Evelyn Reynolds

20,000-Mile UpdateThe first half of our Ram 1500 TRX’s 40,000-mile test has revealed a couple of frustrating constants. That it drinks fuel with startling proficiency is well documented (we’re still averaging just 10 mpg). But our 702-hp beast of a Ram also has come to harbor sporadic—and difficult-to-diagnose—malfunctions in its 12.0-inch center touchscreen, which have inexorably drawn our staff’s attention as of late. This issue is having a noticeable impact on the TRX’s fun factor. Our truck’s ongoing electronic woes come somewhat unexpectedly—despite the similar experience we had with our 2019 Ram 1500 long-termer—because Stellantis’s (and formerly Fiat Chrysler’s) Uconnect infotainment system has historically been one of the best, bringing crisp graphics, quick load times, and generally great usability. While its baseline functionality remains strong, our truck’s portrait-oriented big screen is plagued with bugs that don’t seem to be present in the company’s smaller displays. “When did Uconnect get so awful?” asked one of the kinder logbook commenters. “This thing just crashes constantly.” [image id=’48d743cb-fea6-4489-9627-356de23ea921′ mediaId=’54e6f8b6-14cb-46f5-b9a6-8a64e6e132c6′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]The descriptions of the random hiccups—dropped Bluetooth connections, audio controls that sometimes take 30 seconds to respond to inputs, an occasionally nonfunctioning driver’s door speaker, and navigation and full-system crashes at inopportune times—have us wondering if our truck is beginning to form a mind of its own. “It’s irritating to think that $91,030 buys you all this truck but also all these issues that the dealer can’t seem to replicate and fix,” one driver pointed out. [editoriallinks id=’04c2dedc-bed4-466b-93a1-8166b0b6bf89′ align=’left’][/editoriallinks]Indeed, attempts to address these problems have thus far been unsuccessful. Following a software update at around 5700 miles, we returned to the dealer at 12,600 miles. An infotainment fault code was detected, and a new screen assembly was ordered and ultimately installed at 16,700 miles under warranty. But the problems persist, as creative director Darin Johnson experienced on a trek from Michigan to Florida and back with his family and two dogs. “Having an infotainment system that has so many gremlins acting up multiple times per hour is no way to spend 40 hours behind the wheel.”[image id=’122ca274-b8d4-4b60-9ccd-63a540f4e775′ mediaId=’c972a03c-6824-4bf7-8357-2233ebb26cac’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]Outside of the digital troubleshooting, since our last update at around 11,000 miles, our truck’s oil-life monitor has prompted three routine oil changes, inspections, and tire rotations that averaged $139 per visit. We’re continuing to watch a couple other matters for signs of future trouble. More than one driver has noted that the TRX’s admittedly hefty steering effort feels heavier than they remember from previous test vehicles. We’re also sensing an increasing amount of slack in its drivetrain, which is manifesting in intermittent clunks at stop-and-go speeds and when shifting from Drive to Reverse and vice versa. The latter issues likely are the unsurprising—though not exactly reassuring—results of a ton of power enthusiastically meeting more than three tons of pickup day after day. We made an unscheduled stop at the dealer for an investigation, but nothing amiss in our truck’s driveline has been found. On the plus side, our late-season winter-tire experiment was a success, at least for the couple of weeks we had them installed until snow gave way to an early Michigan spring. With no suitable winter tires available in the TRX’s OE size (LT325/65R-18), we were left searching for a 35-inch alternative with smaller, more intricately cut tread blocks, which in theory would offer better grip in white powder than the chunky lugs of the stock Goodyear Wranglers. The best option seemed to come in BFGoodrich’s All-Terrain T/A KO2, sized 35X12.5R-18LT, which cost us $1476 at Tirerack.com. We have yet to reinstall the BFGs to see how they compare to the Goodyears at the test track. But drivers who experienced both setups reported less road noise, slightly better road manners, and greater confidence in slush and snow with the BFGs. [image id=’d1b18c85-e65b-4bcc-9de2-f8f7935fdf36′ mediaId=’d64fafe1-d107-44df-aaca-88552c5db274′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Additional praise has been directed at the TRX’s trailering ability. Although it takes less than the 8100-pound towing maximum to compress the off-road-oriented suspension into something approaching a Carolina Squat, the TRX’s supercharged V-8—plus its easy-to-use trailer-steer assistant and adaptive blind-spot monitoring—made quick work of towing a U-Haul trailer loaded with director of vehicle testing Dave VanderWerp’s recently purchased 1994 Ford Ranger work truck. Impressively, he also averaged an indicated 10 mpg during the exercise, which means he either had help from a gale-force tailwind or showed an unusual amount of respect to the TRX’s accelerator. Speaking of respect, our truck now commands a bit more street cred after a return visit to Virginia International Raceway, where it—along with our long-term BMW M3 and C8 Chevy Corvette—lapped the 4.1-mile Grand Course during Car and Driver’s first Lightning Lap Track Day. It was a less-than-committed outing, meant more for earning the right to wear a sticker of the track’s outline than setting a hot lap time. But it does make our TRX feel a little more special—which helps us tolerate its less desirable quirks. Months in Fleet: 8 months Current Mileage: 24,849 milesAverage Fuel Economy: 10 mpgFuel Tank Size: 33.0 gal Observed Fuel Range: 330 milesService: $572 Normal Wear: $0 Repair: $0Damage and Destruction: $0[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle]10,000-Mile Update[image id=’ab9cdfd0-b9da-4a60-8012-ae5a12f8b5fa’ mediaId=’505ea36d-3a5d-4e7c-8490-935f964b2da4′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]To little surprise, the central theme so far in our Ram 1500 TRX’s long-term test has been its prodigious fuel consumption. Since our last check-in at 3165 miles, its average fuel economy has fallen from 11 to 10 mpg—a 9 percent drop—and nearly every logbook comment has touched on the big Ram’s seemingly insatiable thirst. “I’m impressed the connecting rods don’t bend from the amount of fuel going into the cylinders,” noted technical editor David Beard after coaxing the truck’s onboard fuel-economy monitor into the low single digits while towing a 4000-pound enclosed snowmobile trailer. It takes a lot of energy to get 6781 pounds to 60 mph in 3.8 seconds—a feat we’re happy to repeatedly verify—and even the EPA reckons the 702-hp Ram is good for only 12 mpg combined. The best we’ve seen from a TRX on our 75-mph highway test is 13 mpg. Our truck’s average mpg did receive a boost early on from a 1400-mile road trip from Michigan to Virginia and back. But since then, its miles have come mostly from around-town commuting, occasionally broken up by treks to Northern Michigan, Indiana, and Chicago. We’ve also utilized the remote-start feature to warm it up on frosty mornings—sorry for the wake-up calls, neighbors—and regularly task it with truck chores, such as hauling toys and cargo beds full of firewood. As a result, our average range is down to a mere 330 miles, despite the truck’s large 33.0-gallon fuel tank.[image id=’251dcfe1-d825-4f98-8f5c-1f87a2ad61a9′ mediaId=’2304b2b6-b3bd-49b9-8b48-04357fa1135f’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]This hasn’t soured our outlook, though. “The TRX is an incredible truck,” wrote staff editor Eric Stafford after putting about 2000 miles on our long-termer over the holidays. “Its alpha attitude is undeniably intoxicating, and I doubt anything like it will be offered after this decade.” Associate technical editor Connor Hoffman concurred: “With Stellantis soon killing off the Hellcat engine, what better way to remaster that beast than by implanting it in a half-ton pickup riding on 35-inch tires.” Hoffman also admitted, however, that some owners may tire of the blown 6.2-liter V-8’s prominent supercharger whine and the deep drone of its exhaust on the highway, as well as the somewhat firm ride for a vehicle with more than a foot of front and rear suspension travel. Compared to its main rival, the Ford F-150 Raptor, the big Ram can be more fatiguing to operate, especially when you attempt to squeeze it into a parking garage or an apartment carport. Our advice: Don’t try it. “The TRX is likely to cause claustrophobia in city traffic,” added Stafford. Other drivers have observed that its steering can be heavier at low speeds than it needs to be, and that putting only 550-or-so pounds in the bed—less than half of the TRX’s 1310-pound payload capacity—can cause the truck to squat on its haunches, tipping its headlights up into the eyes of oncoming motorists. [image id=’d4547e59-cbb6-4697-bca9-ade0e6b600a5′ mediaId=’8426a06a-18de-4b71-8015-7133725df81a’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Winter weather has revealed some additional annoyances. Our truck’s $995 Mopar rock rails may protect its rocker panels when off-roading, but they’re also good at collecting mud and slush, making for messy obstacles to navigate when getting into and out of the truck. This is no trivial issue for those short of stature, as the TRX sits quite high up, and the narrow rails work poorly as steps. Director of vehicle testing Dave VanderWerp also observed that even a light dusting of snow can prevent the passive-entry proximity sensors in the door handles from working. And despite the off-road traction of the TRX’s Goodyear Wrangler Territory AT tires, they don’t provide nearly as much grip in snow as their chunky tread blocks suggest. Not that our truck has come even close to being sidelined by the white stuff, but sliding around in something this big, heavy, and powerful is as risky as it is fun, prompting us to look for a more effective set of cold-weather tires. We’ll report on how that search goes in the next update. Fortunately, the Ram’s first scheduled service at 5695 miles—an oil-and-filter change, tire rotation, and inspection that cost us $155—provided an opportunity to address some of our truck’s more important issues, including a suspension-related noise we’d heard coming from its passenger side. The dealer found that the connections for the front and rear anti-roll bar links and the rear track bar were loose and retightened them at no charge. We haven’t heard the noise since. A new software update for the Uconnect touchscreen also was performed, which seems to have corrected some of its glitchiness. But unlike smaller Uconnect systems we’ve experienced, this 12.0-inch unit continues to occasionally freeze up, drop Bluetooth and Apple CarPlay connections, and lock us out of the heated-seat and steering-wheel controls. On the brighter side, the infotainment hiccups have only cost us some of our patience, meaning we have more money to dump into the TRX’s fuel tank. Months in Fleet: 4 months Current Mileage: 10,964 milesAverage Fuel Economy: 10 mpg Fuel Tank Size: 33.0 gal Observed Fuel Range: 330 milesService: $155 Normal Wear: $0 Repair: $0Damage and Destruction: $0 Introduction[image id=’24ddfdea-3fc1-45f3-8721-898e30888b30′ mediaId=’f9c868d8-3e22-4835-bf1c-11aea5203668′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Even casual readers will know that pickup trucks are important around Car and Driver HQ. They ferry testing equipment, haul toys and bodies on far-flung adventures, and generally prove useful in all the ways that trucks are designed to be. They also can be good ol’ fun. Case in point: the supercharged Ram 1500 TRX, which brings a hardcore long-travel suspension and 702 intoxicating horsepower to Ram’s 10Best-winning half-ton pickup. True, we recently put 40,000 miles on one of those—a luxuriously outfitted 2019 model—but the TRX is (almost) as practical as it is exciting, and Toyota has yet to grant us a redesigned Tundra for an extended stay, so here we are, welcoming the most powerful long-term vehicle C/D has ever tested.The TRX nabbed that title from another supercharged vehicle, a 556-hp 2011 Cadillac CTS-V wagon. Despite weighing a crushing 6781 pounds and having more than a foot of suspension travel at both ends, the big Ram is a hulking poster child of contemporary performance. Once our 2022 model’s blown 6.2-liter V-8—702 horses, 650 lb-ft of torque—completed its initial 500-mile break-in period (Ram also recommends avoiding track events and similar abuse for the first 1500 miles), our truck clicked off a launch-control-enabled 3.8-second run to 60 mph and covered the quarter-mile in 12.4 seconds at 110 mph. Those absurd times are in line with what we measured previously, when the TRX vanquished a 2020 Ford F-150 Raptor in a comparison test. The TRX’s 60-mph dash also makes it quicker off the line than some serious performance cars, including our previous 2017 Chevy Corvette Grand Sport and Ford Mustang Shelby GT350 long-termers. It’s worth noting that neither of those vehicles could tow 8100 pounds or had a 1310-pound payload capacity. [image id=’45620c75-bfee-4b09-b23c-e80b7f3b5002′ mediaId=’b927f253-a331-4d62-b451-6836f5ea94fe’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Far less impressive yet wholly unsurprising are our truck’s understeer-inhibited 0.66 g of skidpad grip and its 195-foot stop from 70 mph, both consequences of the TRX’s prodigious mass and 35-inch Goodyear Wrangler Territory AT tires. Also raising zero eyebrows is the TRX’s abysmal 11-mpg average fuel economy thus far—and that’s including a roughly 1400-mile round-trip highway trek from Ann Arbor to Virginia International Raceway (VIR) and back. Even with its big 33.0-gallon fuel tank, the TRX can go only about 360 miles between fill-ups. We accept that there’s no way to enjoy this truck’s potential without burning barrels of gas, but it is a significant cost of ownership. The TRX comes rather nicely equipped at its $75,175 starting price. As many examples are flush with options, we added several to our Granite Crystal Metallic test vehicle, pushing its final ask to $91,030. The most expensive of those extras is the comprehensive TRX Level 2 Equipment Group, a $7750 package that bundles a head-up display, a 19-speaker premium stereo, and heated and ventilated front and rear seats, among other niceties. That package is a bit more expensive than when the TRX debuted, as it now includes a couple of previously separate option groups. Additional highlights include a set of $1895 18-inch beadlock-capable wheels, the $995 Advanced Safety Group with adaptive cruise control, $995 Mopar rock rails under the doors, and a $695 trifold tonneau cover. [image id=’ab8d0246-2a9e-4306-9037-b799873468e0′ mediaId=’db4e4acd-0198-44e4-81a4-23bc26e78ab9′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Although the TRX is a known and highly entertaining quantity, having it around day after day has underscored a few facts. It is a massive thing—80.9 inches tall and 88.0 inches wide—towering over all but our tallest drivers and proving tricky to squeeze into parking spots and garages, even with our truck’s numerous exterior cameras and parking sensors. Which makes it all the more thrilling to feel it rear back and squish you into the seat when you mat the accelerator, the whine from its blower accompanying the beastly V-8 exhaust note that can be heard for blocks. This off-road-oriented truck also impresses with relatively good road manners, owing primarily to its all-coil suspension and sophisticated Bilstein adaptive dampers that keep body motions in check. The steering feels precise for something rolling on such large, heavy tires, making the TRX surprisingly easy to place on the road. [image id=’2ae18b42-723a-4251-a169-95242e62269a’ mediaId=’a1e6a722-2741-44b8-9a4c-bbc22c87ad63′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Still, initial comments in the TRX’s logbook point out that on pavement, the ride is sometimes choppy and not nearly as plush as the latest Raptor’s, particularly with the Ram’s dampers in their stiffest Sport mode. Technical editor David Beard, who helmed the Ram for much of its trip to VIR, also cited the tiring drone from the TRX’s exhaust, which contributes to a 70-decibel sound reading inside the cabin at 70 mph. Before you call us out for being soft, know that we love how this truck bellows with authority by default. But an active exhaust with a quiet mode would be a welcome—and reasonable—addition at this price point. Our other main gripe so far is familiar from our last long-term Ram: glitchy software for the 12.0-inch Uconnect touchscreen, which randomly affects Bluetooth phone pairing and causes the infotainment system to occasionally freeze up. Fortunately, the TRX has enough horsepower to occupy us while we investigate that issue over the coming miles. Months in Fleet: 2 months Current Mileage: 3165 milesAverage Fuel Economy: 11 mpg Fuel Tank Size: 33.0 gal Observed Fuel Range: 360 milesService: $0 Normal Wear: $0 Repair: $0 Damage and Destruction: $0 [vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle][image id=’bf222a99-967e-406f-a4d3-886f2d33b440′ mediaId=’0355aaee-4f02-4605-b456-d09207c09e23′ align=’center’ size=’medium’ share=’false’ caption=’A car-lover’s community for ultimate access & unrivaled experiences. JOIN NOW’ expand=” crop=’original’][/image]

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Yes, the Audi RS3 has a drift mode. And yes, it allows even the most ham-fisted among us to participate in the sort of cackle-inducing hooliganism that was once exclusive to rear-wheel-drive cars. But really, the trick rear differential that the RS3 shares with the tamer S3 and Volkswagen Golf R is of most benefit on the track, as the stocky sedan’s Nürburgring time of 7:40.8 convincingly suggests.Though the genetics are undeniably obvious, the RS3 has been honed into an altogether different thing this time around, and it’s a lot more serious about extracting lap times. Its brutish looks send the message even before you drive it. Those uniquely flared fenders house 265-mm-section-width tires in the front and 245s in the back. The people at Audi Sport put a lot of thought into making this thing turn. What you can’t see are the RS3’s specific spindles and hubs, front subframe, control arms, or anti-roll bars. Compared to the S3, the front track is two inches wider, and there’s an additional degree of front negative camber (along with an additional half degree of negative camber out back). So, if you were thinking you’d buy an S3 or a Golf R and do some mods here and there to make up the difference, you won’t.
Even if you got close, you’d still be down a cylinder and its half-liter of displacement—not to mention the 2.5-liter’s wonderful character. That Audi builds a five-cylinder at all probably should be celebrated, and this one’s good. Boasting a unique soundtrack and layout in defiance of this era of sameness, the weird and award-winning engine is turbocharged to 401 horsepower at 6500 rpm and 369 pound-feet at 3500 rpm. There’s a little turbo lag at low rpm—it’s nothing egregious, just not the tons-of-torque-right-now tune you’re familiar with from the brand’s boosted four-cylinder engines. In any case, the slight lull is more than made up for at the run to redline, where the RS3 pulls and pulls . . . and pulls . . . and pulls . . . until the upshift.

A seven-speed dual-clutch automatic is the only transmission offered. It’s beefier compared to that of the S3 and shares not a single gear ratio. We caught it a little behind the ball on downshifts more than a few times—it’s best to use the Manual mode if you’re chasing lap times. From there, an open differential sends torque to the front wheels as before, while at the other end of the prop shaft, two independent clutch packs replace the previous single Haldex clutch. By de-clutching the inside rear wheel, the system can effectively direct the rearward torque to the outside wheel, helping to mitigate understeer or instigate the aforementioned drifting antics in the RS Performance drive mode. As before, the front wheels are driven all the while.
In practice, the mechanical trickery provides the best of both worlds. If you dive into a corner with too much speed, that trusty understeer allows an easy save. Alternately, approximate the right entry speed (which for this car is a little hot), punch the gas sooner than you think you should, and let the electronics shuffle torque and pull you out. It pays to drive the RS3 a little ham-fistedly.The steering wheel is just the right thickness and offers precise control. The sheer width of the front tires is easy to discern even through the damping of the electric steering rack, translating to your palms as “brute steamroller,” not “nimble little sedan.” Your job is to confidently yank the wheel, mash the gas, and move on to the next corner.
On the road, the only perceptible tradeoff is the noise those sticky optional Pirellis generate. But if you’re going to take your RS3 to the track—and you should—you’ll probably find it a fair compromise. The suspension seems perfectly damped for road driving, which is a feat given its competence on the track. In Comfort mode, the rebound feels exactly in sync with undulations and depressions, particularly at high speeds. The six-piston calipers and optional 15-inch ceramic front discs of our sample car offer plenty of feel and gobs of stopping power on track while lopping off 22 pounds of unsprung weight to boot. They feel good on the road, too, if a touch grabby. The RS3 will be available later this summer, starting at $59,995. It’s well-equipped as it sits, but there are several temptations. Those include the $5500 Dynamic Plus package with ceramic front brakes, a carbon engine cover, and a 180-mph top speed; $2750 Tech package featuring better nav, traffic-sign recognition, Bang & Olufsen audio, and a head-up display; $2750 Carbon package that dresses up the mirror housings, the spoiler, and side-sill inlays; $1500 RS Design package that gets you a bunch of fluorescent green interior details; $1000 RS Sport exhaust; $750 Black Optic Plus package; Pirelli P Zero Trofeo R rubber for $450; and blind-spot monitoring for $350. So, if you wanted to, you could price your RS3 into $70K-plus territory, but we hardly think that’s necessary to enjoy what the RS3 brings.
Is the RS3 worth it? There’s no question this car been painstakingly optimized for track duty, and the level of attention is rare at this price point. Set up an S3 as close as you can and you’re still spending $50,000. BMW’s M2 is no more, and the Mercedes CLA45, while very similar in price, has one less cylinder and isn’t nearly as serious about turning laps at the track. For the right person, the RS3 might be a value. And if you’re not a track rat? Well, you’re still buying exclusivity.

Specifications

Specifications
2022 Audi RS3Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base RS3 Sedan: $59,995
ENGINE
Turbocharged and intercooled DOHC 20-valve inline 5, aluminum block and head, direct fuel injectionDisplacement: 151 in3, 2480 cm3Power: 401 hp @ 6500 rpmTorque: 369 lb-ft @ 3500 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 103.6 inLength: 178.8 inWidth: 72.9 inHeight: 55.6 inPassenger Volume: 87 ft3Trunk Volume: 8 ft3Curb Weight (C/D est): 3650 lb
PERFORMANCE (C/D EST)
60 mph: 3.6 sec100 mph: 8.9 sec1/4-Mile: 12.0 secTop Speed: 180 mph
EPA FUEL ECONOMY
Combined/City/Highway: 23/20/29 mpg

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Although Lotus is launching its final gas-powered car in the form of the new Emira, the British sports-car maker’s first model, the Seven, is still going strong after Lotus founder Colin Chapman sold the car’s manufacturing rights to Caterham in 1973. Now 49 years later, in heavily evolved form, the Caterham Seven continues to offer an experience that is pretty much that of a four-wheeled motorcycle. While sales in the United States have dwindled to only about 30 cars a year—against a total production of around 650—Caterham’s U.S. fans are enthusiastic enough for the company to export its new 420 Cup model, which we got to experience on the 2.9-mile track at Snetterton in Norfolk, England. It is an appropriate setting as Lotus’s current Hethel HQ is just 15 miles away, but also because the 420 Cup is intended primarily for track use, despite being street legal in Europe. As with previous tests of a Caterham, we can confirm that they are great fun as long as the weather is warm and dry, but categorically not when it turns cold or wet.

The 420 Cup has more in common with the brand’s race cars than its road-going counterparts. It uses a dry-sump 2.0-liter Ford Duratec four-cylinder, which revs to 7600 rpm without complaint as it churns out 210 horsepower and 150 pound-feet of torque. That relatively modest state of tune is intended to strengthen the engine’s longevity and reduce running costs. Power is sent through a standard six-speed sequential transmission made by SADEV, which is operated by a substantial push-pull lever in the center of the cockpit rather than steering-wheel-mounted paddles. It also retains a clutch pedal, though this is mostly only used for starting, downshifting, and slow-speed maneuvering. Power reaches the rear wheels via a mechanical limited-slip differential, and the 420 Cup sits on Bilstein dampers that can be adjusted through 10 steps of stiffness by easy-to-locate click rings. Rolling stock consists of 13-inch track-biased Avon ZZR tires.
Caterham builds two versions of the 420 Cup. The first we sample is the wider, longer, and slightly heavier SV version—known by many of Caterham’s British fans as the “fat boy,” as its chassis has been expanded to help accommodate occupants larger than the malnourished jockeys the original Lotus Seven was seemingly designed for. Ticking the SV box widens the Caterham by 4.3 inches, increases length by 9.9 inches, and adds 55 pounds of mass, but it does give more leg- and elbow room. Still, having to climb through the roll cage to gain access brings a jungle-gym workout to the start of any drive.The cockpit is predictably short of fripperies, with much of the switchgear being old-fashioned toggles laid out in the center of the carbon-fiber dashboard. Caterham has been using these for so long that they seem to have become fashionable again. Instrumentation is by equally traditional dials, though the SV’s diminutive dimensions mean there isn’t enough space to position these in front of the driver, so the fuel, temperature, and oil-pressure gauges are offset in front of the passenger.
The Ford four-banger exhales through a rorty exhaust and revs enthusiastically at the slightest prod, but it’s tractable enough to get the car rolling easily down Snetterton’s pit lane. Even in chunkier SV form, Caterham’s claimed curb weight of just 1290 pounds makes the 420 Cup one of the lightest four-wheeled vehicles on the planet. Yet the madness of today’s relatively stratospheric power outputs means that its raw acceleration doesn’t feel exceptional; its claimed 3.6-second 60-mph time is slower than some of those delivered by modern high-performance SUVs. But if powerful, heavy cars are sledgehammers, the Seven is a scalpel. Just on our out lap the car proved to have huge grip and a willingness to change direction that comes from not having very much mass to turn. The steering feels closer to that of a kart than a conventional car: slack-free and instant in response. The Cup is also able to make what feels like daringly late braking points seem cautiously early. There are few cars that are this quick yet so easy to push to their limits, especially without any kind of electronic safeguard. It’s a joy to play with the varying amounts of adhesion generated by each of the Caterham’s axles, with the differential at the back helping the 420 Cup to progressively tighten its cornering line under power—or to be pushed into modest oversteer without losing pace. The sequential gearbox will upshift with the accelerator floored, and the shift lights on the dash encourage the full use of the available rev range.
This not to say that the 420 Cup is entirely foolproof. The brakes’ lack of anti-lock hardware became apparent when, emboldened by the sheer level of available deceleration, we tried to brake too late for a corner and locked up the front wheels. Similarly, the need to use the clutch while downshifting the sequential gearbox took getting used to and resulted in some chirps of protest from the rear tires. Yet we doubt any other car could make 210 horses feel more exciting. Swapping to the regular-size 420 Cup brings a predictably tighter-fitting cabin. While the reduction in width and weight don’t dramatically transform the driving experience, they do make the car feel wieldier and more willing to turn into tighter corners. We also had the chance to experience how easily the chassis settings can be adjusted and the effect this has on the driving experience. The regular-size car was initially sent out with its dampers set firm and then later pitted for these to be softened through the click-wheel adjusters. This resulted in the Cup losing a noticeable amount of front-end bite, yet its rear gained an amusingly progressive tendency to break away under power.
The 420 Cup will reach the U.S. later this year for use only on the track, an environment it is obviously best suited for. Although pricing has yet to be finalized we can report that in Britain it costs slightly more than the 620 model, which starts at the equivalent of about $65,000. The Seven has lived longer as a Caterham than it did as a Lotus, and almost all of its steady evolution of performance has come from its second parent. The 420 Cup is a very different beast than the 1957 original, a car that featured a live rear axle and was powered by a 40-hp Ford side-valve engine. Yet the same spirit still connects the two ends of this long-lived and wonderfully minimalist sports car.

Specifications

Specifications
2022 Caterham Seven 420 CupVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 0-door convertible
PRICE (C/D EST)
Base: $65,000
ENGINE
DOHC 16-valve inline-4, aluminum block and head, port fuel injectionDisplacement: 122 in3, 1999 cm3Power: 210 hp @ 7600 rpmTorque: 150 lb-ft @ 6300 rpm
TRANSMISSION
6-speed sequential manual
DIMENSIONS
Length: 122.0–131.9 inWidth: 62.0–66.3 inHeight: 42.9–43.9 inCurb Weight (C/D est): 1300–1400 lb
PERFORMANCE (C/D EST)
60 mph: 3.6 sec1/4-Mile: 12.0 secTop Speed: 136 mph

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From the June 2022 issue of Car and Driver.Bentleys are memorable, but possibly not for the reason you’re thinking. Open a Bentayga’s door and, at about the same time you finish marveling at how the weight of the door glides through its detents, out pours the smell. Scent is the sense our brains connect most to memory, and when you take a hit of a Bentayga S, with its leather seats, headliner, and instrument panel, your hippocampus sends you back to that birthday when you got a new wallet.If that wallet is now overstuffed with money, you might be able to afford a Bentayga S like our $269,865 test car. The S denotes the sporty version that comes with gloss-black exterior trim and a Sport mode that drops the air springs down to their second-lowest setting. Imagine André the Giant crouching down, and then congratulate yourself for having a vivid imagination.[image id=’ac0b5499-d755-4c25-b613-0d1813e12b79′ mediaId=’39a06953-9816-44ba-a5d5-e1b1cc8d6ff2′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]HIGHS: A whiff of the leather-lined interior, listening to the audio system, on-demand silence or thunder.[/pullquote]Bentley is happy to remind anyone who’ll listen that the brand won Le Mans a bunch of times nearly 100 years ago, so adding sportiness to its 5439-pound SUV is both a novel approach and an age-old tradition. In its dropped stance, the S irons out curves. Riding on 22-inch wheels fitted with Pirelli P Zero summer tires, it serves up 0.88 g of skidpad grip without much body roll.The S’s twin-turbocharged V-8 gets the same 542 horsepower and 568 pound-feet of torque as it does in the regular Bentayga. That power moves this very special episode of Downton Abbey to 60 mph in 3.5 seconds. The Sport exhaust, standard on the S, gives the driver their own private thunderstorm.[image id=’c909cdcb-5122-40f9-9c15-b5b03c02b0ca’ mediaId=’b038a582-2447-4b9a-82ae-4940db4ea758′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]LOWS: Ride harshness, rear-seat legroom, close relatives cost half as much.[/pullquote]Lay off the thunder pedal and the cabin keeps the outside world far away. Disturbing the peace are the tires smacking in protest as they face Rust Belt roads. Switching to Comfort mode softens the suspension and takes the edge off but leaves the Bentley wallowing. The Bentley mode is a good compromise, though the ride isn’t as plush as the rest of the experience. Rear-seat space is also a bit lacking for something in this league.[image id=’93839f4e-43fb-49c4-acc6-838d80d6bc6f’ mediaId=’3222d508-0207-40a1-b1cc-891eef024ac8′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Built on the same corporate architecture as the Audi Q8, Porsche Cayenne, and Lamborghi­ni Urus, the Bentayga distinguishes itself with its impeccably applied paint and redolent interior—even the carpet feels special. There’s also what is likely the best factory audio system, an $8970 20-speaker, 1920-watt setup from Naim. It inspired an impromptu office party in the parking lot, where we savored an uncompressed version of “In the Air Tonight.”Except for a few Volkswagen parts-bin switches, the Bentley’s materials and features create a very special experience. But it’s the smell that gets you.[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle][image id=’bf222a99-967e-406f-a4d3-886f2d33b440′ mediaId=’92471479-eb77-4e16-a83c-8bfaf96e4432′ align=’center’ size=’medium’ share=’false’ caption=’A car-lover’s community for ultimate access & unrivaled experiences. JOIN NOW’ expand=” crop=’original’][/image]

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How you view the new 2023 Acura Integra is all about context. Through the rose-colored lens of nostalgia, the new Integra may seem like a disappointing follow-up to the past generations so revered by enthusiasts. As a peripheral member of the Honda Civic family, the Integra is a pricey way to combine the Civic’s best elements—the Si’s 200-hp engine, the hatchback body style, and the six-speed manual—in a slightly more upscale package. And against German entry-luxury models such as the Audi A3 and the Mercedes-Benz CLA that Acura claims to be targeting, the Integra is a cheaper alternative with a bit less prestige.This all might sound overly ambitious for what is effectively the replacement for the unassuming ILX. But Acura raised the stakes as soon as it decided to resurrect the Integra name rather than sticking with the alphanumerics that adorn every other model in the lineup. Or maybe the name was just a ploy for attention—which worked, as the internet has been abuzz about the car for months now. Much to Acura’s delight, all this discussion has created plenty of hype. The company says the number of Integra preorders is “exceeding expectations,” although they wouldn’t provide us a specific figure. However, they did say that more than half of the early adopters are choosing the available manual transmission.
In truth, this isn’t some watershed moment for Acura. The Integra follows a similar formula as nearly all other Acura models in recent memory—or even not-so-recent memory—by dressing up familiar Honda components and sticking on a different badge.

Fortunately, the Integra’s Honda bones are fresh, especially compared to the ILX’s generations-old Civic platform and dated powertrain. The Integra is derived from the same platform as the new-for-2022 11th-generation Civic. Its turbocharged 1.5-liter inline-four is from the Civic too. In the Integra, this engine produces the same 200 horsepower and 192 pound-feet of torque as it does in the Civic Si. Acura says the Integra’s body is slightly stiffer than the Civic’s and claims there’s different tuning for the engine software, suspension, and transmissions—which include a continuously variable automatic as well as the six-speed manual.
The Integra also offers the adaptive dampers that the latest Civic Si does without—it appears that Honda removed this feature from the latest Si in order create some separation from the Integra. Regardless, they’re a welcome addition here. When set to either Comfort or Normal mode, they help deliver a cushier ride than the firm Si but in Sport mode serve to make the Integra just about as lively as the Honda. The satisfyingly heavy steering, responsive throttle, and smooth shifter give the Integra an eager and playful feel. Acura says that the stick-shift car weighs just under 3100 pounds—hundreds less than a CLA or A3. Turn-in could be sharper, but unfortunately the Integra doesn’t offer the grippier summer tires that are optional on the Civic Si, instead making do with Continental ProContact all-season rubber. Acura does include a limited-slip differential with the stick, but you’ll have to pay extra for the privilege of shifting for yourself as the $2000 A-Spec and $3000 Technology packages are required in order to unlock the “no-cost” manual option.
We drove the automatic-transmission Integra too. The CVT is just as inoffensive here as it is in the Civic, effectively managing the turbo engine’s broad torque curve and offering simulated shift points to avoid too much droning under heavy throttle. But without the extra engagement that the stick shift brings, the Integra’s relative lack of refinement becomes more obvious. While we appreciate the emphasis on lightness over sound deadening, the Integra could use more isolation, as there’s a fair amount of road noise at highway speeds. The extra racket could make it hard for Acura to win over Audi and Mercedes shoppers on a test drive, even at a lower monthly lease payment. This carries over to the interior, as well, which is pleasant and practical but not exactly richly trimmed. The A-Spec car has some attractive upholstery options, including a red leather-and-faux-suede combo and a white-and-black two-tone setup. But otherwise, the environs feel much like the Civic’s thanks to similar mesh coverings for the air vents and piano-black trim on the center console. Granted, that’s more of a compliment to the Civic’s class-above materials than it is a knock against the Integra. The cargo area is generous, and the Integra’s hatch setup is unique among entry-luxury models. The rear seat, too, is spacious but lacks details such as air vents that we expect in a premium car.
This kind of interior is acceptable at the Integra’s low starting price of $31,895, but the version you really want—the manual-transmission car that comes only in fully loaded spec—stickers for $36,895. Even though the Integra is far better equipped than the Civic Si, we still find it hard to stomach paying more than $8000 extra given the similarities between the two vehicles. And while the Integra looks like a good deal compared to the aforementioned Audi and Mercedes-Benz entries, Acura also has to watch out for other pseudo-luxury models such as the turbocharged Mazda 3, which offers significantly more power than the Integra and arguably a more upscale experience in terms of design and refinement. And so we return to the idea of the Integra in context. Viewed on its own, we like the new Integra. It’s fun to drive, fuel efficient, practical, and decent to look at. But it’s not all that much more compelling than the Civic Si, or even the Sport Touring hatchback, despite costing quite a bit more. And it’s not as luxurious as its German rivals. This is also not the Integra that the Acura faithful were hoping for. To satisfy them, Acura is going to have to conjure up a Type S version with more horsepower and grippier rubber. Such are the perils of high expectations.

Specifications

Specifications
2023 Acura IntegraVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base: $31,895; A-Spec, $33,895; manual, $36,895
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 91 in3, 1498 cm3Power: 200 hp @ 6000 rpmTorque: 192 lb-ft @ 1800 rpm
TRANSMISSIONS
6-speed manual, continuously variable automatic
DIMENSIONS
Wheelbase: 107.7 inLength: 185.8 inWidth: 72.0 inHeight: 55.5 inPassenger Volume: 96 ft3Cargo Volume: 24 ft3Curb Weight (C/D est): 3100–3200 lb
PERFORMANCE (C/D EST)
60 mph: 7.1–7.4 sec1/4-Mile: 15.4–15.7 sec100 mph: 17.2–17.5 secTop Speed: 130–135 mph
EPA FUEL ECONOMY
Combined/City/Highway: 30–33/26–30/36–37 mpg

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Over the course of four model years, the current-generation Ford Expedition has gone from one of the full-size SUV segment’s newest entrants to one of its oldest. With the 2021 redesigns of the Chevrolet Tahoe and GMC Yukon, the rebirth of the Jeep Wagoneer for the 2022 model year, and the imminent arrival of a new 2023 Toyota Sequoia, the aging Expedition now finds itself grouped with the even older Nissan Armada. Rather than rest on laurels, Ford has thoroughly updated the Expedition and its extended Expedition Max counterpart for 2022, donning it with more attractive and memorable front and rear ends, a modern dashboard design, new trim packages, the availability of Ford’s latest infotainment and driver-assist technology, and slightly more power.Expeditious ExpeditionA twin-turbocharged 3.5-liter V-6 continues to power every 2022 Expedition. The engine now produces 380 horsepower (five more than before) in XL STX and XLT trims. Higher-end Limited, King Ranch, and Platinum models get a boost to 400 ponies, which Ford previously reserved only for the Platinum. Check the option box for the Limited’s available Stealth Performance bundle or opt for the off-road-oriented Timberline trim and the output swells to 440 horsepower, a sum shared with the mechanically similar Lincoln Navigator.

Both the Stealth Performance package and the Timberline are new to the Expedition lineup for 2022. The former setup pairs the top powertrain’s additional grunt with model-specific tuning for the suspension and brake pedal, neither of which notably improved the Expedition’s plodding dynamics during our drive on the largely straight, flat, and surprisingly heavily trafficked two-lane roads around Holly, Michigan. But the boosted V-6 and the standard 10-speed automatic transmission gave us little reason to suspect anything amiss about the Stealth Performance package’s straight-line power. The setup shares the minimal turbo lag and the deluge of low-end torque (its 510 lb-ft of twist peaks at 2250 rpm) of its less powerful stablemates. We figure this new configuration should cut a few ticks from the 5.7-second run to 60 mph that we recorded for a 400-hp 2018 Expedition Platinum.
Though the Stealth Performance package’s suspension updates and accompanying adaptive dampers seem to quell excess body motions without noticeably affecting ride quality, the setup fails to make the Expedition any less cumbersome. The regular version’s 210.0-inch length and slow, numb steering exacerbate the Expedition’s unwieldy nature in urban environments.Given its $76,955 cost of entry (nearly $10,000 more than a base Expedition Limited), the Stealth Performance package seems to offer minimal performance enhancements for a hefty premium. Admittedly, this sum also brings a handful of handsome styling details, including black-painted 22-inch wheels, black exterior decor, red-painted brake calipers, and red stitching throughout the cabin. But many of these decorative items are availble with the simpler Stealth package, which costs over $5000 less.
Platinum BluesWe’d wager that those in the market to spend north of $75K on an Expedition should look to the $80,095 Platinum model. Besides ditching the standard analog gauges and 12.0-inch touchscreen infotainment setup for a 12.4-inch digital gauge cluster and a portrait-oriented 15.5-inch touchscreen, the Platinum also includes Ford’s BlueCruise hands-free driving assistant. Unlike the big screens that are optional on a number of other Expedition models, BlueCruise is a Platinum-exclusive feature that allows the driver to cede control of the vehicle on more than 130,000 miles of divided roads at speeds up to 80 mph. In practice, the setup performed as advertised on a short stretch of I-75. Still, BlueCruise remains a step behind General Motors’ Super Cruise, which enables hands-free driving at higher speeds and, in its latest iteration, performs automatic passing maneuvers. (Ford plans to add that latter feature to BlueCruise via an over-the-air update.) Potential high-dollar buyers unmoved by BlueCruise’s capabilities may want to consider stepping up to a fancier full-sizer, such as the $78,330 Lincoln Navigator. Whereas the Expedition’s cabin relies on hard plastics befitting the entry-level $54,315 XL STX’s base price, the Navigator’s high-quality insides look and feel like those of a proper luxury vehicle. Though the Lincoln’s 13.2-inch touchscreen infotainment system lacks some of the pizazz of the Ford’s available display, its landscape orientation and physical buttons make it far easier to operate on the move.
The Expedition’s big screen, on the other hand, relies almost entirely on touch-sensitive on-screen buttons that occasionally require a brief glance to identify, particularly the low-mounted climate-control functions. Of course, sticking to the Expedition’s smaller touchscreen largely eliminates this issue, as it, like the Lincoln, employs physical climate-control and audio switches. Breaking TrailThose bent on buying a 440-hp Expedition may want to set their sights on the new $71,390 Timberline model. Ford limits this trail-friendly trim to the standard-wheelbase version and offers it strictly with four-wheel drive (a $3050 extra on all other Expeditions). Alongside its distinct styling and decor—beefy front and rear bumpers, red tow hooks, black-painted 18-inch wheels, and green interior upholstery with contrasting orange stitching—the Timberline includes a multitude of hardware enhancements that we put to use at Holly Oaks ORV Park.
Despite its girth, the Timberline clambered over rocks and ruts with little drama, its knobby 33-inch Goodyear Wrangler all-terrain tires gripping the trail’s dusty surface as F-150 Raptor–sourced skidplates clanked and clanged against the undulating terrain. As in the Bronco, a Trail Turn Assist function can brake the inside rear wheel to help the Timberline pivot around tight turns. With 10.6 inches of ground clearance plus greater approach, departure, and break-over angles—28.5, 23.7, and 21.9 degrees, respectively—the Timberline ably ascended and descended large rock faces that probably would have hung up its less capable siblings. Meanwhile, its two-speed transfer case and electronically locking rear differential helped this full-size Ford crawl through sand and mud pits with ease. We’re anxious to see how this setup compares to other trail-oriented big rigs, such as the Tahoe Z71, the Yukon AT4, and the Sequoia TRD Pro. While the 2022 Ford Expedition is no longer the young gun in the segment, its revised looks, extra power, additional trim packages, and available hands-free driving tech certainly enhance its appeal, even if its trucklike driving characteristics and middling interior materials remain. In a highly competitive segment, Ford’s full-size SUV remains solidly capable and has even learned a few new tricks.

Specifications

Specifications
2022 Ford ExpeditionVehicle Type: front-engine, rear- or rear/4-wheel-drive, 5–8-passenger, 4-door wagon
PRICE
Expedition, $54,315–$83,145; Expedition Max, $60,380–$85,145
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injectionDisplacement: 213 in3, 3492 cm3Power: 380–440 hp @ 5000 rpmTorque: 470–510 lb-ft @ 2250 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 122.5–131.6 inLength: 210.0–221.9 inWidth: 79.9 inHeight: 76.2–76.6 inPassenger Volume: 172 ft3Cargo Volume: 19–34 ft3Curb Weight (C/D est): 5500–5900 lb
PERFORMANCE (C/D EST)
60 mph: 5.3–5.7 sec1/4-Mile: 13.9–14.3 secTop Speed: 124 mph
EPA FUEL ECONOMY
Combined/City/Highway: 17–19/15–17/19–23 mpg

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Compared to a conventional internal-combustion vehicle, an EV’s fewer moving parts, lack of exhaust ruckus, and firewall of computerized insulation limit its avenues for excitement. Standing out requires bold effort, especially for legacy automakers. BMW hasn’t been shy in embracing that tack, asserting its funky side first with the diminutive i3 hatchback and recently with the iX mid-size luxury SUV. Now the brand’s M performance outfit has gotten hold of the iX to create the new 2023 M60 model, though it serves mostly to buff the model’s image with a $106,095 shine. The iX M60 is not the first electric BWM to get an M variant. (The relatively conventional i4 M50 sedan took that honor.) The iX M60 is not a fully vetted M model in the vein of, say, the M3 or the similarly sized X5 M. It’s a half-step above the xDrive50 version, bringing more power, a firmer chassis setup, and a higher sticker price. Visual differences are minimal, amounting to darkened M60 badges on its tail, blue M-branded brake calipers, and specific wheel designs. But the iX’s angular surface treatment and unmistakable grille already make it a peacock, so that’s probably for the best. On the street, the M60 bristles with technology and status, looking and feeling as expensive as it does futuristic.
The M60’s main draw will be its greater score of electrons, which are converted to a default of 532 horsepower and 749 pound-feet of torque—increases of 16 horses and a big 185 pound-feet over the xDrive50 model. Toggle to Sport mode and the pony count jumps to 610, with a launch-control function temporarily boosting torque to 811 pound-feet. We estimate the M60 should cut 0.7 second from the xDrive50’s 4.0-second 60-mph time. The higher claimed top speed of 155 mph when fitted with optional summer tires (or 130 mph on the standard all-seasons) is less of a factor in markets lacking unrestricted autobahns.

Like the xDrive50, the all-wheel-drive M60 employs BMW’s current-excited AC motors devoid of rare-earth permanent magnets. While both models feature a similar front-axle motor, the M60’s power bump comes from a stronger rear drive unit plus a more powerful inverter. The xDrive50’s lithium-ion battery (105.2-kWh usable capacity) carries over, as does its 11.0-kW onboard charger. As a result, EPA range estimates fall from the xDrive50’s high of 324 miles to a max of 288 miles for the M60 on its standard 21-inch wheels; go for the 22s like on the cars we drove, and it drops to 274 miles. That said, the xDrive50 returned the second-best range we’ve recorded for an EV on our 75-mph highway test, going 290 miles, highlighting the efficiency of BMW’s EV engineering. Hooked to a DC fast-charger, the company says the M60 can draw power at up to 195 kW and go from a 10 to 80 percent charge in 35 minutes.
Hit the road in the M60 and it’s tricky to tell if onlookers view it with approval, disgust, or just plain curiosity (we’d wager a mix of all three.) But it is undoubtedly quick and pulls hard well into triple digits. Still, the xDrive50 model’s already near-immediate response to accelerator prods make it plenty rapid. Gauging the more powerful M60’s wallop is a bit like gauging two similar kicks to the backside. To help further distinguish the M60, BMW partnered with acclaimed film score composer Hans Zimmer on a model-specific soundtrack that’s tied to the car’s Sport mode or selectable via its customizable setup. Depending on your views, such sound profiles are either welcomingly invigorating or annoyingly gimmicky. But we did find the M60’s synthesized whirring to be effective at conjuring visions of speeder bikes zipping through the Star Wars universe. Additional theatrical arrangements—Expressive and Relax modes—will come via over-the-air updates. Far more impressive is the iX’s adaptive regenerative braking mode, which uses the car’s sensors, cameras, and GPS data to choose the best means for conserving and recouping energy, depending on the situation. Lift off the right pedal on the highway and the M60 will effortlessly coast with minimal deceleration, yet it smartly reverts to one-pedal operation when traffic snarls to a stop in city centers. Combined with the iX’s seriously quiet cabin, augmented reality navigation, and the improved usability of BMW’s expansive curved-dash infotainment display, the M60 is a comfortable—and comforting—way to cover miles.
If those miles turn twisty, the M60 also features slightly stiffer front and rear anti-roll bars compared to the xDrive50 model, providing it with marginally better body control at a small expense to ride comfort, at least on the 22-inch wheels. But that’s the extent of the handling updates, as the M60’s standard air springs and rear-wheel-steering system can be optioned on the xDrive50 with the $1600 Dynamic Handling package (both models feature standard adaptive dampers). Though the iX’s variable-ratio steering remains agreeably direct, if somewhat muted in conversation, the biggest helpers to the M60’s cornering ability are its optional summer rubber and its inherently low center of gravity brought by the low-mounted battery. The similarities between the M60 and the xDrive50, together with the $21,900 separating their base prices, ultimately give us pause about this new iX model. True, the top-of-the-line version packs a greater punch, a few extra tricks, and more standard equipment. But it drives awfully similarly to the xDrive50, which has more range and can be optioned to near parity (the loaded iX xDrive50 we tested cost $104,020). As much as we appreciate more speed, we wish the iX’s M badge added more to the M60’s experience.

Specifications

Specifications
2023 BMW iX M60Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $106,095
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, 105.2 kWhOnboard Charger: 11.0 kWTransmissions, F/R: direct-drives
DIMENSIONS
Wheelbase: 118.1 inLength: 195.0 inWidth: 77.4 inHeight: 66.8 inPassenger Volume: 112 ft3Cargo Volume: 36 ft3Curb Weight (C/D est): 5800 lb
PERFORMANCE (C/D EST)
60 mph: 3.3 sec100 mph: 8.8 sec1/4-Mile: 11.7 secTop Speed: 130¬–155 mph
EPA FUEL ECONOMY
Combined/City/Highway: 77–78/76–77/80 MPGeRange: 274–288 mi

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The diesel-emissions scandal is fading from public consciousness, but the repercussions are far from over. The chief one for Volkswagen is a big push into EVs, and the models on its MEB platform are a key part of this strategy. In the U.S., the ID.4 crossover is VW’s most important EV offering, and now in Europe, VW has added a sporty variant called the ID.5. Volkswagen’s EV “coupe” follows similar offerings from its corporate siblings, the Audi Q4 e-tron Sportback and the Skoda Enyaq Coupé, which ride on the same platform.When you buy a coupe, you might deal with slightly diminished practicality but expect a payoff of visual excitement. Unfortunately, here the ID.5 falls flat on its dull face—which, in fact, is unchanged from the ID.4. The ID.5’s roofline is somewhat lower and more sloped, but since the ID.4 looks somewhat coupelike itself, the ID.5 design doesn’t mark a major change when viewed in profile either. The taillights are identical too. Only the liftgate looks truly different thanks to a prominent spoiler.

Volkswagen

Inside, the ID.5’s dashboard is lifted straight from the ID.4. The infotainment system has a 12-inch display and could be more intuitive. A touch slider controls volume, and some important functions—such as turning off the irksome lane-keeping assistant—are hidden in submenus. The electronic gear selector requires you to push away (or forward) for Drive instead of pulling back, which takes some getting used to. (We’re told the setup, which is the opposite of a conventional automatic transmission, was the subject of intense internal debate at VW.)But there are many good ideas in this car too. A plug-and-charge function does away with the need for a separate RFID tag, app, or charging card—the billing runs via VW’s own We Charge. In Europe, Volkswagen’s system is recognized by many major charging networks such as Ionity, Aral, BP, E.ON, and Enel, as well as Iberdrola and Eviny, with more to come.

Volkswagen

On the road, the ID.5’s Travel Assist adaptive cruise control keeps the car centered in its lane, adjusts to speed limits or bends, and maintains a safe distance from the vehicle ahead. Parking can be automated too: In addition to the usual automatic steering, accelerating, and braking when pulling into or leaving a parking space, the ID.5 can remember a path of up to around 50 yards below 25 mph, such as pulling into a narrow driveway or a tight garage. Once you have parked yourself and stored the process, the vehicle can repeat the parking maneuver it has learned, while the driver only has to monitor the proceedings.The 77.0-kWh battery can now be charged with 135 kW, up from 125 kW. For a standard charge from 5 to 80 percent, this should save up to nine minutes. And the e-route planner, which offers multistop planning via the 12-inch touchscreen, has become smarter and full of clever details. For example, the route planning can suggest two short faster charges instead of one long lower-power charge.

Volkswagen

As on the ID.4, rear-wheel drive is standard on the ID.5. The GTX model we drove comes with all-wheel drive. It is fitted with an asynchronous motor at the front axle and a synchronous motor at the rear. With 295 horsepower (same as in the all-wheel-drive ID.4), the powertrain provides quick response despite the ID.5’s considerable heft. The GTX gets to 62 mph in a claimed 6.3 seconds, and unlike the rear-wheel-drive model, it doesn’t let up until reaching its top speed, governed at a modest 112 mph. The brake regeneration is adjustable—to an extent. In the Sport setting, turning it off is impossible, which is a shame, as some drivers prefer their EVs to coast when the accelerator is lifted.Handling is pleasantly agile, and the software has been fine-tuned to whisk this portly EV around corners with astonishing agility. There is considerable body roll, but understeer has been virtually eliminated. The emphasis is still on comfort, though, and those who hope that the GTX moniker could indicate an analogy to the gasoline-powered GTI models will be in for disappointment.

Volkswagen

One thing we particularly like about the GTX version is the blue vinyl decor accentuated by red stitching on the doors and dashboard. The color and trim provide a pretty and saving element in an otherwise generic and uninspired interior. The ID.5 GTX is currently the VW brand’s ultimate expression of this platform, and it doesn’t come cheap. Has VW cut too many corners in creating meaningful differentiation from the ID.4? We think so, and evidently, Volkswagen of America agrees. We’re told the ID.5 won’t be offered in the U.S. market.

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