Evelyn Reynolds

To anyone who was concerned that electrification would ruin BMW’s core sedans, all we can say is this: You have nothing to worry about. The future looks bright, even at the single-motor end of the spectrum where the rear-drive 2022 BMW i4 eDrive40 resides.As its designation suggests, the i4 is an EV take on the 4-series Gran Coupe. Its sleek four-door sedan-esque body is indistinguishable from its gas-powered counterpart’s and features the same longer roofline, frameless door glass, and rear liftgate rather than trunk. This absolutely works in the i4’s favor, as the Gran Coupe offers superior rear-seat space and better cargo access than any 3-series sedan. And it looks fantastic to boot. Besides, the name i3 was already taken.We’ve previously tested—and been mightily impressed with—the high-performance variant of the i4, the M50, calling it “an EV M3” because, among other things, it outaccelerated the last M3 Competition we tested. The eDrive40 is the more mainstream, less expensive version, but in many ways that makes it an even more compelling EV, not to mention a serious alternative to its gasoline-powered counterpart, the BMW 430i Gran Coupe.ICE-Beating PerformanceIn contrast to the M50, with dual motors making 536 horsepower and powering all four wheels, the eDrive40 has a single rear-mounted motor that sends 335 horses to its rear wheels. Still, that easily outclasses the 430i, whose turbocharged 2.0-liter inline-four puts out just 255 horsepower. At the track, our eDrive40 scampered to 60 mph in 4.8 seconds and dusted the quarter-mile in 13.4 seconds at 106 mph. That makes it quicker than a rear-drive Tesla Model 3 Long Range, which reached 60 mph in 5.0 seconds and crossed the stripe in 13.8 seconds at 101 mph. Meanwhile, the last 430i we tested (admittedly a convertible, not a Gran Coupe; their engines are identical, and weight differs by little more than 100 pounds) achieved 60 mph in 5.5 seconds and covered the quarter-mile in 14.1 seconds at 98 mph. Bottom line: The single-motor i4 is sufficiently quick.HIGHS: Longer range than an M50, well-controlled ride, attractive and intuitive curved display screen.It turns out to be even quicker in real-world acceleration situations, where direct-drive and instant torque (the 317-lb-ft peak begins at zero rpm and carries on to 5000) leads to total annihilation of the 430i, which must build boost and kick down to a lower cog in its eight-speed automatic before it can head off in pursuit. The eDrive40 handles the 5-to-60-mph street-start test in 5.1 seconds, whereas the 430i needs 6.8 seconds. The rear-drive i4’s passing times of 2.0 seconds from 30 to 50 mph and 2.9 seconds from 50 to 70 mph are even more telling, with the 430i requiring 3.4 and 4.0 seconds, respectively.BMW i4 Range ResultsIt’s not all about speed. Range, the other side of the EV coin, is an even bigger concern to many, and here the i4 eDrive40 handily outperforms the M50. Both i4 variants use the same 81.5-kWh liquid-cooled lithium-ion battery pack, and as is typical in such cases, the less powerful single-motor car delivers greater range. For the eDrive40, that’s an EPA-rated 301 miles with 18-inch wheels or 282 miles with the optional 19s, versus the M50’s 270 miles on 19-inch rolling stock or just 227 miles with high-performance 20-inch rubber.More on the BMW i4Our eDrive40 tester was fitted with summer-spec Hankook Ventus S1 evo3 19-inch performance rubber, and it essentially equaled its 282-mile EPA rating in our more severe 75-mph highway range test by delivering a 280-mile result. Our 75-mph consumption worked out to 107 MPGe, which easily surpassed the EPA rating of 99 MPGe combined (100 city, 98 highway). It gets better: We averaged 108 MPGe over the 1336 miles we had the car. This included 130 MPGe on a 158-mile random mix of city and highway driving, where light traffic held freeway speeds between 60 and 70 mph. Our maximum-attack run on Angeles Crest Highway was our worst “tank” at 85 MPGe, which maintained respectability because routine highway driving was part of getting there and back.EV Sounds and Regen BrakingIn the M50, we found the synthesized EV interior sound to be overbearing, but here the IconicSounds Electric (a side dish to the $875 Harman/Kardon surround-sound stereo upgrade, which you absolutely want) is less noticeable and can be turned off anyway—the better to enjoy the silence. Our eDrive40 emitted just 64 decibels in both the 70-mph cruise and wide-open acceleration tests, which pretty much means you’re simply hearing hushed levels of wind noise enveloping the sleek bodywork. We were fortunate to sample two different eDrive40s on two different coasts. Both ran on 19-inch tires. One had the Dynamic Handling package ($1750), which includes Variable Sport steering, adaptive M suspension, and M Sport brakes, while the other had the standard brakes and fixed dampers. The standard-spec car is the one that landed near our West Coast testing grounds, so that’s the one we tested. In both cases, brake regeneration is adjustable. A lateral slap of the shifter into the B setting represents an instant shortcut to the strongest level, but Drive can be programmed to deliver four other levels: low (coast), medium, high, and adaptive. Making that change requires delving into an onscreen menu, but with B always at the ready, an owner is likely to decide on a favorite Drive setting early and toggle between the two with the shifter from there on out.LOWS: Not crazy fast like the M50, rear-only regen can make the friction brakes feel grabby.That max-regen setting in the M50 rises to the level of one-pedal driving, but not so here unless you allow more space. Unlike in the dual-motor M50, regen acts solely on the eDrive40’s rear axle. Whenever you add friction brakes midstream, you’re suddenly involving the front axle and initiating weight transfer midstop. In certain regen settings, this can make the brakes feel grabby toward the end of a stop, particularly with the M Sport brakes, which have more initial bite and 14.7-inch front rotors instead of 13.7-inchers. On the test track we engaged the lowest regen setting so the friction brakes did all the work. The result was a 169-foot stop from 70 mph and 365 feet from 100 mph, with the standard brake setup displaying excellent control and absolutely zero fade. On the skidpad, our eDrive40 orbited the circle to the tune of 0.87 g, a smidge less than the 0.90 g we saw in a 430i. But the i4’s balance is far more neutral, to the point where disengaging the stability control is an instant ticket to an unofficial drift mode. We suspect the difference boils down to our test car’s 4699-pound weight, plus the use of the same 245/40R-19 front and 255/40R-19 rear tire sizes despite the eDrive40’s more rear-biased weight loading of 55 percent (versus 52 percent).On the road, both suspension setups feel engaging and well controlled. The version with the Dynamic Handling Package struck the same tone as the M50, with the adaptive damper system’s Sport setting providing sharp response and the Comfort setting providing just what the name implies: agreeable daily-drive comfort. But the standard fixed damping of our West Coast tester didn’t feel substandard, as it ingested all manner of road imperfections with aplomb and pasted a huge grin on our face when we pushed it hard in the mountains. We also found its steering to be accurate and predictable, even though it lacked the variable-ratio rack of the East Coast car. Agreeable In-Cabin TechInside, the driving environment is every bit as stylish, impeccably crafted, and logical as the M50, with the lack of carbon-fiber trim not spoiling the mood one bit. Perhaps that’s because our car was fitted with optional Vernasca leather seats ($1450) and the tech-fabulous curved-display screen ($1000), which comes paired with a head-up display. It’s easy to scroll through the various menus using the touchscreen directly or the rotary controller, which remains a welcome means of navigation both between and within function areas, such as for selecting satellite-radio stations or searching for a phone contact.The curved display is a prerequisite for the $1700 Drivers Assistance Pro package, because the screen hides a set of infrared driver-monitoring sensors, which allow the very capable lane-centering feature to become truly hands-free at 40 mph and below. Status lights turn green on the steering-wheel spokes when the system is available, but they’ll turn yellow as a sound is emitted if your gaze drifts away or traffic speed increases beyond 40 mph. It works brilliantly, but it certainly is an option you can skip if your driving routine doesn’t typically include traffic jams.At a starting figure of $56,395, the eDrive40 chops a hair over $10K off the price of the M50. It’s also about $10K more than a gas-powered 430i Gran Coupe. But it is eligible for the maximum $7500 federal tax credit, which can typically be folded into a lease deal even if you don’t qualify outright. Even without that, the eDrive40 is absolutely worth the premium. It’s a fantastic look into an electrified BMW future that doesn’t leave fans of the brand out in the cold.SpecificationsSpecifications
2022 BMW i4 eDrive40Vehicle Type: rear-motor, rear-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $56,395/$64,820Options: Drivers Assistance Professional package (active driving assistant, extended traffic-jam assist), $1700; Oyster Vernasca leather, $1450; BMW curved display with head-up display, $1000; Premium package (heated steering wheel and front seats, lumbar support, ambient lighting), $950; Harman/Kardon surround sound, $875; Parking Assistance package (surround view with 3-D view, active park distance control), $700; 19-inch aero wheels, $600; Skyscraper Grey Metallic paint, $550; personal eSIM 5G, $300; wireless device charging, $200; drive recorder, $100
POWERTRAIN
Motor: current-excited synchronous ACPower: 335 hp @ 8000–17,000 rpmTorque: 317 lb-ft @ 0–5000 rpmBattery Pack: liquid-cooled lithium-ion, 81.5 kWhOnboard Charger: 11.0 kWTransmission: direct-drive
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.7-in vented disc/13.6-in vented discTires: Hankook Ventus S1 evo3F: 245/40R-19 98Y ⋆R: 255/40R-19 100Y ⋆
DIMENSIONS
Wheelbase: 112.4 inLength: 188.5 inWidth: 72.9 inHeight: 57.0 inPassenger Volume: 90 ft3Trunk Volume: 10 ft3Curb Weight: 4699 lb
C/D TEST RESULTS
60 mph: 4.8 sec100 mph: 11.9 sec1/4-Mile: 13.4 sec @ 106 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.1 secTop Gear, 30–50 mph: 2.0 secTop Gear, 50–70 mph: 2.9 secTop Speed (gov ltd): 115 mphBraking, 70–0 mph: 169 ftBraking, 100–0 mph: 345 ftRoadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY
Observed: 108 MPGe75-mph Highway Driving: 107 MPGe75-mph Highway Range: 280 mi
EPA FUEL ECONOMY
Combined/City/Highway: 99/100/98 MPGeRange: 282 mi
C/D TESTING EXPLAINEDA car-lover’s community for ultimate access & unrivaled experiences. JOIN NOWThis 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

BMW has built all kinds of things. On the 106-year-old Bavarian company’s résumé are Fokker biplane engines, a Formula 1 race team, a three-wheel microcar, and kitchen cookware. Despite that vast experience, and today’s push toward electrification, the 4-series Gran Coupe is an example of what BMW does best. What you see here is a sleek sedan with a silky inline-six that burns premium gas—a core vehicle that BMW has built for decades.Aside from the exaggerated grille and flush door handles, the M440i xDrive Gran Coupe looks like a traditional BMW sports sedan. It squats low on staggered tires that wrap oversize wheels and brakes. It has all the right creases and angles. The more disruptive design element isn’t the nose—it’s the Gran Coupe’s rear. Disguised as a small trunk when closed, the liftgate opens nearly seven feet high to reveal a generous 17 cubic feet of luggage space—46 with the seats folded. That’s nearly as much as an X2 and way more than a 3-series.HIGHS: Fast as a previous-gen M3, fantastic tech, smooth and composed.From the driver’s seat, the stoic design of the canted center stack and the basic-looking controls evoke a business lounge where everyone is too important to say hello. Let the iX SUV have an oblong steering wheel and hide its buttons in the wood trim. Like an old E36, the M440i reminds you why you sat down. Wasn’t it to drive somewhere? Nothing here distracts or overwhelms. When you dive into the infotainment system, it dispenses everything but toilet paper. The M440i self-steers, self-reverses while retracing your path, reads your hand gestures, projects entire city blocks on the windshield, and sends a 360-degree camera feed to your phone. It’s all remarkably fast and intuitive. In a time where technology is universal, BMW puts enough pizazz in its electronics that they feel opulent.We also live in a time when the M440i, which is not even a full-fledged M car, is just as quick or quicker than every standard M3 up through the previous generation. Aided by launch control, rear-biased all-wheel drive, and the optional sticky Pirelli P Zero PZ4 tires, the 382-hp M440i laid down a 3.9-second run to 60 mph. It also hustled through the quarter-mile in 12.4 seconds at 111 mph. And yet, the i4 M50 Gran Coupe is even quicker, zooming to 60 mph in just 3.3 seconds and through the quarter in 11.7 at 120 mph.The Gran Coupe’s performance was roughly equal to the all-wheel-drive M440i coupe, the rear-wheel-drive M340i sedan, and the M440i convertible we’ve previously tested, except for grip, where the Gran Coupe’s wider front tires helped it reach 0.94 g on the skidpad. On the road, the M440i’s rich torque—369 pound-feet—is the main reason BMW drivers are always tailgating someone. The fuel economy is a pleasant surprise, with EPA estimates of 22 mpg city and 29 mpg highway. You might do better on the highway, given that we hit 33 mpg in our long-term M340i and 36 mpg in the M440i convertible in our 75-mph highway test. The eight-speed automatic plays a big hand in efficiency and response. It’s faultless and predicts your every move regardless of the selected driving mode. LOWS: Too muted for its own good, can’t outrun similarly priced EVs.We will fault the fuzzy steering that muffles any communication from the front wheels. It’s a shame, since the suspension and adaptive dampers do such an exceptional job keeping the ride both taut and comfortable—a compromise the Mercedes-AMG C43 can’t match. Synthetic recordings drown out some of the engine’s sonorous notes, and the exhaust is a bit quiet, which further separates car from driver. Even at triple-digit speeds, it’s too easy to get bored in an M440i when everything is so smooth and damped. Like it or not, M Performance models like this are luxury cruisers with big engines, not sports cars. And though we chide the M440i, the competing Audi S5 Sportback is even more sterile. There’s no other direct rival, unless you lean toward a Genesis G70 3.3Tor Cadillac CT4-V Blackwing. Cargo space is far less in those sedans, and they’re light on gee-whiz electronics, but they are more exciting to drive.The greater threat to the M440i xDrive Gran Coupe, though, is probably the i4 M50, which is far quicker and starts below our test car’s $69,570 as-tested price. From that angle, the M440i Gran Coupe looks too slow and costly to run. We’ll take another angle. Despite its muted dynamics, we’d argue there’s no sweeter engine or better-balanced chassis in a compact sedan at this price. SpecificationsSpecifications
2022 M440i xDrive Gran CoupeVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $59,195/$69,570Options: Cooling and High Performance tire package (adaptive suspension, summer tires, 19-inch wheels), $2400; Premium package (ambient lighting, gesture control, head-up display, heated steering wheel and front seats), $1750; Driving Assistance Professional package (adaptive cruise control, lane keeping assist, cross-traffic alert), $1700; Tanzanite Blue II Metallic paint, $1500; Mocha leather interior, $1450; Harman/Kardon surround sound, $875; Parking Assistance package (active park distance control, surround view camera), $700
ENGINE
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2998 cm3Power: 382 hp @ 6500 rpmTorque: 369 lb-ft @ 1800 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.7-in vented disc/13.6-in vented discTires: Pirelli P Zero PZ4F: 245/40R-19 98Y ★R: 255/40R-19 100Y ★
DIMENSIONS
Wheelbase: 112.4 inLength: 188.5 inWidth: 72.9 inHeight: 56.8 inPassenger Volume: 92 ft3Cargo Volume: 17 ft3Curb Weight: 4174 lb
C/D TEST RESULTS
60 mph: 3.9 sec100 mph: 9.9 sec1/4-Mile: 12.4 sec @ 111 mphResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.8 secTop Gear, 30–50 mph: 2.5 secTop Gear, 50–70 mph: 3.2 secTop Speed (gov ltd): 128 mphBraking, 70–0 mph: 148 ftBraking, 100–0 mph: 295 ftRoadholding, 300-ft Skidpad: 0.94 g
C/D FUEL ECONOMY
Observed: 23 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 25/22/29 mpgA car-lover’s community for ultimate access & unrivaled experiences. JOIN NOWThis 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

Mash the Tesla Model S Plaid’s accelerator at 20 mph and the burst of power hits so hard it pulls the skin on your face taut. It’s like getting an instant facelift, but one that lasts for only a few seconds. Try a standing start in the Plaid’s Drag Strip mode, and it hurls itself off the line so ferociously you’ll experience tunnel vision. We repeated that maneuver several times in the name of science to confirm that our senses weren’t lying. Is this what Navy pilots feel when catapulted off a carrier? Maybe, but this much is for sure: It doesn’t get old. The Model S Plaid scrambles your senses with 1020 horsepower and 1050 pound-feet of torque. It is the ultimate, unhinged expression of Tesla’s—and its equally unhinged CEO’s—desire to keep the company’s aging luxury-performance flagship sedan relevant as new EV competitors arrive to stalk it. The Mercedes-AMG EQS 4Matic+ sedan is one of those challengers. A Model S Performance beat a Porsche Taycan in a comparison test a couple of years ago. But how does this latest mega-muscle Model S—Tesla introduced the Plaid in 2021—fare against a Mercedes-Benz EQS 580 reworked by the German company’s vaunted AMG performance division? [image id=’a6183bf2-2dc3-40dd-bdb8-59d387dd1b97′ mediaId=’a150c885-4b69-4549-afe5-fb9a35d54852′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]The AMG-ized version of the EQS sedan seems at first to be too lightly armed for the task. The AMG’s 107.8-kWh battery pack teams with two permanent-magnet synchronous motors to produce a maximum of 751 horsepower and 752 pound-feet of torque—and only for brief seconds during launch-control starts—far less than the tri-motor Tesla’s totals. The AMG also weighs 5911 pounds—1083 pounds more than the Model S. The numbers say that the EQS doesn’t stand a chance in a drag race. But we’re not just out to destroy quarter-miles here. We’re looking for the overall best electric luxury-performance sedan, which makes this a multi-dimensional comparison of attributes—ambiance, posh appointments, and comfort, as well as over-the-road competence and driving satisfaction. Pricing and Plushness ComparedWith luxury playing an equal part, this competition becomes significantly more balanced. The EQS looks like a giant lozenge with windows, but it also has a presence the Tesla lacks. Credit the Benz’s careful exterior detailing, blacked-out trim, optional 22-inch turbine-style wheels, and the large three-pointed star in its blanked-off pseudo-grille. It starts at $148,495. Our test car had a handful of options including carbon-ceramic brakes on the front axle ($5450), those great-looking wheels ($1850), and laminated side glass ($1010), which brought the total to $159,055. Whether it’s the EQS’s weird-science shape or its Mercedes face, it gets noticed—especially by other EV drivers juicing up at our local charging station. [composite mediaId=’068cc46e-dc5d-4304-8a69-dfccc6e26020′][/composite]Mercedes-AMG EQS 4Matic+Highs: Posh personified, muscle-car quick, excellent real-world range.Lows: Doesn’t steer like an AMG should, doesn’t handle like an AMG should, not enough AMG in this AMG.Tesla Model S PlaidHighs: Warp-your-vision acceleration, still looks good, recharges in a flash.Lows: Unpredictable when driven hard, brakes no match for the power, the yoke is a joke.[image id=’4eb60cde-677a-430a-b609-2ae92fdeaf3c’ mediaId=’8bf49127-ee7f-4b86-a508-161f79ba0ea1′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]The Model S, by comparison, has been on the market for 11 years, and it creates about as much excitement in the general populace as the sighting of a UPS truck. The Plaid looks like every other Model S, so only Teslarati will recognize that this is the one with the ability to warp your worldview. The Plaid goes for significantly less than the EQS, with a base price of $131,440. Ours had the optional sticky Michelin Pilot Sport 4S tires on 21-inch wheels ($4500) and dark-gray paint ($1500), which brought the total to $137,440. [editoriallinks id=’f262c80c-cd62-44f6-9f2b-e8e14f03f4d8′ align=’left’][/editoriallinks]They’re both dearly priced, but these EV supersedans are as different as Silicon Valley and Stuttgart. Our AMG’s interior was pure opulence, a match for any gas-fired S-class’s rich passenger space. Its interior, in dove gray and sable brown, had the feel of a luxury yacht’s cabin, right down to the slabs of natural-finish wood trim laced with delicate metal inlays. The turbine-style HVAC vents are dash-mounted works of art, and the few buttons and switches in evidence sport beautiful finishes. And then there’s the Hyperscreen infotainment touchscreen, a single swoosh of glass spanning the dash from door to door that houses the instrument cluster and most controls—including a screen for the front passenger to play with. It doesn’t seem to work any better than other touchscreens, washes out in bright sunlight, and accumulates more fingerprints than an FBI database, but the graphics are great and, well, it’s huge. [image id=’f3b7092b-e68c-49cf-8deb-e5469b10379b’ mediaId=’d6ca73f6-b00b-439c-9910-d342127ed846′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Next to the EQS’s cornucopia of plushness, the Plaid’s interior is an exercise in Scandinavian-esque minimalism. Think Volvo rather than Bentley. Handsome in its simplicity, its dark-leatherette-and-cloth upholstery feels like it belongs in a $50,000 car, not one costing almost three times as much. Tesla was a pioneer at stuffing most of the controls into the center-stack screen, and now even the Plaid’s shifter lives there—and it’s sometimes fussy. Also missing are the top and bottom of the steering wheel, which has been replaced with a Cessna-style yoke that makes maneuvering in tight spots annoyingly awkward. And for all its well-known tech-forward innovation and off-the-wall thinking, we wish that Tesla had gifted the Plaid with a simple sunshade—something the EQS has—for the inside of the glass roof to reduce the heat on our noggins during hot summer days. Spread-out room is another form of luxury, and both cars have plenty both front and rear. The EQS is the much bigger car, though. At 207.3 inches it’s 9.6 inches longer than the Plaid and its 126.4-inch wheelbase is 9.9 inches longer, which translates into limo-like rear legroom. Its rear seat is also higher off the floor than the Plaid’s, making it a more comfortable place to sit, and its rear headrests are cushy pillows. Both cars have similarly long standard-equipment lists rife with driver-assist tech, but the EQS offers some luxury features, such as soft-close doors and massaging front seats, the Plaid doesn’t. [image id=’8bc4d63d-dfd6-46ea-87f0-4e4df688255d’ mediaId=’f4d883f4-7900-41de-9f76-707b4ba51add’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]Impressive but Flawed PerformanceLuxury, of course, is only half of what these two EVs purport to be about. Their goal is to combine premium ambiance with performance—which to us means the totality of the driving experience, not just straight-line thrills. Not surprisingly, the Plaid and AMG EQS go about that mission very differently. In normal driving the Tesla is as docile as a house plant if you tread lightly on the rightmost pedal. It has a taut ride and crisp steering response—though the steering yoke will drive you crazy any time you need to grab a handful of steering lock and instead find air. Exploiting the Plaid’s immense power and supercar-like 1.08 g’s of lateral grip on a challenging road, however, is like being invited to a party only to arrive and find no one else has showed up: It’s weird and off-putting. Pushed hard, the Tesla’s age shows. Its steering is lifeless and its chassis unsettled and uncommunicative; you don’t know what it’s going to do next. On a tight-cornered two-lane, the massive speeds the Plaid reached between turns demanded so much hard braking that a “brake overheating” warning popped up after little more than a mile, forcing us to back off. We’d seen the same brake-fade problem in our instrumented testing. Get anywhere near the Plaid’s 162-mph governed top-speed on a straight road, and it’s an unsteady handful. Exploiting the Plaid’s potential produces more anxiety than pleasure. [composite mediaId=’1e209f1e-6658-4f86-bdf8-702eca8b0464′][/composite]The AMG EQS feels far more secure and enjoyable to drive hard even though its 0.92-g cornering effort is far below the Plaid’s. But it also feels heavy-footed, like it’s trying to dance wearing ankle weights. In Comfort mode it almost floats over pavement swells, but those big 22s occasionally thwack seams and road patches. Even with the dampers cinched up in Sport Plus mode, it responds lazily to steering inputs. The brake pedal always feels mushy, but the optional carbon-ceramic stoppers never faded, no matter how hard we drove. Only next to the Plaid does a car that reaches 60 mph in 3.0 seconds and covers the quarter-mile in 11.4 seconds at 119 mph feel sluggish. When not driving in its quick-fire launch-control mode, it still conjures 649 horsepower and 700 pound-feet of torque, so jabbing the accelerator below 50 mph can make your face feel a little funny—even if it can’t take nearly as many years off your mug as the Tesla can. Steering-wheel paddles conveniently control its two levels of regen and also enable coasting, which is the best method for stretching range. But the complicated steering-wheel haptic buttons and sliders that operate a variety of screens and functions require too much concentration and respond inconsistently. [image id=’4b855dec-b2f7-419c-aac0-defc5cd8e786′ mediaId=’9379a7c7-2f0c-4b03-bd17-2d4a6e3a8744′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]The AMG EQS may be easier to hustle than the Plaid, but we nonetheless expected a more engaging driving experience from something wearing the vaunted AMG badge. We’d be fine with this car’s dynamics if it were a standard EQS 580, but as the driver’s car in the EQS lineup it lacks the light-footed responsiveness and haughty confidence that make most AMG-tuned models a joy to drive. Range and Charging: Closer than ExpectedThat these two cars have such different personalities makes it all the more surprising that they perform almost identically in two critical areas: real-world driving range and charging speed. The EPA estimates that the AMG EQS can cover 277 miles on a single charge and that the Plaid will go 348. But on our 75-mph highway range test, the Plaid had enough juice to run 280 miles while the EQS managed 290. When plugged into DC fast-chargers they also add miles at about the same rate. We’ll give the Plaid extra points for the added convenience of the extensive Tesla Supercharger network. [image id=’8165d427-5bfb-4c5c-afef-4fa05d8d8ffd’ mediaId=’23afe457-19b1-4bfd-a8f6-d7528f411a58′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]That’s not enough this time. The Plaid is the EV world’s 1970 Chevelle SS 454, a muscle car that blows minds with its straight-line speed. Need we remind you that only one other car we’ve tested—the $4.3 million, 1578-hp Bugatti Chiron Super Sport—can top the Plaid’s 9.4-second, 151-mph quarter-mile run? The Mercedes-AMG EQS 4Matic+ is the better-balanced package of performance, handling, and luxury. It’s a car that makes you feel rich just being in it, and it’s better—though far from flawless—at playing the role of performance sedan when you drive it aggressively. The EV world is evolving so quickly, however, that the AMG EQS’s position atop this elite electric luxury-performance sedan class might well be short. The Lucid Air has just arrived on the market, and people have taken notice. And more entrants are sure to follow. [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=’d7453507-72b9-49d4-9157-5dfca17c78bb’ align=’center’ size=’medium’ share=’false’ caption=’A car-lover’s community for ultimate access & unrivaled experiences. JOIN NOW’ expand=” crop=’original’][/image][image id=’f7c552e1-3962-4709-a205-40d0deef2719′ mediaId=’0bc040bb-ca18-4ca5-afe8-dca66c9b37c1′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]

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We’ve all seen the internet stars in action. Johnny “ESC OFF” Hotshoe and Timmy “Tank Slapper” Leadfoot dazzling bystanders with their wide-open-throttle antics while exiting car shows. Typically, horsepower trumps skill, resulting in wadded up sheetmetal followed by a thousand comments’ worth of embarrassment. Coming this summer to a YouTube channel near you, Hertz and Shelby have teamed up to create the latest blooper-reel superstar, the 950-hp Ford Mustang Shelby GT500-H.First, a quick history lesson: In 1966, Hertz teamed with Shelby America to form the Rent-a-Racer program. The cars were popular with the racing crowd—some even liberated their hopped-up V-8s and swapped in lesser units before returning the rentals. Amazingly, Hertz again teamed with Shelby in 2006 and 2016, but nothing quite as wicked as the Shelby GT500-H has ever been conceived.

Shelby American

The 760-hp Mustang Shelby GT500 is no slouch in its production form, but the GT500-H goes even further. To create the GT500-H, which is essentially a Shelby GT500KR, Shelby America replaces the 2.7-liter supercharger with a massive 3.8-liter unit sourced from Whipple that’s fed through a throttle body large enough to be mistaken for a black hole. The larger-displacement blower is spun slower and said to be more efficient. And it leaves the door open for later horsepower gains. The intercooler and cooling circuit for the supercharger have also been revised. The fuel system has been upgraded to deliver an appropriate flow of go-go juice all while remaining emissions compliant. The modifications return a hair-raising 950 horsepower and 635 pound-feet of torque, improvements of 190 and 10, respectively.

Shelby American

Our brief drive outside Las Vegas did not have us questioning the stated horsepower gain. From a 60-mph roll, mash the gas and the Michelin Pilot Sport 4S rubber squiggle from excitement. And oh, the noise! Air whooshes through the intake with an audible gasp, and the gold Whipple sitting atop the 5.2-liter V-8 whines like a Boeing 747 preparing for takeoff. Not that a GT500 isn’t loud enough, but Shelby worked with Borla to crank up the audio track. The brilliant seven-speed dual-clutch automatic­—revised by Tremec to deal with the additional power­—snaps off shifts with a furious bark from the quad tailpipes. As a final indicator that Shelby America means business, it claims that the rear-axle half-shafts are upgraded to handle up to 1500 horsepower.As part of a new three-year partnership, Shelby will build Hertz 25 of the GT500-H hotrods. Of that total, 19 will be painted Shadow Black and six will wear Oxford White, with all the cars featuring the iconic gold racing stripes. Other visuals cues that distinguish the GT500-H are forged wheels, a Gurney flap borrowed from the Mach 1, and a carbon-fiber hood co-developed with Ford that shaves 30 pounds while extracting more heat and reducing lift.

Shelby American

But unlike the Rent-a-Racers from the ’60s, don’t think of the GT500-H as your track-day training wheels. Despite the effort to recalibrate the dampers in their Track setting, Hertz is dead-set against customers entering the GT500-H in any type of performance event. When we asked how anyone would ever know, the response was, “It’ll show up on the internet.” Those who do end up on a track will get blacklisted from ever again renting from Hertz. The GT500-H will be offered in Las Vegas, Phoenix, Tampa, Orlando, Fort Myers, and Miami for $399 per day plus tax and insurance. The rental fee gets you 75 miles of driving enjoyment, with any miles beyond that running $0.75 a click. Our advice: Leave the stability control on and avoid being the next YouTube sensation.

Specifications

Specifications
2022 Ford Mustang Shelby GT500-HVehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE
$399 per day
ENGINE
supercharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port fuel injectionDisplacement: 315 in3, 5163 cm3Power: 950 hp @ 7900 rpmTorque: 635 lb-ft @ 5180 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 107.1 inLength: 189.5 inWidth: 76.6 inHeight: 54.3 inPassenger Volume: 85 ft3Trunk Volume: 14 ft3Curb Weight (C/D est): 4200 lb
PERFORMANCE (C/D EST)
60 mph: 3.3 sec100 mph: 6.3 sec1/4-Mile: 10.5 secTop Speed: 180 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 12/10/15 mpg

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10,000-Mile UpdateWe’re settling in for a 40,000-mile get-to-know-you with the Genesis GV70 3.5T, and that means staffers have been taking stock of the SUV’s cabin environs. Initial impressions generally are positive. “A $100,000 interior in a $60,000 vehicle,” read one early logbook comment, while others praised “the level of interior detailing” and “the artistry of the cabin design.” That design features repeating ellipse shapes (such as on the door panels), textured edges on the knobs and stalks, air vents integrated into the dashboard trim, and even a metal pattern on the pedals. Since our GV70 is the top-of-the-line Sport Prestige variant, it further benefits from exclusive materials including nappa leather and microsuede upholstery, a microsuede headliner, and carbon-look Sport Aluminum accents.There is one ergonomic issue, though. “Am I the only one who reached for the PRND dial instead of the infotainment dial?” asked creative director Darin Johnson. “No” is the answer, as those controls are too similar in size and function and are located too close together. Please Be SeatedThe key components of any interior, of course, are the seats. The thrones in our car are specific to the Sport Prestige model, and their padding is quite firm—more so than in the lesser trims. As one driver noted, “Numbness sets in around mile 100.” However, the GV70 seems to be conscious of that issue: After an hour of driving, the seat-massage function kicks on automatically for relief. It’s part of the Ergo Motion driver’s seat’s Smart Posture Assist, which will also position the seat for you, once you input your height, inseam, and (ahem) weight.GV70 2.5T TestedThe GV70’s driver’s seat includes 16-way power adjustment including seat cushion extension and lateral bolsters. In Sport or Sport+ mode, those bolsters will tighten automatically to better hold you in place for a presumed run down the Tail of the Dragon. (The auto-tightening feature can be switched off.)Ride ComfortThe GV70 3.5T has its own specific chassis tuning, and adaptive dampers are exclusive to this model. We judged the ride to be firm, but it stays just shy of harsh. However, one commenter noted that “big pavement imperfections send shudders through the structure.” Lesser GV70s without the adaptive dampers are more compliant, but this is, after all, the most sporting variant, designed to take on the likes of the BMW X3 M40i. It’s also riding on 21-inch wheels, whereas 19-inchers are standard with the V-6 (and 18s with the four-cylinder).Speaking of those 21-inch wheels, we’ve already curbed one (ugh!), which we still have to get fixed. Happily, that’s the extent of our mishaps so far. We’ve completed our first service, which is called for at 8000 miles, and it was purely routine; an oil change, tire rotation, and inspections were done, and covered by Genesis’ three-year/36,000 mile complimentary maintenance plan. Summer road-trip season is now in full swing, and those long journeys should further test the GV70’s cosseting character. Months in Fleet: 4 months Current Mileage: 13,767 milesAverage Fuel Economy: 21 mpg Fuel Tank Size: 17.4 gal Observed Fuel Range: 360 milesService: $0 Normal Wear: $0 Repair: $0Damage and Destruction: $0IntroductionGenesis is on a hot streak lately. Both the G70 sports sedan and the brand’s first SUV, the GV80, have collected Car and Driver 10Best trophies. Now comes the GV70—smaller than the GV80, this new crossover is based on the G70 sedan—and while it was not able to nab a 10Best award in its debut year, it is fresh off a comparison test win against two longtime segment staples: the BMW X3 and Lexus RX350.That great initial impression is now going to be followed by a 40,000-mile stress test. Will our strong feelings for this new Genesis last? We’re about to find out.Our journey with the GV70 began at the grand opening of the Genesis brand’s first standalone North American dealership, which is in Lafayette, Louisiana. A storm advancing from the Gulf prompted us to take quick delivery and hit the road. The dealer put the plates on, handed us the keys, and we headed north toward Michigan. More on the GV70With our long-term G70 sedan, our biggest regret was not getting the more powerful engine. So, we made sure to not make the same mistake this time. We skipped over the GV70’s standard 300-hp turbocharged 2.5-liter four in favor of the optional 375-hp twin-turbocharged 3.5-liter V-6. After a roughly 1700-mile road trip bisecting the eastern part of the country, the GV70 hit the track for its initial test. The sprint to 60 mph took 4.6 seconds, and the Genesis reached the quarter-mile in 13.3 seconds at 104 mph. So far, we’re averaging 21 mpg, and that figure matches the EPA’s combined rating. On our 75-mph highway test loop, we achieved 23 mpg, slightly lower than the EPA’s 25-mpg estimate. Upgrading to the 3.5T brings a plethora of sporty and luxurious features, too, including an adaptive suspension with road preview, a panoramic sunroof, and leather. On top of that, we got the $9900 Sport Prestige package. It adds 21-inch wheels and an electronically controlled limited-slip differential, among other features. Wearing a set of Michelin Primacy all-season tires, our car pulled 0.82 g around the skidpad and required 180 feet to come to a halt from 70 mph. That’s a bit off compared to the GV70’s more performance-focused German rivals, but we’re not complaining as the ride is tuned well for daily driving. If you do get after it on a back road, the 16-way power driver’s seat bolsters hug you and keep you snug when cornering. As part of the Sport Prestige package, our car is equipped with suede seat inserts and headliner and has carbon-fiber trim. These materials help create a posh interior environment that reminds us of far more expensive SUVs, and we’re sure to enjoy 40,000 miles in an interior this sublime. The GV70 3.5T comes standard with Highway Driving Assist II—we’ll let you know how this Level 2 driver-assist system operates as we embark on numerous summer road trips. Genesis offers an extensive color palette on the GV70, including hues such as Barossa Burgundy and Cardiff Green, but due to supply shortages we settled for a pre-built car that’s finished in Uyuni White, a $500 option. We’re not complaining about the dull white-on-black livery, but there surely are more interesting options. The 3.5T features oversized dual tailpipes that poke through the black mesh surround on the rear bumper for a more extroverted look than the upright pentagonal exhaust tips on the 2.5T. The V-6 model also gets black trim on the bumpers and side skirts. In its comparison-test win, we said that “the GV70 puts an exclamation point on Genesis’s ability to compete in the heart of the luxury market.” Over the next 40,000 miles, we’ll let you know if that punctuation still stands. Months in Fleet: 1 months Current Mileage: 4032 milesAverage Fuel Economy: 21 mpgFuel Tank Size: 17.4 gal Fuel Range: 360 milesService: $0 Normal Wear: $0 Repair: $0SpecificationsSpecifications
2022 Genesis GV70 3.5T Sport AWDVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $53,645/$64,045Options: Sport Prestige package (nappa leather seats, suede headliner, heated steering wheel, 360-degree camera, remote parking assist, front and rear parking assist, Lexicon 16-speaker stereo system, 21-inch wheels, electronic limited-slip differential, carbon-fiber trim, 3-zone climate control, heated rear seats, 12.3-inch 3-D digital instrument cluster, head-up display, rear side sunshades), $9900; Uyuni White paint, $500

ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injectionDisplacement: 212 in3, 3470 cm3Power: 375 hp @ 5800 rpmTorque: 391 lb-ft @ 1300 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 14.2-in vented disc/13.6-in vented disc Tires: Michelin Primacy Tour A/S255/40R-21 102W M+S GOE
DIMENSIONS
Wheelbase: 113.2 inLength: 185.6 inWidth: 75.2 inHeight: 64.2 inPassenger Volume: 104 ft3Cargo Volume: 29 ft3Curb Weight: 4599 lb
C/D TEST RESULTS: NEW
60 mph: 4.6 sec100 mph: 12.2 sec1/4-Mile: 13.3 sec @ 104 mph130 mph: 23.3 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.7 secTop Gear, 30–50 mph: 3.0 secTop Gear, 50–70 mph: 3.8 secTop Speed (C/D): 150 mphBraking, 70–0 mph: 180 ftRoadholding, 300-ft Skidpad: 0.82 g
C/D FUEL ECONOMY
Observed: 21 mpg75-mph Highway Driving: 23 mpgHighway Range: 400 miUnscheduled Oil Additions: 0 qt
EPA FUEL ECONOMY
Combined/City/Highway: 21/19/25 mpg
WARRANTY
5 years/60,000 miles bumper to bumper10 years/100,000 miles powertrain7 years/unlimited miles corrosion protection5 years/unlimited miles roadside assistance3 years/36,000 miles scheduled maintenance
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It’s easy for a fanciful concept car to look interesting under the dramatic lighting of an auto show display or corporate video clip—a brand’s future, in the now. But few concepts ever go beyond that stage, and even fewer get to ply real roads with other motorists, let alone with scrappy journalists behind the wheel. That’s what makes the Mercedes-Benz Vision EQXX special: For all its futuristic EV design, it is at its core a demonstration of advanced engineering that’s meant to be driven. After debuting the EQXX earlier this year at the CES technology show, Mercedes was quick to prove the car’s real-world bona fides on two long-distance treks across Europe, the longest of which—from Stuttgart, Germany, to Silverstone, England, where it hot-lapped the famous race circuit—saw the EQXX go 747 miles on a single charge of its battery, which stores slightly under 100.0 kWh. That feat is impressive enough for a vehicle developed in just 18 months, but it also bodes well for a range of near-future Mercedes EVs that will draw on the EQXX’s suite of advancements.

Mercedes-Benz

Parked on the tarmac of the company’s proving grounds in Immendingen, Germany, the EQXX looks appropriately otherworldly. About the size of a low-slung compact sedan and shaped like a windswept teardrop, its tiny, bubble-like frontal area contrasts with a substantial side profile that stretches over a 110.2-inch wheelbase. Its exaggerated Kamm tail adds significant length, especially when the active rear diffuser juts out 7.8 inches at 37 mph. Interesting details abound, such as the sidewalls of the specially developed Bridgestone tires that, when viewed from above, sit flush with both the 20-inch magnesium wheels and the carbon-fiber body, greatly contributing to the car’s slippery drag coefficient of 0.17. Conventional yet carefully sculpted side mirrors adorn the doors, their minimal drag penalty ultimately deemed more efficient than the power draw that would be required by a lower-profile camera-based setup.

Mercedes-Benz

A tug of the EQXX’s motorized door handle reveals the no-holds-barred interior of a show car, though a surprisingly comfortable and functional one. From the driver’s seat, the spaciousness of the cabin is at odds with how little of the car’s front end you can see through the windshield. While there are a few 3-D-printed pieces that we’re told to be gentle with, the steering wheel and basic controls are familiar Mercedes stuff, making it easy to get situated in what is a near-priceless one-off. Ignore the judicious use of brightwork and ambient lighting, and the smattering of environmentally friendly materials—trim panels derived from cacti, mushroom-based seat inserts, and bamboo-fiber shag-carpet floor mats—are both attractive and a harbinger of what could filter down to future production models. Set off and the EQXX’s feathery (for an EV) claimed curb weight of 3900 pounds is immediately apparent. Although the rear-mounted radial-flux motor produces a mere 241 horsepower, thrust is plentiful, and the light, almost delicate steering is impressively tactile even at pedestrian speeds. With little powertrain hum or air turbulence to ruffle the ambiance, the main distraction is tire noise brought on by the car’s modest amount of sound deadening. The overall vibes are responsiveness and good integration , despite the EQXX—with its quoted 7.0-second 60-mph time and electronically limited 87-mph top speed—being in no way tuned for spirited driving.

Mercedes-Benz

Besides the slippery shape and relatively trim weight, the car’s claimed powertrain efficiency of 95 percent (up from 90-or-so percent for Benz’s EQS production sedan) also contributes to its impressive range. Although the EQXX doesn’t charge as quickly as its 900-volt architecture suggests, it’s so frugal with electrons that only a few minutes on a plug net it significant additional range. Likewise, the handful of kilowatts harvested by the 117 solar cells on its roof, which only go toward powering the accessories, result in meaningful gains in mileage. With minimal mechanical and aerodynamic drag, the EQXX effortlessly coasts on flat ground without losing speed. Thanks to the effectiveness of the active air cooling for the battery and its electronics, Mercedes engineers faced the unusual challenge of coaxing the EQXX’s motor to produce enough heat to reach its optimal operating temperature. While our drive was brief on the undulating roads that snake around Immendingen’s facilities, we soon learned the fun of controlling the EQXX’s momentum via regenerative braking. Gather some speed and it can glide around corners with ease, the mass of the floor-mounted battery nicely anchoring its body motions. Toggling the steering-wheel paddles through the four stages of regen, from none to full one-pedal operation, can quickly slow the car for tight turns and intersections. This is one of the reasons the EQXX can get away with ultralightweight aluminum brake rotors, rather than conventional cast-iron or even carbon-ceramic discs. Once we got acclimated, we hardly touched the left pedal at all. At the end of the day, our overall energy consumption—in air-conditioned comfort—worked out to the equivalent of 262 mpg in a gas car.

Mercedes-Benz

Mercedes being the engineering behemoth it is, we were provided with all sorts of telemetry from our drive that showed where we could have been more efficient still. But much of that data, from energy recuperation to air flow over the car’s body, also was available in real time through the EQXX’s pillar-to-pillar 47.5-inch touchscreen, which is rendered in 8K resolution by a video-game engine. Though borderline distracting with its brilliant graphics and deep well of information, this display also features wonderfully interactive navigation data and is easily configurable for uncluttered reading at a glance. It even is stingy on power, actively dimming sections of LEDs that aren’t in use. While we didn’t acquaint ourselves with its artificial intelligence that acts as a personal assistant, the system offers a glimpse of the next generation of Mercedes’s user interface. But the EQXX’s importance goes beyond being a platform for a futuristic widescreen TV. Mercedes has already confirmed that the car’s powertrain—interestingly, developed in a modified rear-drive version of the new EQB SUV—will reach production in some form by 2024. Also key are lessons in rapid (and novel) development gleaned from working with the company’s Formula 1 specialists, who were able to engineer the concept’s battery to be 50 percent smaller and 30 percent lighter than the similarly powerful pack in the EQS. And from the fungi upholstery to the chassis’s unique skeletal-like aluminum rear subframe, the EQXX’s advancements in material sciences surely will extend to numerous future Benzes and AMGs. In short, the EQXX’s influence will be far-reaching, which is more than you can say about most concept cars.

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Lately it’s all Ford Bronco this, Ford Bronco that. If it’s not the Raptor, it’s the Everglades. What about the Jeep Wrangler? Is there any news there, you ask? Why yes, there is. And while it’s perhaps not anything too major—no Rubicon 392—the new-for-2022 Wrangler High Tide does offer a taste of the aftermarket lifestyle (big tires, lift kit, custom top, trick windshield) straight from the dealer, warranty and all. The initial 500 models are called “Beach,” and that tells you what you need to know about the High Tide’s aspirations: You drive it to the beach. Maybe you drive it on the beach. Let’s not overthink this.More on Jeep WranglerThe High Tide package is built on Jeep’s Wrangler Unlimited Sport model with the 285-hp 3.6-liter V-6 and eight-speed automatic, meaning it doesn’t get locking differentials, a disconnecting anti-roll bar, or any of the Wrangler’s myriad other powertrains. High Tide does include the Xtreme Recon package, though, which brings 35-inch BFGoodrich All Terrain T/A KO2 tires on 17-inch beadlock-capable wheels, crammed under extended fenders with the help of a 1.5-inch suspension lift. The axles get 4.56:1 final-drive gearing, the rear end gains a limited-slip differential, and there are a few other Mopar accessories, including a redesigned hinge gate on the rear-mounted spare tire—basically an exoskeleton that supports the ginormous spare-tire assembly. That detail recalls a lament we once heard from a Stellantis engineer to the effect of, “You spend a million dollars to properly engineer a one-inch lift, and then people go out and install a six-inch lift that was developed in two weeks by some guys in a garage.” Whatever the vices of the Xtreme Recon package—and we’ll get to those—you at least know that it’s safe and you won’t shear a driveshaft because somebody forgot to consider the angle of a U-joint.HIGHS: Tonka-truck presence, easy-open top, ruggedized windshield.Beyond the lift, the High Tide gives you the option of swapping back and forth between the usual rigid overhead “Freedom panels” of its three-piece body-color hardtop or a Sunrider Flip-Top, a bolt-in fabric section that can be manually opened or closed by the front-seat occupants in a matter of seconds—a little like having a Miata top over the front buckets. Its other notable feature is a windshield reinforced with Corning Gorilla Glass, which addresses the Wrangler’s propensity for collecting rock chips and cracks on its very upright, very flat windshield. Gorilla Glass is common in the electronics world, where it lends improved smash resistance to the likes of phone screens, but it’s still relatively exotic in the automotive realm (the McLaren Senna’s lower door windows, roof, and rear window were made of it). If you just want that windshield without all the High Tide trappings, it’s a $495 option on select Wranglers and Gladiators and can be retrofitted on older models, all the way back to 2007 Wranglers. In the event a High Tide driver does manage to chip a windshield, the glass is covered by a two-year warranty. But it’s rugged stuff—Corning built a pneumatic ice cannon just to see what kind of impacts it could take.To prevent the High Tide from requiring outriggers, the lifted suspension is stiff—much stiffer, seemingly, than even a Rubicon model on 33-inch tires. With a track four inches wider than that of a standard Wrangler Sport and 2.5 inches broader than a Rubicon, the High Tide feels stable, if not particularly happy, in corners. Its 0.69 g of lateral grip is probably about as hard as you’d want to corner in this buggy. Likewise, its 7.7-second run to 60 mph feels plenty quick enough, especially given the lackluster stopping distance from 70 mph: 211 feet, the same distance we recorded from the almost-10,000-pound GMC Hummer EV. (Given that the Wrangler laid down faint gray skid marks along the length of its braking test, its ABS keeping things just on the threshold of lockup, it’s clear that its lengthy stop is more the fault of the knobby tires than the brakes themselves.) We failed to record a 100-mph stop because Jeep quite sensibly prevents the High Tide from going that fast. Top speed is limited to 97 mph, at which it’s easy to imagine what it’s like to be an astronaut plunging through the atmosphere in a reentry capsule. LOWS: Opening the top on the highway is like a never-ending flyover from an F-16, long stopping distance, stiff ride.And that’s with the Sunrider roof closed. With it open, even at a relatively benign 70 mph, the tires, engine, and especially the wind conspire to produce a 103-decibel interior sound level. How loud is that? Loud enough that we’ll need to reference 1992’s “Federal Agency Review of Selected Airport Noise Analysis Issues,” which reported that an F-16 fighter jet flying over at 1000 feet at 403 mph spikes at 101 decibels. Serious hearing damage is possible over an eight-hour exposure to 100-decibel sound levels, so it’s fortunate that closing the roof lowers the din to a tolerable 74 decibels at 70 mph.As you may have surmised, going fast isn’t really the High Tide’s forte. But rolling around town with the top back on a sunny day? Now you’re talking. Ditto any kind of off-road endeavor that prizes a big footprint and plenty of ground clearance—the Xtreme Recon package is optimized for mud, deep water, and sand. If the tide is less than 33.6 inches up your doors, this Wrangler can ford it. It also has a monster 12.9 inches of ground clearance, which actually undersells how tall it is—maybe loosen up those hip flexors before swinging a leg up into the cabin. Opting for High Tide Quick Order Package 25D adds $11,895 to the price of a Wrangler Unlimited Sport, plus another $4000 for the compulsory eight-speed automatic and 3.6-liter eTorque V-6 the High Tide requires. Which sounds like a lot of money, and it is. But anyone who’s gone down the aftermarket path knows that you can easily spend a similar sum to arrive at the same monster-Jeep result, but without the factory development and support. Through that lens, the High Tide’s $51,535 effective base price looks like a pretty good deal. But it’s still not the least expensive path to a Wrangler with the Xtreme Recon package and 35-inch tires—that would be the Willys trim, which comes in at $45,695 to start. And, as anyone in Normandy would tell you, a Willys works just fine on the beach.SpecificationsSpecifications
2022 Jeep Wrangler Unlimited High TideVehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $35,640/$58,695Options: High Tide package – 35-inch tires, 17-in x 8-in beadlock-capable wheels, 4.56 axle ratios, 1.5-inch factory suspension lift, wheel flare extensions, body color 3-piece hardtop w/rear defroster, washer, and wiper, Sunrider folding soft front hardtop panel insert, Freedom Panel storage bag, rock rails, limited-slip rear differential, hinge-gate reinforcement, LED head- and foglamps, Gorilla Glass windshield, remote keyless entry, all-weather floor mats, $11,895; 8-speed automatic transmission and 3.6L eTorque V-6 engine, $4000; cold weather group – heated front seats and steering wheel, remote start, $1195; safety group – blind spot and cross path detection, rear parking sensors, LED taillamps $1145; technology group – automatic climate control, 7-inch instrument panel display, proximity key, $1095; trailer tow and HD electrical group w/auxiliary switches, $995; advanced safety group – adaptive cruise, auto high beams, forward collision warning, $945; Selec-Trac full-time capable 4WD system w/2.72:1 low range, $795; Hydro Blue Pearl paint, $395
ENGINE
DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 220 in3, 3604 cm3Power: 285 hp @ 6400 rpmTorque: 260 lb-ft @ 4800 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: live axle/live axleBrakes, F/R: 12.9-in vented disc/13.6-in vented discTires: BFGoodrich All-Terrain T/A KO2LT 315/70R-17 113/110S Load Range C M+S
DIMENSIONS
Wheelbase: 118.4 inLength: 192.5 inWidth: 79.3 inHeight: 75.5 inPassenger Volume: 104 ft3Cargo Volume: 32 ft3Curb Weight: 4829 lb
C/D TEST RESULTS
60 mph: 7.7 sec1/4-Mile: 16.3 sec @ 84 mphResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 8.1 secTop Gear, 30–50 mph: 3.9 secTop Gear, 50–70 mph: 5.5 secTop Speed (gov ltd): 97 mphBraking, 70–0 mph: 211 ftRoadholding, 300-ft Skidpad: 0.69 g
C/D FUEL ECONOMY
Observed: 16 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 20/18/23 mpg
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10,000-Mile UpdateThe new-car smell has been replaced with fast-food aromatherapy from over 13,000 miles of road trips and commutes, but the staff continues to admire our long-term Honda Civic Si enough to want more from it. While it continues to gobble up miles without any major misadventure, lurgy, or katzenjammer (put down the thesaurus before someone gets knackered), there are a few areas we feel the 11th-gen Civic could use some extra ketchup.We’ve been scouring the web for aftermarket hardware that will take the Civic Si to the next level. During our new braking test from 100 mph its brakes went full quasar. High temperatures triggered a brake-system warning light, and we experienced significant brake fade. Although not a likely scenario in normal driving conditions—unless you normally drive 100 mph—it was an obvious area for improvement before attending upcoming track days. Until recently, no one provided upgraded brake pads for the brand-new 2022 Si. Although it shares the same calipers and pads as the current Accord, track-grade hardware in the family-sedan segment is about as common as baby formula right now at a Piggly Wiggly. So, we’re addressing the situation the way most Honda Civic owners fix things, DIY-style.Brake Last, Finish FirstWe called Mike Puskar, owner of Carbotech Performance Brakes, for help. He assured us his track pads would upgrade the Si’s brake performance from stepping in something stinky to stepping on something strong. Mike invited us to Carbotech’s production facility in Concord, North Carolina, to build our own set. Since 1996, Carbotech has helped race cars brake later with its high-temp ceramic Kevlar friction material. Most pads sold today are either semi-metallic or ceramic compounds, and they aren’t built for track use. Carbotech’s pads range in capability from 800 degrees Fahrenheit in the everyday street compound all the way to race pads good for up to 2000 degrees. Each pad is hand-built by one of Carbotech’s seasoned brake-ologists. Pads weren’t yet available for our Civic Si, but Carbotech said it could create them, using the OE hardware to craft the backplate templates. (We wish all future 11th-gen Civic Si owners a very pleasant track day.)How to Build Brake PadsI holstered the keyboard for a day to build our set of Carbotech pads with an air chisel. The first step of the brake pad process is removing the original pad material from the backplate. It blasts away easily, even if you’re holding the air chisel wrong. Once most of the material is off, a belt sander clears the remaining debris from the plate.Working inside the Carbotech factory harkens back to my own high school automotive shop class. It’s a warehouse teeming with enormous World War II-era lathes and drill presses. Massive tubes of air ducting hang from the ceiling like chandeliers. Amid the dust and pad powder, every tool has its place, and goofing around is a good way to lose a finger. The machinery here isn’t robotic, with the nearest thing to automation being a sandblast cabinet with a conveyor belt and a baking oven you don’t have to light with a match. The raw chunks of pad material are called pucks, and they’re shaped to match the backplate using an enormous carbide drum. Once the puck is ready, two holes are drilled into the backplate and then used as a pilot to guide the drill into the brake-pad material. While a single drill bit can cut through the street-compound material numerous times, the stronger pads’ higher levels of heat resistance diminish the lifecycle of the tools. In building our set of XP12 pads, which can handle temperatures of up to 1850 degrees Fahrenheit, the high-strength steel bit was thrown to the scrap pile after drilling just two holes.A chamfer is added to one side of the puck and then affixed to the backplate with high-temperature adhesive. The steel and brass rivets that hold this assembly together are pressed using a foot press. The nearly finished pad is then moved to an oven to cook, which is the most time-consuming process. It’s also why the craftsmen at Carbotech start their work at 2 a.m., well before the oven’s heat can double down on the fiery Carolina sunlight shining in. After hours of oven-curing, the pads are cooled and then painted in different colors that correlate with their level of seriousness. While Carbotech maintains an inventory of more than 40,000 brake pads, the process from which each is built is spectacularly bespoke. We’ll be putting our handmade Carbotech XP12s to good use at various track days later this summer and fall. Expect a full report on that at the 20,000-mile update.Scheduled Pit StopThe Si’s Maintenance Minder light, which is first triggered when the ECU determines remaining oil life to be 15 percent, came on at roughly 12,000 miles. We then took the Civic to the dealer for scheduled maintenance, which included an oil and oil-filter change, tire rotation, and equipment inspection for $69. The equipment inspection indicated our optional Goodyear Eagle F1 Asymmetric 2 high-performance summer tires are mostly surviving. The front tire tread was measured at 5/32 inch while the rears remain at a healthier 8/32 inch. When new, these tires have a tread of 10/32 inch, according to Tire Rack. We plan to install stickier track-only tires along with our Carbotech brake pads, fresh OE rotors, and upgraded high-temp fluid for upcoming track events in August and October. The best is yet to come for this fun and affordable sports sedan. Months in Fleet: 4 months Current Mileage: 13,301 milesAverage Fuel Economy: 31 mpg Fuel Tank Size: 12.4 gal Observed Fuel Range: 380 miles Service: $69 Normal Wear: $0 Repair: $0IntroductionWhen our Honda Civic Si arrived at Car and Driver HQ to begin its 40,000-mile stay, we were pretty damn excited. For the next 52 weekends or more, we plan to squeeze as much entertainment out of this affordable sports sedan as possible. So far, that’s meant driving to Florida for an IMSA Endurance Cup race at Sebring and brushing against cones at an SCCA autocross event. It’s a kickoff to what we’re planning to be an exciting long-term test. The options list for the Civic Si is as short as its throw from first to second gear. The Blazing Orange Pearl ($395) color is exclusive to the Si and is the same shade as our favorite Buffalo Wild Wings sauce (Spicy Garlic). We also opted for the High-Performance Tire package ($200), which wraps the 18-by-8.0-inch wheels with stickier Goodyear Eagle F1 Asymmetric 2 rubber. Our preference for the black standard wheels over the optional blade-style wheels saved us $1708 on an item we plan on replacing with an aftermarket set later. The Car and Driver mailbox is open to your best (or comically bad) suggestions.More on the CivicFor a year, Honda put our favorite sport compact on ice and snuffed out the coupe entirely. Thankfully, the Si is back as a longer, lower, wider, and more serious-appearing sedan. Visually, the Civic Si has gone from Gundam Wing to grownup, inching closer to the maturity and size of the Accord. The interior is an especially welcome improvement, with a bigger 9.0-inch touchscreen, climate control knobs with digital readouts, and a comfy thick grip area. Every Si gets the same red-and-black cloth interior, but its equipment largely matches that of the less powerful Civic Touring, sans the leather. The new Si’s improvements have resulted in a $2120 price increase, and for that much, we wish it retained the old car’s heated seats.Unfortunately, the new Civic Si hasn’t evolved into a more powerful unit. Horsepower from its turbocharged 1.5-liter inline-four has dropped from 205 to 200 horsepower, but its 192 pound-feet of torque arrives 300 rpm sooner. Our long-term car’s initial test numbers show that despite losing five horsepower, it matched the 6.6-second run to 60 mph of the previous-generation Civic Si sedan and even mirrored its 14.9-second quarter-mile at 95 mph. However, in our passing-time metrics, which are done in top gear, the new Si shows off that lower torque peak with a 2.2-second-quicker time from 30 to 50 mph and a 0.1-second-quicker run from 50 to 70 mph. All in all, most won’t notice a difference by the seat of their pants, but the car’s excellent handling and superb steering make us wish the Si had a few extra ponies.In our initial testing, we experienced some significant brake fade during the 100-mph stop, which triggered a brake-system warning light. The 100-mph stop took 316 feet, and although that’s a reasonable performance and similar to the result on the 2020 Civic Si sedan we tested on identical tires, we didn’t encounter as much fade or a brake-system warning light on the previous-gen car.Our most exciting trip so far was a weekend drive to Slalom City for an SCCA autocross event held on a Cummins test track in Columbus, Indiana. Over six runs, the Civic Si proved to be a fantastic autocross machine, and its helical limited-slip differential made slicing between cones a grippy endeavor. The Civic Si also proved pleasant on the eight-hour round trip, and the trunk easily held our tools, air compressor, luggage, cooler, floor jack, jack stands, and helmet. It’s a good sign when the most challenging part of the race weekend is neatly taping the letters and numbers on the front doors. We look forward to giving it a more challenging weekend at an actual track day soon, as we did with our long-term 2019 Honda Civic Type R. With less than 6000 miles on the odometer, the logbook has already started to fill with comments on what’s shaping up to be a love/hate relationship with the sporty suspension. The Si’s stiffer suspension, chassis, and performance tires can sometimes make for a bouncy romp over Michigan’s abundance of expansion joints and uneven (and sometimes missing) pavement. “Not the most relaxing commuter,” commented one editor. Senior features editor Greg Fink noted, “Stiff suspension + morning coffee = stained shirt.”The adaptive dampers that were standard on the previous Si aren’t offered on this car. That equipment is instead reserved for the new Integra A-Spec, which is essentially an Acura-badged Civic Si with leather seats. Here, there’s no comfort mode for our aging backs and growing bums. The three drive modes—Normal, Sport, and Individual—don’t really transform the Si. Sport mode adjusts the steering weight and throttle response while deactivating the stop-start function. It’s a shame this mode doesn’t add more character to the Si’s mostly quiet dual mufflers. Individual mode allows the combination of Sport steering with Normal throttle response. The stop-start function can also be switched off at any time with a button that’s separate from the drive modes. Honda has given the Civic Si a rev-matching system, previously only available on the Civic Type R, as well. This can be a little annoying to enable or disable, as it’s done within the infotainment touchscreen under vehicle options, which can only be accessed if the parking brake is on.The Civic Si has many increasingly rare qualities: It’s a sedan that’s sold with a six-speed manual transmission exclusively, and its little rumble is fueled by forbidden apple juice. That it remains available is cause for celebration. We’re thankful it’s back, marking the beginning of an 11th generation since the first Civic debuted in the 1970s. So, before the Civic Si becomes another fun car replaced by a crossover, we’ve got 40,000 miles to reach and more cones to kill.Months in Fleet: 2 months Current Mileage: 5977 milesAverage Fuel Economy: 29 mpgFuel Tank Size: 12.4 gal Observed Fuel Range: 350 milesService: $0 Normal Wear: $0 Repair: $0Damage and Destruction: $0SpecificationsSpecifications
2022 Honda Civic SiVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $28,315/$28,910Options: Blazing Orange Pearl paint, $395; summer tires, $200
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
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.3-in vented disc/11.1-in disc Tires: Goodyear Eagle F1 Asymmetric 2235/40R-18 95Y Extra Load
DIMENSIONS
Wheelbase: 107.7 inLength: 184.0 inWidth: 70.9Height: 55.5 inPassenger Volume: 96 ft3Trunk Volume: 14 ft3Curb Weight: 2949 lb
C/D TEST RESULTS: NEW
60 mph: 6.6 sec1/4-Mile: 14.9 sec @ 95 mph100 mph: 16.2 sec130 mph: 32.3 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 7.3 secTop Gear, 30–50 mph: 8.8 secTop Gear, 50–70 mph: 8.1 secTop Speed (C/D est): 135 mphBraking, 70–0 mph: 154 ftBraking, 100–0 mph: 316 ftRoadholding, 300-ft Skidpad: 0.96 g
C/D FUEL ECONOMY
Observed: 31 mpgUnscheduled Oil Additions: 0 qt
EPA FUEL ECONOMY
Combined/City/Highway: 31/27/37 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 EXPLAINEDA car lover’s community for ultimate access & unrivaled experiences. JOIN NOWThis 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