower links in front and a multilink layout in the back.It sports a giant version of BMW’s vertical rendition of the traditional twin nostrils, and the iX lacks the full-length character lines of most BMWs. It’s a rather shapeless lump, particularly in the contour-smothering Storm Bay Metallic hue of our test car. However, it is a smooth lump, with a drag coefficient of 0.26.iX M60 PerformanceThe iX launched as the xDrive50, but now BMW has added the more powerful iX M60. It boasts uprated front and rear electric motors producing a maximum of 610 horsepower (in Sport mode) and up to 811 pound-feet of torque (using launch control). These figures are up by 94 ponies and a whopping 247 pound-feet compared to the xDrive50. HIGHS: Impressive real-world highway range, warp-drive acceleration, sitting inside it.As you’d expect, these increases are noticeable. Acceleration to 60 mph consumes but 3.2 seconds, and the quarter-mile is covered in 11.5 seconds at 120 mph—both figures almost a second better than the already-quick xDrive50. For a machine that weighs the better part of three tons, such acceleration is amazing. And thanks to its instantaneous response and shift-free acceleration, the M60 feels even quicker than these figures. With a twitch of your right foot, you can pass just about anyone, anywhere, at any speed, with little effort.Related StoriesOn a winding mountain road, this acceleration slingshots you from corner to corner with nearly the intensity of a 1000cc crotch rocket. Driven this way, you need more than regenerative braking to slow you down, and the M60’s big discs are up to the job. In our testing, they hauled the M60 to a stop from 70 mph in 160 feet.To match its driver’s preferences, the M60 offers multiple levels of regen braking, as well as one-pedal driving, which requires only brief adaptation and is very convenient in urban driving. It’s a feature you quickly get used to.Andrew Trahan|Car and DriverAir springs and rear-wheel steering—both optional on the xDrive50—are standard here. Though the M60 bends into corners willingly at a fast clip, there’s no mistaking that you are piloting a massive machine. And despite the 275/40-R22 Bridgestone Alenza 001 tires on our test vehicle, the maximum corning grip is only 0.87 g, one count less than the xDrive50 managed. Blasting effortlessly through everyday traffic is more suited to the M60’s inclinations.In that role, the M60 is remarkably capable. It rides very nicely, thanks to the adjustable shocks and air suspension at all four corners. Road noise is also reasonably low, and there’s plenty of space inside. In fact, despite being a couple of inches lower than an X5, the M60 has more passenger room, front and rear, and greater luggage space as well. Ritzy, Tech-Forward InteriorIts interior appointments are also very nice, with lovely perforated upholstery and the same cut-glass crystal-like controls for seat adjusters, volume controls, and iDrive knobs that you find in the just-introduced new 7-series models. It’s a comfortable cabin for your journeys.The instrument layout is very much in the current BMW idiom with the Curved Display incorporating a 12.3-inch LCD instrument cluster in front of the driver and a 14.9-inch display for iDrive 8 in the center of the dash. It’s an attractive, legible, and usable arrangement, though the so-called hexagonal steering wheel is a fashion affectation that partially blocks the cluster and is hardly necessary for thigh clearance.Many of the instrument-cluster configurations provide information in a random and not necessarily attractive fashion. And the iDrive screen has 37 icons, each representing functions offering submenus of varying degrees of complexity. For example, you can select an option that tries to replicate the ambiance of an internal-combustion engine but sounds more like a wheezing turbine. Range and ChargingFed by a 106.3-kWh battery, our 22-inch-shod iX M60 gets an EPA rating of 274 miles of range. With the standard 21-inch tires, the range increases to 288. In our 75-mph highway-range test, our iX M60 outdid its EPA estimate—an unusual result—delivering 290 miles.LOWS: Nosebleed pricing, iDrive complexity, wanting to park it out of sight.Of course, a battery this big requires a Level 2 charger to keep it juiced. Using 120 volts, you can’t keep up with even 30-mile daily drives. The iX’s on-board charger is rated at 11 kW, so you can charge even a fully depleted battery in about 12 hours with the typical 9.6-kW Level 2 box, with a more usual top-up from half empty something that’s easily accomplished while you sleep.Andrew Trahan|Car and DriverUnfortunately, the M60’s unique combination of qualities does not come cheap. Our test car had a base price of $109,895, which is about $25K higher than an xDrive50. And that price swelled to nearly $120,000, thanks to Amido (dark gray) perforated leather upholstery ($3500); the Executive Package ($3000); the Storm Bay Metallic paint ($1950); 22-inch M Aero bicolored bronze wheels with summer performance, non-runflat tires ($950); and Individual Titanium Bronze trim ($500).Based on the year’s sales so far, the iX will probably barely sell 4000 units for 2022. If you want a high-performance, exclusive model with genuine utility, it’s a great choice. Who knows, other iX drivers may flash their lights. SpecificationsSpecifications
    2023 BMX iX M60Vehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door wagon
    PRICE
    Base/As Tested: $109,895/$119,795Options: Amido perforated leather upholstery, $3500; Executive package – active cruise w/stop and go, active lane-keeping assistant, side collision avoidance, surround view, glass and wood controls, soft-close automatic doors, $3000; Storm Bay Metallic paint, $1950; 22-inch Aero bicolor wheels with performance tires, $950; BMW Individual Titanium Bronze trim, $500 
    POWERTRAIN
    Front Motor: current-excited synchronous AC, 255 hpRear Motor: current-excited synchronous AC, 483 hpCombined Power: 610 hpCombined Torque: 811 lb-ftBattery Pack: liquid-cooled lithium-ion, 106.3 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 195 kWTransmissions, F/R: direct-drive/direct drive
    CHASSIS
    Suspension, F/R: multilink/multilinkBrakes, F/R: 13.7-in vented disc/13.6-in vented discTires: Bridgestone Alenza 001 B-Silent275/40R-22 107Y Extra Load ★
    DIMENSIONS
    Wheelbase: 118.1 inLength: 195.0 inWidth: 77.4 inHeight: 66.8 inPassenger Volume: 112 ft3Cargo Volume, rear seat up/down: 36/78 ft3Curb Weight: 5778 lb
    C/D TEST RESULTS
    60 mph: 3.2 sec100 mph: 7.6 sec1/4-Mile: 11.5 sec @ 120 mph130 mph: 15.3 sec150 mph: 26.4 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.7 secTop Gear, 30–50 mph: 1.5 secTop Gear, 50–70 mph: 2.2 secTop Speed (gov ltd): 154 mphBraking, 70–0 mph: 160 ftBraking, 100–0 mph: 330 ftRoadholding, 300-ft Skidpad: 0.87 g
    C/D FUEL ECONOMY AND CHARGING
    Observed: 81 MPGe75-mph Highway Range: 290 miAverage DC Fast-Charge Rate, 10–90%: 112 kWDC Fast-Charge Time, 10–90%: 50 min
    EPA FUEL ECONOMY
    Combined/City/Highway: 78/77/80 MPGeRange: 274 mi
    C/D TESTING EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

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    Our 2022 Ford Bronco Badlands Sasquatch Has Finally Arrived for a Long-Term Stay

    IntroductionIt was with arms wide open that we welcomed a 2022 Ford Bronco Badlands Sasquatch for a 40,000-mile test. To say we were excited for it to arrive is an understatement. After the Bronco beat the Jeep Wrangler in a comparison test, we were sure it would make for a worthy addition to our long-term fleet. Really, the minute Ford decided to bring the Bronco back for 2021 we were filled with nostalgia and knew we would want to get our greasy paws all over that thing. It’s just a badass off-roading beast that we can take to the Michigan sand dunes and one that will help us get through our long, cold, snowy winter. Related StoriesIn spec’ing our Bronco, we went with what we thought were some obvious choices. We opted for the four-door model for its extra utility. We also decided to go with the seven-speed manual transmission because, well, we love shifting through those gears ourselves (save the manuals!). With that seven-speed manual comes a lower crawl gear for when you want to do some serious off-roading and need that ultrashort gearing to traverse the terrain. We also went with the Badlands trim, which is one step lower than the Wildtrak near the top of the hierarchy; it adds Bilstein position-sensitive dampers and front anti-roll bar disconnect. That gave our Bronco a base price of $48,185, versus $39,475 for the absolutely cheapest way to get a four-door with a manual transmission (Big Bend trim). If we had stuck with that base Badlands, we would have ended up with an 8.0-inch touchscreen, 33-inch tires, and 17-inch gray-painted aluminum wheels. We decided to add the High Package for an additional $2790, which most notably gave us heated front seats, a 12.0-inch touchscreen, a 360-degree-view camera, and a rear camera mirror. Additionally, we tacked on the Sasquatch package for $4090. The Sasquatch package added 35-inch tires, electronic-locking front and rear differentials, and 17-inch beadlock high-gloss black aluminum wheels. To cap it all off we opted for a hard top in gray ($695), a towing package ($595), a modular front bumper with tow hooks ($575), a cargo-area protector ($120), and all-weather floor mats ($160).After completing the break-in procedure in the owner’s manual, which nonspecifically says to avoid aggressive or high-speed driving, heavy braking, and towing for the first 1000 miles, we laid into it with our initial instrumented testing. The base engine, a 300-hp turbocharged 2.3-liter inline-four, powers our Bronco. It delivered a 60-mph time of 7.4 seconds—the Bronco Raptor did it almost two seconds faster at 5.6. That’s also nearly a second slower than another Bronco four-cylinder automatic, which benefits from a brake-torque launch. It certainly wasn’t for a lack of effort, however, as launches with our manual-trans Bronco started with a redline clutch dump. Our long-termer pulled 0.70 g on the skidpad and came to a halt from 70 mph in 204 feet. This Bronco weighed in at 5073 pounds, making it one of the lighter four-door examples we’ve tested (the Raptor, at 5764 pounds, was the heaviest). So far the biggest downside to our Bronco is both the wind and interior noise when driving on the highway. With our High package and hard-top option, we got the Marine-grade vinyl seats, and with those seats and our Badlands trim level, a sound-deadening headliner is not automatically included. We could have added it at no cost, but we didn’t, and now we’re wishing we had. Marc Urbano|Car and DriverThat aside, we look forward to having all sorts of fun with this Bronco over its 40,000 miles with us. Be sure to check back to see where we go and what we do with this awesome off-roading machine.Months in Fleet: 3 months Current Mileage: 6699 milesAverage Fuel Economy: 16 mpg Fuel Tank Size: 16.9 gal Observed Fuel Range: 270 miles Service: $0 Normal Wear: $0 Repair: $0 Damage and Destruction: $0SpecificationsSpecifications
    2022 Ford Bronco 4-Door BadlandsVehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door wagon
    PRICE
    Base/As Tested: $48,185/$57,210Options: Sasquatch package (17-inch mud-terrain tires and beadlock-capable wheels, 4.7 rear-axle ratio, front and rear locking differentials), $4090; High package (12-inch touchscreen, front heated seats, dual-zone climate control, lane-keep assist, automatic emergency braking), $2790; hard top, $695; tow package, $595; heavy-duty front bumper, $575; all-weather floor mats, $160; cargo mat, $120
    ENGINETurbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 138 in3, 2264 cm3Power: 300 hp @ 5700 rpmTorque: 325 lb-ft @ 3400 rpm
    TRANSMISSION
    7-speed manual
    CHASSIS
    Suspension, F/R: control arms/live axleBrakes, F/R: 12.2-in vented disc/12.1-in vented discTires: Goodyear Wrangler Territory MTLT315/70R-17 113/110S M+S
    DIMENSIONS
    Wheelbase: 116.1 inLength: 190.5 inWidth: 76.3 inHeight: 73.9 inPassenger Volume: 106 ft3Cargo Volume: 36 ft3Curb Weight: 5073 lb
    C/D TEST RESULTS: NEW
    60 mph: 7.4 sec1/4-Mile: 15.9 sec @ 84 mph100 mph: 28.4 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 8.9 secTop Gear, 30–50 mph: 37.7 secTop Gear, 50–70 mph: 17.9 secTop Speed (gov ltd): 100 mphBraking, 70–0 mph: 204 ftRoadholding, 300-ft Skidpad: 0.70 g
    C/D FUEL ECONOMY
    Observed: 16 mpg75-mph Highway Driving: 19 mpg75-mph Highway Range: 390 miUnscheduled Oil Additions: 0 qt
    EPA FUEL ECONOMY
    Combined/City/Highway: 17/16/17 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 EXPLAINEDThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More