Evelyn Reynolds

From the August 1998 issue of Car and Driver.”Last year, observed and timed by the Motor Industry Research Association, Reg Parnell demonstrated the ability of the DB4GT to go from 0 to 100 mph and back to 0 again in 24 seconds.” —Car and Driver, June 1961That sentence, which appeared 37 years ago in our report on the Aston Martin DB4GT, may not have been the first time that anyone ever quoted a 0-to-100-to-0 clocking, but it does establish the era in which this unique performance yardstick became popular.By measuring a car’s stopping power as well as its sheer acceleration, it was a straight-line test more acceptable to the sports-car world than the conventional, single-dimensional quarter-mile drag race. In 1965, Carroll Shelby took a shot at this test and claimed that his 427 Cobra did it in an astonishing 13.8 seconds—with Shelby driver Ken Miles at the wheel.Others have continued to rely on this three-decades-old measure of performance, even as modern cars have become incomparably more powerful and capable than their Sixties counterparts. Now, with a new millennium in sight and numerous modified cars capable of topping 200 mph no farther away than your checkbook, we resolved to bring this historical measure of straight-line performance up to date with current technology and leave the 0-to-100-to-0 test to those mired in the past.So we’ve simply added another 50 miles an hour to the moment when the C/D test driver removes his foot from the car’s accelerator and stomps on the brake pedal. Although raising the test speed from 100 to 150 mph seems like a simple 50-percent increase, its effects are profound. For one thing, overcoming the aerodynamic drag at 150 mph requires 3.38 times as much power as it does at 100 mph. Therefore, whereas acceleration at two-digit speeds is primarily determined by a vehicle’s power-to-weight ratio, acceleration above 120 mph is limited more by the power-to-aerodynamic-drag ratio—the factor that also limits a vehicle’s top speed.Raising the peak speed from 100 to 150 mph also means that the brakes must dissipate 2.25 times as much energy while bringing the car to a complete stop. Moreover, it’s done in one massive thermal jolt that’s about twice as time-consuming as that produced by a stop from 100 mph.To measure this performance, we employed our usual Datron DLS-1 optical fifth wheel coupled to an AEP-4 data logger. This is the most accurate test gear on the market, with roughly one-quarter the error margin found in radar-gun-based testing schemes. Besides, most commercial radar guns don’t have sufficient range to conduct this test.Our senior technical editor, Don Schroeder, was the test pilot. He was instructed to make sure that each and every run would exceed 150 mph because we would be accepting no near misses. Nor would we permit a piecing together of a car’s best 0-to-150 acceleration time with its best 150-to-0 braking performance from a different run.Tests were conducted on the 2.23-mile-long north-south straightaway at the Chrysler proving grounds in Chelsea, Michigan. Schroeder was to devote his first pass down the track to determining the best launch procedure, shifting strategy, and braking technique. That was followed by a cool-down run, and then the real thing: a full-speed 0-to-150-to-0 blast for the numbers. Since the vehicles that we rounded up could complete the test in about a mile, Schroeder followed each run with a three-mile cool-down. That’s how long it took to go to the end of the straight and return to the starting point.Car and DriverWe performed two runs in each direction and averaged the faster run each way. Those cars that were tricky to launch, shift, or stop without locking up wheels suffered the consequences. Anti-lock brakes were a major benefit because they allowed Schroeder to switch instantly from mashing the accelerator to full braking.We collected two groups of cars. The more pulse-quickening collection consisted of modified, street-legal cars from seven of the most respected tuners in the country, with power outputs ranging from 450 to 640 horsepower and brakes and handling to match.To avoid the remote possibility that any of our highly competitive entrants might deign to set up a one-trick special biased for this 0-to-150-to-0 test, a day earlier we wrung out the aftermarket cars on country roads and rated each one’s real-world drivability with one to five stars, five being the best.We also rounded up a group of seven fast factory-stock cars to establish some baseline numbers for this test. Finally, as if 15 cars were not enough to handle, we brought along a video crew from Speedvision, the cable racing network, to record this historic, high-speed flailing. The eye-opening results were to make their debut on Speedvision at 8 p.m. on Friday, July 10. For detailed results and specifications, keep reading. 42.5 seconds Kenny Brown didn’t build a specialized drag-strip burner. His Mustang 289RS Cobra is a thorough reworking of a stock Mustang Cobra to produce what he calls “a car that not only is very fast, but also makes the driver feel confident.”Brown starts with the Cobra’s aluminum double-overhead-cam V-8 and bores it out to 289 cubic inches. New pistons and rings are attached to stock connecting rods. A high-capacity oil pan and a windage tray improve oil management. The engine is balanced and blueprinted to exact dimensional tolerances for maximum performance. A high-flow cat-back exhaust reduces back pressure. Finally, a Vortech centrifugal supercharger is fitted, which operates at 11 psi of maximum boost. The result is an impressive 450 horsepower at 6550 rpm and 400 pound-feet of torque at 5500 rpm.read the full story27.4 secondsIn the six years since the debut of the production Dodge Viper, John Hennessey has become the best-known tuner for those who want to make their already muscular snakes even more venomous. Not only does Hennessey provide a full line of go-fast components, but he also produces complete packages of coordinated upgrades. For this test, he provided the most volatile of these—the Venom 600GTS.The Venom makes 602 horsepower at 5700 rpm. This output is achieved through ported and polished heads equipped with oversized stainless-steel valves and a heavy-duty valvetrain activated by a hotter camshaft, a ported and polished intake manifold with oversized throttle bodies, and stainless-steel headers. To take full advantage of this deep breathing, the Venom 600 engine gets 10.5:1 high-compression forged pistons on forged-steel connecting rods bolted to a stroker crankshaft, which increases displacement from 7990 to 8423cc.read the full story23.3 seconds For this 0-to-150-to-0 battle, a call to Lingenfelter Performance Engineering in Decatur, Indiana, was a natural. That’s because John Lingenfelter never fails to return our phone calls, no matter how harebrained our scheme. We’ve also road-tested nine of the highly modified GM cars he’s turned out in the past nine years. They’ve all been well prepared, easily drivable, and brutally fast.LPE is best known for modifying Corvettes, so no one was surprised when LPE project engineer Jason Haines showed up for our test in a bright-red 1994 ZR-1, borrowed from a Florida customer. Under its hood was what the Decatur gang calls its 415-cid LT5 package. Its ZR-1 V-8 is upgraded with steel cylinder liners to allow for the enlarged four-inch bores. Custom pistons and rods, a stroker crankshaft, and ported and polished heads with a custom valvetrain and a larger throttle body complete the package. Displacement grows from 5.7 to 6.8 liters. This surgery costs $33,900, which includes B&B exhausts and yields 620 of a total of 640 hp and 510 pound-feet of torque. This contestant had stainless-steel valves and an enlarged and polished intake manifold, which added $3500 and 20 horsepower. It also had a 3.73:1 axle ratio, a larger radiator, a single-mass flywheel, and silicone coolant hoses, which added another $2354. The front brakes are LPE/Alcon 13.5-inch-diameter slotted rotors with four-piston calipers. The $3889 spent on these binders included carbon-metallic pads fitted all around.read the full story 28.8 seconds Any Car and Driver super-speedfest would be incomplete without one of Hartmut Feyhl’s German jato sleds. Feyhl, formerly of super-tuner AMG in Germany and now owner of Florida-based RENNTech Performance Tuning, raises the modification of Mercedes-Benzes to a high art form. His cars are blindingly fast, rock-solid reliable, and aesthetically exquisite. They are aristocratic hot rods.We tested this SLR7.4 when it was fresh out of open-engine surgery in March 1997. The operation bored and stroked the V-12 from its original 6.0 liters to 7.4 and greatly enhanced its ability to breathe, with an enlarged and polished intake manifold and bigger valves. The engine mods are worth $50,000 and are warranted for two years. A mellifluous high-flow RENNTech exhaust adds 10 grand. Another $5000 beefs up the transmission and adds a super-duty radiator and auxiliary coolers for the engine oil and transmission fluid. The bottom line: 585 hp at 6000 rpm; 601 pound-feet at 4000 rpm (up from 389 and 420). A $10,000 Torsen differential with a 2.82:1 ratio ensures equitable distribution of that immense torque.read the full story31.1 seconds Of all the Mustang modifiers featured here, only Saleen Performance is recognized by the federal government as a specialty-vehicle manufacturer. What sets Saleen apart from other modifiers is the fact that each of the company’s seven models (the S281 and S351 coupe and convertible, the S281 Speedster, the SR, and the Saleen Explorer) is built to a particular set of specifications. The cars are developed and certified for emissions durability and then sold and serviced as new cars through select Ford dealers. As such, our S351 was subject to a $3000 gas-guzzler tax and $1679 worth of luxury tax, both of which can be avoided with the other tuners by modifying a six-month-old car. But, company president Steve Saleen argues, his cars are more durable and offer stronger resale value. The Saleen parts added to the stock Mustang are warranted for 12 months and 12,000 miles, and the Ford parts retain their original warranty.Okay, so what’s it got? Our S351 model is powered by a Ford SVO iron-block 351-cubic-inch V-8, dressed with Saleen pistons, rods, crank, heads, intake, and cam, and pressurized by a centrifugal Speedlab supercharger by Vortech. The resultant motor pumps out 495 horses at 5700 rpm and 490 pound-feet of torque at 3500 rpm.read the full story26.1 seconds Let’s establish right up front that our Steeda Q test car is a race car. It was fresh from the Nevada Open Road Challenge—a flat-out race on rural Nevada roads—where it averaged 175 mph over the race’s 90-mile-long course. Steeda Autosports also brought along an emissions-legal street car, the Steeda 4.6 2V, powered by a 340-hp, 4.6-liter SOHC supercharged V-8. After a pleasant day of driving this car around, its supercharger inlet hose refused to remain attached for the test session, so it dropped out of the 0-to-150-to-0 competition.Street-legal versions of the Steeda Q are available, with and without supercharged engines. The basic Q package sells for $12,000. Like the Saleen S351, the Steeda Q uses a Ford SVO 351 engine, equipped with an SVO GT40 intake manifold and a 65mm throttle body, SVO cylinder heads, Ford Motorsport headers, and a high-flow exhaust (our race car lacked catalysts). The suspension gets Tokico five-position adjustable shocks and a host of Steeda parts. These include sport springs, anti-roll bars, caster and camber plates, a shock-tower brace, and offset lower-control-arm bushings in front and upper and lower arms in the rear. The brakes are Ford Cobra R issue using carbon-metallic pads. A Steeda hood and rear wing, a high-capacity aluminum radiator, and forged 9.0-by-17-inch SSR wheels shod in Michelin Pilot SX tires round out the Q package. A Vortech supercharger making 10 psi of boost added another $6000 to our car and brought the horsepower to 550 at 5200 rpm, with a peak torque of 535 pound-feet at 5000 revs. The safety cage, the racing seats, and the belts rang up $2000 more, bringing the total to $20,000.read the full story30.1 seconds The promotional material put out by Super Viper Systems, Inc. (SVSi), is loaded with accounts of its many victories at Viper-club drag and road races. We expected the SVSi RT/10 to be little more than a barely civilized race car. Its raucous exhaust and nonfunctional air conditioning did little to disabuse this impression. Ron Misjak, who owns Super Viper Systems, seemed to provide an explanation when he mentioned that this particular car was used by his son for track events.But once behind its wheel, we were surprised to find a machine that was completely at home in the real world. Its 579-hp engine idles as smoothly as a stocker’s and is compliant throughout the rev range. The ride is civilized, and the car tracks and steers beautifully. In some respects, it’s more civilized on the road than a stock RT/10 roadster. But a somewhat balky shifter, the, uh, prominent exhaust note, and the racing seat and harness earned the SVSi a two-star drivability rating.read the full storyConclusionAlthough some cars suffered mechanical wounds during our two-day flog, at the end of our tests at the track, Chrysler’s straightaway was neither littered with twisted connecting rods and fractured brake rotors, nor lubricated with engine oil or coolant. This was especially satisfying because every one of the modified machines was a streetable car in keeping with our rules. They were all shod with genuine street tires (rather exotic ones in some cases), muffled by silencers that will not attract unsympathetic gendarmes, and fitted with reasonably supple suspensions. As we had suspected, aerodynamics and gearing helped several cars improve their finishing order substantially between 100 mph and 150 mph during the acceleration portion of the test. We were also pleased to see that although every entrant delivered decent braking performance, the stopping time from 150 mph did make the critical difference in at least two contests—the Steeda versus the Hennessey and the RENNTech versus the SVSi. Finally, the convincing overall victory by the Lingenfelter ZR-1 confirms that speed contests are still subject to the laws of physics. After all, this ZR-1 had the most powerful engine, the lightest weight, and the least aerodynamic drag of all the tuners. Combined with its anti-lock brakes, it proved unbeatable. At least until next time.It’s No Joy RideSo, what’s it feel like—and sound like—to rocket one of these pricey tuner sleds to 150 miles an hour? And, we hear you asking, what happens when you slam on the brakes at that blurry speed?As the test driver, I can answer those questions, but bear in mind that these tests aren’t the joy rides they might appear to be. With all the tasks the driver faces, there’s not much time for thrills.In launching a car from a standstill, wheelspin can work to your advantage, but you must keep tight control of it with powerful cars like these. Some cars, like the Hennessey Venom, were a cinch to launch. Give it throttle until the tach shows 1400 rpm, then release the clutch pedal as quickly as possible while flooring it, and you’re banged forward with a smooth shove that doesn’t let up until the redline. Other cars are more complicated. With the Steeda Mustang, for example, it’s a delicate exercise of balancing throttle pressure with clutch engagement to prevent the tires from going up in smoke.There isn’t much time to get it right. Bog the engine without enough wheelspin, or send the tires up in smoke, or linger too long at the starting gate, and the engine builds too much heat to generate full power.Once you’re off, that first shift comes up quickly. You want to shift as closely to the redline as possible, but if you hit the rev limiter, your run is toast. Shift as quickly as the gearbox will permit, and the speedo needle continues its climb with just the slightest interruption. Get it wrong—for example, when the synchros or an H-pattern blocks a shift—and the gearbox lets go with a hideous crunching of gears that goes way past “grinding a pound.” And your run is, again, toast. After the second-to-third-gear shift, the hardest part is behind you—the tires have finished their snake dance and are finally glued to the tarmac, and upcoming shifts aren’t as critical. This is when powerful cars feel at their best. If there’s any thrill in 0 to 150, it’s during these next few seconds. Even after eight years, the thrust from powerful cars like these still makes me giddy, and you can savor the roar of the engine before consequent wind noise starts to drown out the symphony. You must listen closely to that symphony, analyzing it for signs of excessive detonation, while always keeping an eye on the tachometer and other vital signs.Up around 130 and 140 mph, there’s a lot to distract you. The wind shrieks around the windshield pillars, and the steering starts losing precision, requiring more correction. This is something to think about when you’re about to slam on the brakes, with just a few feet between the car and the weeds and who knows what.Above 140, a mental checklist flashes in my mind: Steer the car over the center line. Move left foot over the brake pedal or over the clutch. Does this car have ABS? Brace the steering wheel. Watch the digits for 149 (the speedometer has a delay of a mile or so per hour). Watch the readout with one eye: 147.3 . . . 148.2 . . . 148.8 . . . Brake! And concentrate!At that moment, you have to get the clutch in instantly—if not, the engine will keep the car from slowing down quickly. You also have to keep the car heading straight down the track—the weight transfer to the front wheels under hard braking makes all but a couple of the cars in this supertest squirm nervously. The Vipers don’t have anti-lock brakes, so while you’re hard on the pedal, you have to watch for the slightest shift in the chassis that tells you a tire is locking up. Braking hard at 150 is unlikely to provoke a spin. But you never forget that at this speed, any off-track excursion would put your neck at serious risk, not to mention the car.It feels like a hot seat behind the wheel, but not because the air conditioning is turned off. You’re also on stage, with a big audience—this one included Speedvision and antsy owners who’d like their cars to perform well. And you have just four shots to get it right. Any mistakes you make will be obvious to everyone, and recorded on videotape forever.Some joy ride. —Don SchroederContributing EditorCsaba Csere joined Car and Driver in 1980 and never really left. After serving as Technical Editor and Director, he was Editor-in-Chief from 1993 until his retirement from active duty in 2008. He continues to dabble in automotive journalism and LeMons racing, as well as ministering to his 1965 Jaguar E-type, 2017 Porsche 911, and trio of motorcycles—when not skiing or hiking near his home in Colorado.  More

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

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

Estoril is a fantastic former Formula 1 circuit with a two-dimensional logo that doesn’t do it justice. Instead of the bent-paperclip layout that’s depicted, it’s a nuanced and challenging ribbon of asphalt that’s been artfully draped over Portugal’s coastal mountain topography. A mighty 740-horsepower, rear-drive supercar such as the 2024 McLaren 750S should be intimidating around an old-school F1 track, but the 750S is so well sorted that yours truly, who had never before seen the place, felt fully confident to push like hell without fear of being flung into the barriers.Yes, the 750S is an evolution of the 720S, but that’s a mega jumping-off point. Roughly 30 percent of its parts are new or revised, so the changes go well beyond putting the screws to the twin-turbo 4.0-liter V-8 to add 30 horses and 22 pound-feet of torque. The sum of the tweaks also amounts to a weight loss of 66 pounds and a class-leading power-to-weight ratio, according to McLaren. Other changes lean into this further, such as shorter final gearing that makes the car feel even more punchy out of slower corners. We expect the 60-mph and quarter-mile times to shrink, but that doesn’t capture how much more alive it feels. Top speed drops from a claimed 212 mph to “just” 206 mph because of the gearing change, but we’ll allow that.A new center-exiting stainless-steel exhaust system gives the car a more ferocious bark. This is especially enjoyable to occupants of the Spider, which more effectively conveys the sound to the cockpit, even with the top up, on account of its headrest flying buttresses and retractable rear window. But the rerouted exhaust has a bigger role to play, as it’s part of a comprehensive aerodynamic rethink that better manages airflow over a new rear wing that is 20 percent larger. Around Estoril, the active wing toggles from a drag-reduction device on long straights to an air brake when you smash the eyeball-stretching, optional carbon-ceramic binders. At the turn-in point, it once again becomes a conventional wing that works with the revised nose and front splitter to press the available Pirelli P Zero Trofeo R tires resolutely into the tarmac, delivering impeccable aerodynamic balance as speed builds. Those who don’t need ultimate track grip can opt for P Zero Corsa PZC4s or stick with the standard P Zero PZ4 fitment.Direction changes require less lock on account of a quicker steering ratio, which makes the car more responsive on the track without stepping over the line to become darty on the street. Effort buildup is a bit indistinct on regular roads when driven casually, but the electro-hydraulic system’s precision is unflappable, with feedback that improves markedly as cornering forces build. McLaren’s third generation of its brilliant hydraulically crosslinked Proactive Chassis Control suspension (PCC III) has been revised with new spring, damper, and accumulator tuning, and it delivers the compliance necessary to dance across FIA curbs without upsetting the car’s stability.On the open road, this setup also gives the 750S impeccable smoothness on neglected pavement, and that imbues this supercar with a dollop of Clark Kent respectability. The crosslinked dampers that replace traditional anti-roll bars are part of the reason, but the unsung hero is a “Z-bar” rear heave spring, which shoulders the considerable rear aerodynamic loads generated at speed on a racetrack without demanding stiff springs at the rear corners that would otherwise impede the movement of the rear suspension over routine lumps and bumps.Inside, the McLaren’s no-nonsense cockpit has been made even more approachable. Gone is the 720’s silly instrument pod that rotated 90 degrees between a reasonably adequate gauge cluster in street configurations and a ludicrous KITT-style slot display in Track mode. In its place, the 750S employs a highly legible digital instrument cluster flanked by prominent rocker switches built into the outside corners of the shade hood. These switches make easy work of drive mode and chassis stiffness selections, as they are always within fingertip reach because the entire assembly tilts and telescopes along with the Alcantara-wrapped steering wheel. The wheel itself, in stark contrast to Ferrari’s approach, contains no buttons or switches apart from the large shift paddles that sprout from behind its spokes. Probably a horn too, but we weren’t upset with anyone.More McLarenThe center stack is equally clean and straightforward, with a triple stack of buttons close to the driver. The Aero button engages the active aerodynamics, while the Kiwi-bird button allows one to save a favorite drive, suspension, and aero setup. It works exactly like a radio preset too: Set everything where you want, then press and hold the Kiwi to save. From then on, a momentary press engages your custom setup, and you can change it at any time. Below that lies the launch-control button. To the right of these is the familiar McLaren-spec portrait-oriented touchscreen with a prominent volume knob just below. This is where you go to make audio, navigation, phone, and HVAC selections. But McLaren has taken this a step further down the ease-of-use pathway, because this modest system now supports Apple CarPlay. It’s a wired connection via USB-C or USB-A, and Android Auto is nowhere to be seen, but it’s a welcome step nonetheless.The Spider is a more compelling package than you might expect, because the carbon-fiber monocoque at the heart of the 750S needs no reinforcement. The roof of the coupe isn’t particularly structural, so the Spider’s modest 108-pound claimed weight gain is all down to the power-retractable hardtop mechanism itself, including the retractable vertical rear window that allows the glorious new exhaust note to migrate into the cabin with the top up.Just as there’s more to Estoril than its logo suggests, there’s more to the new 750S than the revised nomenclature indicates. McLaren didn’t just add 30 horsepower; it gave the car more soul. And Apple CarPlay.SpecificationsSpecifications
2024 McLaren 750S Coupe and SpiderVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe or convertible
PRICE
Base: Coupe, $332,740; Spider, $353,740
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port fuel injectionDisplacement: 244 in3, 3994 cm3Power: 740 hp @ 7500 rpmTorque: 590 lb-ft @ 5500 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 105.1 inLength: 179.9 inWidth: 76.0 inHeight: 47.1 inPassenger Volume: 47–48 ft3Cargo Volume, F/R: 5/2–7 ft3Curb Weight (C/D est): 3100–3200 lb
PERFORMANCE (C/D EST)
60 mph: 2.5–2.6 sec100 mph: 5.1–5.2 sec1/4-Mile: 9.9–10.0 secTop Speed: 206 mph
EPA FUEL ECONOMY
Combined/City/Highway: 17/15/19 mpgTechnical EditorDan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department. More

Did you know that spiders don’t have muscles in their legs? It’s true. Their legs are controlled with what amounts to a hydraulic system that uses blood as the fluid. It’s why spiders’ legs curl up postmortem. We’re not saying that AMG was inspired by spiders here, but the new Mercedes-AMG GT’s standard hydraulic anti-roll control echoes the arachnid’s limbs. As with the hydropneumatic system long used by McLaren, the GT’s corners are linked via circuits that manage the roll stiffness. At each corner is a cylinder that looks like a damper, but the actual damping is done externally, at electronically controlled valves on the damper body. There is no valving inside the tube. The system has the advantage of being able to effectively disconnect the anti-roll effect to improve ride and then crank the anti-roll stiffness up to 11 when you want to corner like you mean it. The downside is that it’s heavier than conventional anti-roll bars, and heavier is a bit of a theme with the new GT. Bigger Than BeforeThis second-gen GT is basically a clean-sheet design that now shares its underpinnings with the Mercedes-AMG SL. No more dual-clutch transaxle, dedicated platform, or long-hood proportions that the first GT, and the SLS before it, had. A twin-turbo 4.0-liter V-8 makes 577 horsepower and drives all four wheels by way of the corporate nine-speed automatic. A back seat is optional, and the monolithic infotainment screen and digital gauges are shared with the SL. The platform is larger. Its 106.3-inch wheelbase is 2.8 inches greater than before, and the overall length has ballooned 7.1 inches to 186.1. As such, the GT carries about 600 pounds more than it used to. While the rear seat is optional, it should be considered mandatory. What little mass it adds is shaded by a metric ton of functionality. AMG claims the pair of seats can fit people up to four feet 11, which basically means “kids,” and that tracks. What makes the seats a must is that they fold. When folded, the cargo space grows from 11 cubic feet to 24, and the increase in area is enough to wedge a bicycle in there (after removing the front wheel). Go with the two-seater, and there’s a parcel shelf and a fixed vertical partition.The vestigial seats were driven by customer demand. AMG listened to what its buyers wanted, and the overwhelming consensus was more functionality and, despite the wonderful advancements in winter tires, all-wheel drive. While owners didn’t clamor for more performance, AMG being AMG decided it needed that too. AMG GT PerformanceAll-wheel drive all but guarantees the car will outaccelerate its predecessor. Put your foot to the floor, and the engine responds with a ferocity not often found in six-figure grand tourers. The nine-speed transmission, utilizing a clutch pack in lieu of a torque convertor, snaps off shifts with increasing haste as you cycle through the drive modes (Slippery, Comfort, Sport, Sport+, and Race, as well as Individual). The GT63 should be capable of sub-3.0-second dashes to 60 mph with little effort.Fortunately, AMG didn’t concentrate solely on that dimension. Standard tech also includes rear steer, with the rear wheels pointing out of phase up to 60 mph. All the fancy chassis systems do a commendable job of masking the additional mass. Turn into a sweeper, and the car grips like a spider to a wall. Related StoriesStill, we can’t shake that the GT feels in a lot of ways like a step back. Don’t get us wrong, the car is plenty capable. And once you get over the learning curve of some seriously frustrating infotainment menus, it’s way more livable as a daily driver than before. It’s just not the dedicated sports car that the first one was. We expect pricing to start somewhere around $180,000 when the AMG GT63 goes on sale early next year. There’s also a GT55 coming that uses the same 4.0-liter V-8, albeit in a 469-hp state of tune. It’ll undercut the 63 by at least $20K and broaden this car’s appeal even more.SpecificationsSpecifications
2024 Mercedes-AMG GT63 CoupeVehicle Type: front-engine, rear/all-wheel-drive, 2- or 2+2-passenger, 2-door hatchback
PRICE (C/D EST)
Base: $180,000
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 243 in3, 3982 cm3Power: 577 hp @ 6500 rpmTorque: 590 lb-ft @ 2500 rpm
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 106.3 inLength: 186.1 inWidth: 78.1 inHeight: 53.3 inCargo Volume, Behind F/R: 24/11 ft3Curb Weight (C/D est): 4300 lb
PERFORMANCE (C/D EST)
60 mph: 2.9 sec100 mph: 7.0 sec1/4-Mile: 11.1 secTop Speed: 196 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 16/14/21 mpgExecutive EditorK.C. Colwell is Car and Driver’s executive editor, who covers new cars and technology with a keen eye for automotive nonsense and with what he considers to be great car sense, which is a humblebrag. On his first day at C/D in 2004, he was given the keys to a Porsche 911 by someone who didn’t even know if he had a driver’s license. He also is one of the drivers who set fast laps at C/D’s annual Lightning Lap track test. More

Beauty comes in many forms. The SF90 XX, for example, is the first street-legal Ferrari with a fixed rear wing since the F40 and F50 of the 1980s and ’90s. Yet where those two Pininfarina-styled icons embrace the atmosphere with elegance, the SF90 XX exudes a menace born out of its singular mission: to be the most extreme roadgoing Ferrari ever. At its core, this all-wheel-drive plug-in hybrid with a combined 1016 horsepower blurs the line between Ferrari’s top-level supercars and its heretofore racetrack-only specials wearing the XX designation. Only 799 of the $890,000 Stradale coupes and 599 of the $995,000 Spider convertibles will be made. The standard 986-hp SF90 already combines brazen charisma with ballistic 2.0-second launches to 60 mph—the quickest time we’ve ever recorded—making it a choice starting point. The new car should be even quicker.Comprehensive OptimizationKey to the SF90 XX’s gains is its massive 1168 pounds of downforce at 155 mph, up from the SF90’s 860 pounds. A deeper front splitter feeds air to a modified radiator setup that not only eliminates the car’s cargo compartment but also is inverted both to allow more airflow through the redesigned hood and to create a flatter underfloor that helps suck the car’s nose to the ground. Fender vents reduce air pressure in the wheel wells, while a larger diffuser helps extract air from the XX’s elongated tail section. An active rear spoiler remains, but it’s been reconfigured to work in conjunction with the fixed rear wing, cutting drag and increasing downforce. Although the upgrades drop the SF90’s quoted top speed from 211 mph to 199, high-speed stability is greatly enhanced. Uncork the SF90 XX and its carbon-fiber-lined cabin fills with the feral howl of a twin-turbo 4.0-liter V-8 spinning to 8300 rpm. Optimized sound tubes pump more of the combustion symphony into the passenger compartment, while the engine itself gains 17 horses (now 786 in total) by way of new pistons and polished intake and exhaust tracts. Updated programming, borrowed from the Daytona SP3, brings crisper ratio swaps to the eight-speed dual-clutch automatic plus louder barks and pops as you toggle the shift paddles on the steering column. The new car retains the regular SF90’s PHEV configuration, sporting a compact battery with an estimated 6.5 kWh of usable capacity and a trio of electric motors—one between the V-8 and the gearbox and another at each front wheel for torque vectoring across the front axle. Total electrical output remains 217 horsepower in most situations, but new “extra boost” software releases an additional 13 stallions in brief spurts when the PHEV’s raciest Qualifying mode is engaged. Tamer hybrid settings alter the flow of power to varying degrees, while an electric-only mode can propel the car for a few miles at speeds up to 84 mph.Compared with a regular SF90 that has the lightweight Assetto Fiorano package, the XX model cuts about 20 pounds of fat from its curb weight (now an estimated 3800 pounds) via features such as the redesigned hood and new carbon-fiber seats, which combine the torso-hugging support of a one-piece racing shell with the comfort of an adjustable backrest. As a road car, the SF90 XX also retains power windows and air conditioning. Power and PoiseWe sampled the coupe version of the SF90 XX around Ferrari’s Fiorano test track. Michelin Pilot Sport Cup 2 R tires (255/35ZR-20s front, 315/30ZR-20s rear) work hard as the car slingshots out of tight turns on the torque of its electric motors, its thrust building relentlessly as the V-8 comes into play and the scenery turns to a blur. Trust in Ferrari’s engineering is needed as aerodynamic forces mount, but communication through the steering wheel is clear and direct. Impressively mild tempered given its potential, the SF90 XX is prone to stable understeer when pushed too hard, while midcorner pokes of the throttle nudge its tail out in manageable slides. Stand on the firm, short-stroke pedal controlling the upgraded brake system with 15.7-inch front and 15.4-inch rear (1.2 inches larger than the Stradale’s) carbon-ceramic rotors, and the car seemingly augers into the pavement, its new ABS controller (shared with the 296GTB) modulating the stopping force to help the car rotate with rabid turn-in response. Despite spring rates that have been upped by close to 70 percent, the SF90 XX still leans slightly around apexes, and its ride on the standard Multimatic DSSV spool-valve dampers felt rather compliant on Fiorano’s smooth surfaces (sadly, we weren’t allowed outside the Ferrari factory’s gates). Optional adaptive dampers include a nose-lift function. More XX-Rated FerrarisRevised stability controls bring additional security and dramatically alter the XX’s temperament as you click through the manettino drive-mode dial on the steering wheel. Sport mode will make novices feel like heroes, while Race gives the driver greater control yet still regularly steps in to manage wheelspin. The brave can disengage all the systems, but the quickest setup is CT/Off, with its exploitable safety net that lets the car move around naturally and only subtly reins things in at the limit. Arguably, the highlight for the fortunate few who’ve already snapped up the SF90 XX’s allotments will be its usability. The previous XX models are usually stored in Maranello and rolled out only for select track days under the guidance of engineers. SF90 XX owners, on the other hand, will be able to unleash their thoroughbreds at will. Whether that’s on a racetrack or an empty canyon road, the freedom to choose will be its own kind of beautiful. SpecificationsSpecifications
2024 Ferrari SF90 XX StradaleVehicle Type: mid-engine, front- and mid-motor, all-wheel-drive, 2-passenger coupe
PRICE
Base: $890,000
POWERTRAIN
twin-turbocharged and intercooled DOHC 32-valve 4.0-liter V-8, 786 hp, 593 lb-ft; 2 permanent-magnet synchronous AC front motors, 114 hp, 73 lb-ft each; permanent-magnet synchronous AC rear motor, 161 hp, 192 lb-ft (combined output: 1016 hp; 6.5-kWh [C/D est] lithium-ion battery pack)Transmissions, F/R: direct-drive/8-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 104.3 inLength: 190.9 inWidth: 79.3 inHeight: 48.2 inCurb Weight (C/D est): 3800 lb
PERFORMANCE (C/D EST)
60 mph: 1.9 sec100 mph: 4.3 sec1/4-Mile: 9.4 secTop Speed: 199 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 17/16/18 mpgCombined Gasoline + Electricity: 50 MPGeEV Range: 8 miTechnical EditorMike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver’s reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines. More

From the October 1995 issue of Car and Driver.Amid the wails, howls, and whoops from engine and gearbox—yes, and a few from the driver—it comes as a surprise to find Ferrari’s 513-hp F50 a benign and even friendly car. And it’s clear after two laps around Ferrari’s Fiorano test track that there’s enough of a racing flavor in the roadgoing Grand Prix car to make the driver feel like a hero.The F50’s 60-valve 4.7-liter V-12 shrieks to its 8500-rpm redline in first, second, and third gears. The snap change to fourth, just before the apex of Fiorano’s famous long left-hand sweeper, comes at 105 mph, and the revs drop just 1600 rpm. Initial understeer, exaggerated by the need to dial in a quarter-turn of the wheel, has abruptly vanished. Finally, there’s agility through the steering. Despite the car’s size and power, it’s outrageously easy to balance the Ferrari’s attitude on the accelerator, loading up the outside rear wheel and aware that lifting off instantly alters the drift angle. It’s not enough to require premeditated opposite lock—more a tiny, almost imperceptible reduction in steering input. Squeeze on the accelerator and that’s offset by the immediate application of power to the 355/30ZR-18 Goodyear Eagle GS Fiorano rubber (developed by Goodyear’s racing department in Akron for the F50 and named after this track). Incredibly, the F50 feels utterly chuckable.If I can tighten the line at will, place the F50 to the nearest inch in avoiding the ripple strips, and not ever be fearful of an abrupt snap into oversteer, then Dario Benuzzi, Ferrari’s chief test driver, has done his job well. The terrific thing is that such safe handling is totally unexpected from a car this exuberant. Ferrari says the F50 is a road version of the 641 Formula 1 car. Ferrari’s first carbon-fiber chassis in a production car utilizes a V-12 engine adapted from the racing program as an integral, load-bearing unit. With 513 hp and 347 pound-feet of torque, the F50 has a power-to-weight ratio beaten only by McLaren’s roadgoing F1—at twice the price. The F50’s performance envelope is accessible and its handling is adjustable. At least here, that is, on the racetrack where it was developed. The irony: Ferrari has built the F50 as an Fl car for the road, but we are driving it for the first time on the track. Road time comes later.This is not a beautiful car, but there’s no denying it has enor­mous presence. The shape was sculpted in the wind tunnel to produce downforce (680 pounds at 186 mph, distributed in nearly the same proportions as the car’s 42/58-percent weight distribution). The shape was also designed to help cooling and aid stability. Everything about the exterior has a purpose. The massive scoops in the hood, where air pressure is low, suck hot air through the radiators and contribute some downforce. The front bumper is profiled to discourage airflow separation before the air meets the flat underbody that runs from the nose to the rear axle line, where two diffuser tunnels help produce negative lift. The rear wing is perched almost as high as the top of the wind­shield and is designed to work whether the car is closed or open. That’s one reason the drag coefficient is a relatively poor 0.37 and Ferrari’s top-speed claim is “only” 202 mph. In this car, grip is more important than outright speed. From the side, the F50’s proportions look awkward. The open cockpit is set far forward, and much of the nose hangs well ahead of the front wheels. The longitudinally mounted engine is set back between the seats and the rear axle line, forcing an extended wheelbase. It’s the format of an Fl racer. The driving position comes as a sur­prise. Surely Prost and Mansell didn’t sit this high in the 641? The fixed, airbagless wheel is directly in front of the driver, mounted higher and more vertical than usual for a Ferrari. The pedals, which are adjustable for reach yet slightly offset to the right, never present a problem. But a tall driver may find them so close that his right shin hits the dash. Proof of the F50’s carbon-fiber con­struction is everywhere in this stark cabin. If you forget the electronic LCD instru­ments—easy to do, because they are almost impossible to read in sunlight—the interior defines simplicity. A/C is a neces­sity, and it is standard equipment. Recessed in the carbon-fiber dash are two circles: one for a key, the other a black rubber button labeled “Start Engine.” You turn the key and the black instrument cluster lights up. With the gearbox in neu­tral and foot off the accelerator, you push the button. The whir is followed by a hollow sucking, then all 12 cylinders fire together and immediately settle to a quick 2000-rpm idle. A tap on the throttle slows this to 800 to 900 rpm. At this point, the sound doesn’t resemble that of a racing engine, due to the exhaust system and engine calibrations set for public roads.From outside, the F50 is quieter than an F355, with just a little vibration tingling through the entire car. Once inside, you find the clutch travel springy yet progres­sive, the gearchange precise and light. Even so, it’s a shame Ferrari wasn’t able to adapt the electrohydraulic gearshift from the 641, which worked by paddles under the steering wheel. This is a sensitive issue at Maranello, one obvious area where the F50 radically departs from the Fl car. The problem is that non-synchro racing gear­boxes are rebuilt after 300 miles, and Ferrari prefers to avoid this expensive procedure—particularly under warranty. As you ease out the clutch at 2000 rpm, the F50 crawls forward docilely. The steering feels lighter than expected, but low-geared with 3.4 turns and a massive 41.3-foot circle. Power steering was deemed out of step with the F50 concept, as it would have added 33 pounds. The engine proves truly tractable, able to accept 1000 rpm in sixth gear. But not much happens until 3500 rpm, when sound level increases dramatically. You expect an equal jump in acceleration, but it doesn’t happen until 4500 rpm, when the engine note rises with ever-mounting intensity to a shrill crescendo.From 4500 rpm, the tach needle hurls up the dial to 8000 rpm (at the very top of the display) and beyond. For flat-out driving, you keep the engine in the shat­teringly fast 5000-to-8500-rpm range. The F50 has astonishing acceleration, yet it doesn’t have the awesome, even scary, power and performance of the McLaren F1’s 6.1-liter BMW V-12. Not that it’s slow: Ferrari’s telemetry, plugged in through the onboard computer, has the F50 capable of pulling 0.47 g under max­imum acceleration. The microchips mea­sure a 0-to-60-mph time of 3.7 seconds. A 65-degree V-12 is inherently well balanced, but when the engine and gearbox are bolted to the carbon-fiber monocoque to form a single, load-bearing structure for the rear suspension, you feel a mild vibra­tion through the seat and floor over 7000 rpm. The sound is something else. Remember Steve McQueen’s Le Mans?The first corner at Fiorano is a tight hairpin, normally taken in either first or second gear. At low speed, the F50 feels clumsy here. With the hammer down and the F50 working the way it was intended, everything changes. The absence of bush­ings—and compliance—in the double-­control-arm suspension means turn-in is now fast, the steering meaty and positive without loading up excessively. With its horizontally mounted spring/damper units and the latest version of Ferrari’s brilliant adaptive dampers working hard, the roll angles are so low as to be imperceptible and the body motion control is extraordi­nary, as it needs to be in a 200-mph car. To use the aerodynamics and chassis, you must exploit the power and take advantage of the F50’s fabulous control, balance, and responsiveness. Get this right and you can forget about under- and oversteer in a conventional sense and just revel in the adjustability of the car’s poise (and approach the claimed lateral acceleration of 1.20 g). With a power-to-weight ratio close to that of the F40, the F50 can lap Fiorano a staggering 3.5 seconds quicker. Part of that difference is due to the phe­nomenal non-servo, non-ABS brakes. Fer­rari rejected race-style carbon discs because they cost ten times as much as the massive four-pot, cross-drilled steel Brembos.One remaining problem: heat soak and the flow of hot air from the engine and radiators. This is in spite of small deflec­tors on the quarter vent windows to redi­rect hot air away from the cockpit. Again, air conditioning is essential. The F50’s connection to F1 racing is partly a marketing angle. But one drive is enough to prove there’s a close enough relationship in the sound, the responses, and the feel of the brakes and the trans­mission—even the steering—for the con­cept and technical integrity of the F50 to make real sense. At least on the track. SpecificationsSpecifications
1997 Ferrari F50Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE
Base: $519,245
ENGINEDOHC 48-valve V-12, iron block and aluminum heads, port fuel injectionDisplacement: 287 in3, 4698 cm3Power: 513 hp @ 8500 rpmTorque: 347 lb-ft @ 6500 rpm 
TRANSMISSION6-speed manual
CHASSIS
Suspension, F/R: control arms/control armsBrakes, F/R: 14.0-in vented, cross-drilled disc/13.2-in vented, cross-drilled discTires: Goodyear Eagle GS FioranoF: 245/35ZR-18R: 355/30ZR-18
DIMENSIONS
Wheelbase: 101.6 inLength: 176.4 inWidth: 78.2 inHeight: 44.1 inCurb Weight: 2950 lb
MANUFACTUER PERFORMANCE RATINGS
60 mph: 3.7 secTop Speed : 202 mph  More

From the September 1992 issue of Car and Driver.Whoever said “competition improves the breed” (was it Charles Darwin? Charles Barkley? Charlie the Tuna?) perfectly captured the action in today’s mid-size four-door-sedan market. No-quarter competition is breeding a high order of automotive excellence. Our recent family four-door face-off (“Solid-Citizen Sedans,” June 1992) confirmed that this cate­gory’s general level of quality—make that qualities, not just fit and finish—is a won­der to behold. This emphasis on excellence is not accidental, for we find the hot nationwide sale numbers here, with the Honda Accord, the Ford Taurus, and the Toyota Camry topping the charts. HIGHS: Smooth, smooth, smooth, in everything it does. With so much volume in this segment, this fall will see several high-stakes launches of sedans straight into the com­petitive teeth of the Accord-Taurus-Camry troika. Chrysler is betting the foundry on the 1993 LR-platform family sedans, and Nissan hopes the Altima four-door will soar where the Stanza stumbled. Even Mazda, which trades in niche products that emphasize the fun of driving and emo­tional connections with automobiles, still leans on the middle-of-the-road 626 four-­door sedan as its largest seller. Dick Kelley|Car and DriverWith this 626 model, the “feel right” folks at Mazda have completed the makeover of their entire line of cars. The pitch has been to reposition Mazda cars as enjoyable, interesting, and maybe a little off-beat. First came the Miata two-seater—as enjoyable, interesting, and off-beat as new cars get. Then, over little more than a year, came the tiny V-6 MX-3, the sexy 929, the blistering RX-7, and the lovely and graceful MX-6.As with the previous generation (1988–’92), the new 626 sedan shares its strut-suspended, front-drive platform with the Mazda MX-6 and Ford Probe sports coupes. The 102.8-inch wheelbase is unchanged, though the back seat magically grows from squashed in the two-doors to spacious in the four-door. Engine choices are a 2.0-liter four making 118 horsepower (115 in the Probe) for the base 626DX and mid-level LX, and Mazda’s silky 164-hp, 24-valve, 2.5-liter V-6 in the high-line ES.For this test, we specified the lustiest 626 of the bunch, an ES with the five-­speed manual gearbox. Our test car came loaded with a leather interior ($1000), anti-­lock brakes ($800), a sunroof ($750), and a CD player add-on to the AM/FM/cassette sound system ($700). This ran up the tab to a hefty $22,030, from the ES’s opening quote of $18,710. Though it’s not a steal, the 626ES undercuts a similarly equipped Toyota Camry SE (a slightly larger, heavier alternative that is otherwise comparable in concept, packaging, and refinement) by about $2500. Dick Kelley|Car and DriverDespite the added burden caused by all the options, our 626 stepped lightly on the scales: a modest 2894 pounds. Working through the tidy five-speed box, the V-6’s fluid and free-spinning torque delivery can whisk that mass from rest to mile-a-minute cruise in a mere 7.3 seconds, a time that completely outguns any Accord, splits the difference between the Camry SE and the Nissan Maxima SE, and loses only to a Taurus that says “SHO” on its tail. The 626ES’s top speed of 128 mph and its skidpad grip of 0.80 g are also impressive. LOWS: Sheetmetal more like the 929’s might help its visibility.And running hard isn’t even this car’s main event. The 626 is easy and natural to drive smoothly—a quality that takes on greater importance as all cars get better in the big ways. The 24-valve engine gives flexible, ready power. Throttle action feels smooth and positive. Response is immedi­ate, and there is minimal driveline lurch or “cradle rock” as the throttle opens and closes. Clutch takeup is smooth and the shifter gating is friendly. Taut and heavily damped steering—a little weighty, even—gives the driver a positive, deliberate sense of control. The middling-firm suspension reduces rocking in fast transitions and gives a faintly busy, though still comfort­able, freeway ride. The ES is smooth, accurate, almost delicate to control. More Mazda Reviews From the ArchiveLooking hard for vices, we note one characteristic that surfaces in duty the 626ES will rarely encounter: very deter­mined, max-effort flogging down fast and unpredictable looping canyon roads. Entering a corner too hard—one that requires the driver to leap off the power and get on the binders after the car is already well heeled over in the bend—will have the 626 promptly tucking its nose, sloughing its protective understeer, and threatening to get well and truly sideways. A little unwinding the wheel and moderat­ing the brake pedal generally restores order. This action is hardly unknown in front-drive cars, and only the terminally ham-fisted will likely get into trouble. Dick Kelley|Car and DriverVisually, the 626 isn’t as striking as Mazda’s other recent offerings. But echoes of the 929’s voluptuousness resonate in the 626’s greenhouse, C-pillars, and fender line. Inside, some plastic expanses look a bit vast and unbroken, but again, the shapes are pleasant, and the layout and finish are clean and functional. We especially like the open, accessible view out over the 626’s low cowl. The front seatbacks have modest side bolsters that form a broad, shallow wedge, accommodating torsos of most any girth. Trunk capacity and shape are decent, though luggage must fit through a rather shallow opening. VERDICT: Short in length, but long in driving pleasure. Despite its position as a mainstream, mid-size sedan, the 626ES remains true to Mazda’s niche-marketing strategy by offering an unusually generous serving of performance and refinement for the class. In fact, although Mazda denies that its upcoming Amati luxury division will offer a sedan based on the 626 platform, the ES strikes us as exactly the sort of car that could proudly wear an Amati badge. CounterpointThis one literally missed the boat, and I, for one, am sorry Mazda didn’t make it to our “Triple-Throwdown Four-­Door Showdown.” Last month’s con­test for family performance sedans featured the Maxima SE, the Taurus SHO, and the Camry SE. They finished that way, all within two points out of a possible 100—our tightest finish ever. The 626ES would not have shaken it up drastically, but it would have gone fenders-to-flanks with the others, because it, too, glows with the same slightly intemperate blend of hot rod in its heart and cool thinking behind its whole. —Larry GriffinCall it the sports sedan from the chunky, spunky planet of reliable Alfa clones. The Mazda 626ES perfectly captures the driving essence of Italian machinery without the pains of roof­mounted window switches and steering wheels angled to hold a Chicago deep-­dish pizza. The Mazda’s pedals fall to foot for easy heel-and-toe shifting, its engine sings a torquey tune, and its seats cozy up to hindquarters like an old pair of jeans. Mainstream buyers might overlook the 626ES in favor of a retentive Camry or Accord, but at least the Alfisti now have dependable trans­portation. —Martin Padgett Jr.Just last year, the Taurus SHO and the Maxima SE offered the slickest trans­verse V-6 powertrains this side of 25 grand. Then came Toyota’s Camry SE. One drive and you would swear the engine possessed two more cylinders and was mounted fore and aft in an engine-bay-sized vat of Cool Whip.Mazda has worked similar magic with its new 626ES. It offers the same smoothness, refinement, and might as the spacious Camry SE in a slightly cozier package, at a slightly lower tab. Moderately priced, ultra-refined sports sedans now come in two sizes: large and small. —Don SchroederSpecificationsSpecifications
1993 Mazda 626ESVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $18,710/$22,030Options: leather package (power driver’s seat), $1000; anti-lock brakes, $800; power sunroof, $750; compact-disc player, $700; floor mats, $70
ENGINEDOHC 24-valve V-6, aluminum block and heads, port fuel injectionDisplacement: 153 in3, 2497 cm3Power: 164 hp @ 5600 rpmTorque: 160 lb-ft @ 4800 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: struts/strutsBrakes, F/R: 10.2-in vented disc/10.3-in discTires: Bridgestone Turanza ER30205/55VR-15
DIMENSIONS
Wheelbase: 102.8 inLength: 184.4 inWidth: 68.9 inHeight: 55.1 inPassenger Volume, F/R: 53/42 ft3Trunk Volume: 14 ft3Curb Weight: 2894 lb
C/D TEST RESULTS
60 mph: 7.3 sec1/4-Mile: 15.8 sec @ 87 mph100 mph: 22.2 sec120 mph: 44.3 secRolling Start, 5–60 mph: 7.8 secTop Gear, 30–50 mph: 9.0 secTop Gear, 50–70 mph: 9.3 secTop Speed: 128 mphBraking, 70–0 mph: 189 ftRoadholding, 300-ft Skidpad: 0.80 g 
C/D FUEL ECONOMY
Observed: 22 mpg
EPA FUEL ECONOMYCity/Highway: 21/26 mpg 
C/D TESTING EXPLAINED More