Evelyn Reynolds

What do a Joshua tree and the Chevrolet Silverado have in common? It seemingly takes both of them awhile to mature. The scraggly-looking tree, for example, may only grow a foot in 12 years, which is about the same amount of time we’ve been waiting for Chevy to build a truck with serious off-road performance. With the 2022 Silverado 1500 ZR2, that wait is finally over. Our recent drive up, down, and around Joshua Tree National Park provided the perfect setting to figure out what the ZR2 is all about. Motivating this new model is General Motors’ sweetheart of a 6.2-liter pushrod V-8. Although there’s a strong argument to be made that the low-end grunt of GM’s 3.0-liter inline-six turbo-diesel would be a better fit, the gas-fired 6.2-liter’s 420 horsepower and 460 pound-feet of torque feel right at home here. A quick-shifting 10-speed automatic transmission mates to a two-speed transfer case with traditional two-wheel drive and high- and low-range four-wheel-drive modes, plus an Automatic mode for those who prefer to let the electronics figure out when the front axle needs to be engaged.
The ZR2 takes the Silverado’s existing Trail Boss trim level to the next level via some key off-road hardware. The front and rear differentials incorporate electronic lockers, with the former also necessitating upgraded half-shafts for the front axle to manage the additional loads when the diff is locked. Underneath, beefy skid plates help keep obstacles from impaling the truck’s vital components, and knobby 33-inch Goodyear Wrangler Territory all-terrain tires have been wrapped around the standard 18-wheels.

Chevrolet designed the ZR2 to be a weapon for any trail—not just the open desert. By not grossly flaring its fenders in the vein of the Ford F-150 Raptor and Ram 1500 TRX, the ZR2’s width remains relatively narrow. Measuring 81.2 inches across, the Chevy is 5.4 and 6.8 inches less broad of beam than the Raptor and TRX, respectively. While ascending the tight canyon trails and dry riverbeds that snake their way through the national park, the ZR2’s slimmer profile easily cleared the surrounding rock walls that the wider trucks would need to carefully navigate. The Silverado’s direct yet low-effort steering allows you to precisely place the ZR2’s Goodyears so as to avoid punctures from sharp-edged rocks.
With its differentials locked, the ZR2 makes quick work of climbing gnarly rock ledges. Setting the three-position drive mode selector to Terrain mode enables a one-pedal trail driving setup that operated more smoothly than we expected. Simply press the accelerator to go and release it to stop, the ZR2 automatically engaging its brakes to keep it from gaining speed. Hill-descent control allows incremental speed adjustments of 1 mph by using the truck’s cruise control toggle. Both electronic aids reduce the head-banging motions that can come from two-pedal off-road driving. Fortunately, both systems can be disabled if you prefer to work the pedals yourself. However, you won’t want to neglect the truck’s various high-resolution camera views, which essentially provide a virtual spotter for picking your way through technical terrain. Though not as high-tech, we also welcomed the deep baritone growl provided by the $1399 Borla exhaust system upgrade fitted to the truck we drove. Unlike most players in the segment, Chevrolet opted not to fit canon-sized exhaust tips out the back of the ZR2. Instead, it cleverly routed the truck’s tailpipes high up to prevent any costly damage when departing obstacles. Still, despite the effort to keep the exhaust out of harm’s way, the ZR2’s departure angle of 23.3 degrees comes up short versus its immediate competitors. But when it comes to preventing the truck’s midsection from dragging over boulders, its breakover angle of 23.4 degrees is topped only by the F-150 Raptor on its optional 37-inch tires. Similarly, the ZR2’s model-specific three-piece steel front bumper—the glossy black finish of which is a magnet for trail scuffs—helps enable an approach angle of 31.8 degrees, again bettered only by the big-tired Raptor.
As with Chevy’s smaller Colorado ZR2 pickup, the Silverado ZR2’s three-chamber Multimatic spool-valve dampers are its most notable upgrade—they imbue the truck with an impressive split personality. On the road, these passive dampers contribute to a supple ride by removing the harshness we’ve previously complained about in the current-gen Silverado. Even body roll is mostly kept in check when hustling through corners. Yet, in deep sand, they masterfully manage the inherent hopping motions of the ZR2’s leaf-sprung rear axle.. But it’s in undulating high-speed sections of desert where the trick dampers shine, softening impacts and deftly managing wheel motions so that the ZR2 never feels out of control. And with 9.8 inches of travel in front and 10.6 inches in back—2.0 inches more than in the Trail Boss—plus the addition of hydraulic bump stops, this Silverado shrugs off hard touchdowns with little issue. Starting at $69,295, the ZR2 doesn’t come cheap. But with its elevated base price comes the top grade of the Silverado’s newly revised interior. There’s now an upscale feel and modern look inside, highlighted by a 12.3-inch digital instrument cluster and a 13.4-inch touchscreen running a Google-based infotainment system. The side bolsters and shoulder support of the leather-wrapped and ZR2-specific sport seats do an excellent job of keeping your torso in place, with their only drawback being a bottom cushion that could be a bit on the softer side. However, we’re far less enamored with the design of the Silverado’s new electronic joystick shifter on the console. Feeling both bulky and clumsy in operation, its top-mounted Park button is especially easy to unintentionally activate with a resting hand.
Unlike its harder-core rivals, the ZR2’s off-road prowess doesn’t come at the expense of everyday capability. With a maximum towing capacity of 8900 pounds, it’ll tug more than both the TRX and the Raptor. Of course, you’ll still want to shop in a different segment if fuel economy is a priority, as this Silverado earns EPA estimates of only 15 mpg combined, 14 city, and 17 highway. As a sort of multitool among off-road-oriented pickups, the ZR2 is a supercharged V-8—and maybe a set of slightly larger tires—away from approaching the performance found in the upper echelons of its segment. Given the heretofore slow rate of the Silverado’s evolution, we won’t count on such upgrades happening anytime soon. But we do hope the ZR2’s future growth outpaces that of a Joshua tree.

Specifications

Specifications
2022 Chevrolet Silverado 1500 ZR2Vehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base: $69,295
ENGINE
pushrod 16-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 376 in3, 6162 cm3Power: 420 hp @ 5600 rpmTorque: 460 lb-ft @ 4100 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 147.5 inLength: 232.8 inWidth: 81.2 inHeight: 78.7 inPassenger Volume: 136 ft3Curb Weight (C/D est): 5800 lb
PERFORMANCE (C/D EST)
60 mph: 5.6 sec1/4-Mile: 14.1 secTop Speed: 100 mph
EPA FUEL ECONOMY
Combined/City/Highway: 15/14/17 mpg

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Ever since the introduction of the Prius, Toyota has been the league leader in hybrids, fielding an impressive roster of gas-electric models. In EVs, however, Toyota has mostly been content to watch from the stands—excepting a couple of seasons in the minors with the RAV4 EV sold in California in 1997 and again in 2011. Now, finally, Toyota is stepping up to the plate with the bZ4X, an EV that will be sold nationwide. It’s a cautious effort that doesn’t swing for the fences.Although the name would appear to be the result of a product planner pounding a fist on a keyboard, Toyota says “bZ” stands for “beyond Zero” emissions, the 4 indicates the vehicle’s size, and “X” denotes its SUV body style. More electric bZ models will follow, the next likely to be a Highlander-sized bZ5X SUV.
Slightly longer and lower than the RAV4, the bZ4x was co-developed with Subaru, which is fielding the nearly identical Solterra. The designs are differentiated mostly up front, where the bZ4X gets a trapezoidal non-grille while the Solterra’s is hex shaped. Both have the same side sculpting and heavy black plastic elements over the wheel arches. Taking a page from Tesla, there’s just one standard color: black. White, red, silver, and gray cost extra and in the Limited can be paired with a black roof.

The major difference between the two models is that Toyota offers a front-wheel-drive single-motor version as well as an all-wheel-drive dual-motor variant, whereas Subaru went exclusively all-wheel drive. Either bZ4X powertrain can be had in XLE or Limited trim. The standard setup produces 201 horsepower, a respectable number that exactly matches the single-motor Volkswagen ID.4 and Kia Niro EV. We expect the bZ4X to hit 60 mph in just under seven seconds, which would be better than the 7.6 seconds we achieved with the VW but slower than the 6.2 we recorded with the Kia.
What’s unusual, however, is that while other automakers position their all-wheel-drive dual-motor EVs for high performance, the dual-motor bZ4X adds just 13 ponies, for a total of 214 horsepower. That stands in stark contrast to the similarly configured versions of the ID.4 (295 horsepower), the Hyundai Ioniq 5 and Kia EV6 (320 horsepower), and the Polestar 2 (408 horsepower).Toyota claims that it wanted a similar driving character for both models, and that the all-wheel-drive version’s superior 0-to-60 time is down to off-the-line traction. Indeed, in our drive around suburban San Diego, the two bZ4X powertrains felt equally spry. Both have satisfying, but not eye-widening, initial response pulling away from a stop or accelerating to pass on the freeway. Additionally, the chassis felt taut but compliant over bumps, and the steering has a decent amount of weighting. A button on the console boosts regenerative braking, though not to the level of one-pedal driving. The all-wheel-drive version includes more than the typical off-road gear, courtesy of Subaru. There’s hill-descent control, plus X-Mode programming that includes two off-road modes. There’s also a brake-based system to send torque across either axle when one wheel loses grip. We didn’t have an opportunity to go off-pavement with the bZ4X, but we did with its Subaru sibling, which acquitted itself well on some sandy off-road trails.
The two bZ4X models have nearly identical battery sizes of 63.4 kWh (in the single-motor version) and 65.6 kWh (in the dual motor). Their EPA range estimates are adequate but not class leading: 242/252 miles (Limited/XLE) for the front-drive version and slightly lower for the all-wheel-drive model at 222/228 miles.Toyota includes a year of free charging at EVgo locations, and buyers can bundle a ChargePoint Level 2 home charger as part of their purchase for $699 (which doesn’t include installation). With a Level 2 supply, the modest 6.6-kW onboard charger can replenish the battery in 9 hours. The bZ4X can also power up at a DC fast-charger, where Toyota claims that adding 80 percent charge takes just under an hour, with peak charging rates of 150 kW for the front-drive variants and 100 kW for the all-wheel-drive models. In other markets, the bZ4X offers solar panels integrated into the roof, but that feature didn’t make the cut for the U.S.
U.S. cars do get a fixed glass roof as standard, which makes the interior feel airy. Thin pillars aid outward visibility. The rear seat cushion is low, allowing for adequate headroom, and rear legroom is generous. An optional feature in the Limited is a radiant heating element in the lower dash that warms front-seat riders’ legs. A high center console bisects the front seats and has a wireless charging pad and a large open stowage space underneath. There’s no glovebox or frunk, and the rear cargo hold is 26 to 28 cubic feet (versus 38 for the RAV4). Unlike in Prius models, the bZ4X digital instrumentation display is directly in front of the driver. But it’s positioned so that you look over the steering wheel at it, and drivers who prefer a higher wheel position may find the display partially obscured. A 12.3-inch center touchscreen boasts sharp graphics and wireless phone mirroring but uses silly plus and minus buttons for volume and onscreen touchpoints for audio tuning. Subscribe to Wi-Fi and you can stream music via your Apple or Amazon music account. Navigation and “Hey, Toyota” voice recognition both are subscription based as part of Toyota’s Drive Connect service, with three years gratis.
The bZ4X XLE starts at $43,215 and the Limited at $47,915. Upgrading to the all-wheel-drive dual-motor powertrain costs $2080. All models include adaptive cruise control, lane-departure warning, lane-keeping assist, blind-spot monitoring, rear-cross-traffic alert, and Safe Exit Assist. The Limited’s additions include a motion-activated power liftgate, a heated steering wheel, heated and ventilated front seats, a multiview camera, 20-inch wheels, and Softex faux-leather upholstery. Sales start in ZEV states in April, with the bZ4X offered nationwide by the end of the year. Note that Toyota’s $7500 federal EV tax credit is likely to start phasing out in the fourth quarter of this year—mostly thanks to the 150,000 or so Prius Primes sold since 2017—so interested buyers may want to move quickly. Even if Toyota itself was a little slow to get into the EV game.

Specifications

Specifications
2023 Toyota bZ4XVehicle Type: front- or front- and mid-motor, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE
XLE, $43,215; XLE AWD, $45,295; Limited, $47,915; Limited AWD, $49,995
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 107 or 201 hp, 124 or 196 lb-ft Rear Motor: permanent-magnet synchronous AC, 107 hp, 124 lb-ft Combined Power: 201 or 214 hpCombined Torque: 196 or 248 lb-ftBattery Pack: liquid-cooled lithium-ion, 63.4 or 65.6 kWhOnboard Charger: 6.6 kWTransmissions, F/R: direct-drives
DIMENSIONS
Wheelbase: 112.2 inLength: 184.6 inWidth: 73.2 inHeight: 65.0 inPassenger Volume: 94 ft3Cargo Volume: 26–28 ft3Curb Weight (C/D est): 4300–4500 lb
PERFORMANCE (C/D EST)
60 mph: 6.5–6.9 sec1/4-Mile: 15.2–15.6 secTop Speed: 110 mph
EPA FUEL ECONOMY (MFR’S EST)
Combined/City/Highway: 102–119/112–131/92–107 MPGeRange: 222–252 mi

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A greatest-hits compilation is usually a sign that a band is reaching the end of its career. The Lamborghini Huracán Tecnica, which we drove in prototype form, feels set to be such a valediction. It’s not the quickest or fastest Huracán, nor even the final variant of Lamborghini’s junior supercar. But it’s the one that seems to have all the best bits in it.You can read a more detailed story about the changes to the Tecnica here. Our drive of a late-stage prototype took place at the vast Nardò test track in southern Italy late last year. The Tecnica can be regarded as an understudy to the motorsports-inspired Huracán STO and is positioned between the STO and the rear-wheel-drive Huracán Evo. It uses the STO’s 631-hp version of Lamborghini’s long-serving 5.2-liter naturally aspirated V-10 engine and sends power exclusively to the rear wheels. It also features fixed-ratio steering instead of the variable-ratio active system fitted to many Huracáns. However, it adds rear-axle steering to both improve stability and, the company says, to adjust the car’s handling attitude under hard cornering.

Lamborghini

The settings for the adaptive suspension, traction control, and rear differential—all under the management of the Lamborghini Dinamica Veicolo Integrata (LDVI) dynamic brain—have been recalibrated. The Tecnica’s stated mission is to combine a high level of track ability with better road manners than the ultra-hardcore STO.Not that we got to experience the prototype on actual streets. Our drive took place on Nardò’s 3.9-mile handling circuit, the same venue where we got to experience a pre-production version of the STO back in 2020. Driving the circuit in the Tecnica was only a slightly less intense experience.The Tecnica prototype felt much closer to production than that first STO did, with a near-finished interior and a welcome absence of the funk of sweaty engineers that tends to permeate hard-worked test mules. The Darth Vader wrap did nothing to disguise the wedgy profile of the new front end or the raised wing—as the production images show, this is a handsome supercar. The Tecnica’s engine lacks some of the aural savagery of the STO, especially at lower revs, but even experienced from inside a helmet, it still has a sonorous rasp when revved. And on a racetrack, you rev it plenty: The naturally aspirated V-10’s peak power comes at 8000 rpm, just 500 rpm shy of the limiter. Accelerator response has also been softened slightly from the STO’s surgical sharpness to improve road manners, but reactions still feel instant compared to the slight hesitation endemic to even the snappiest turbocharged engines.

Lamborghini

The prototype rode on track-biased Bridgestone Potenza Race tires that, despite their name, are street legal and will be offered as an option. Here in their natural environment, the sticky rubber generated predictably huge grip, giving the Tecnica tremendous front-end bite and impressive traction considering its rear-wheel-drive layout. Dynamic behavior changed significantly in each of the Tecnica prototype’s three driving modes. The default Strada setting is intended for road use, and although it was easy to adjust the Tecnica’s cornering line through throttle-induced weight transfer in this softest setting, the stability control intervened to prevent outright slides. Selecting Sport mode brought a much more liberal traction-control setting, one that was close to the permissiveness other automakers market as Drift mode. In Nardò’s slower corners, Sport allowed a sometimes-startling amount of power oversteer, although it kept the chassis under tighter control as speeds rose. The punchiest setting, Corsa, imposes more discipline and permits much less slip, as apparently its mission is to deliver the best possible lap times.

Lamborghini

While the fixed-ratio steering definitely feels more natural than the variable-ratio system we’ve experienced in other Huracáns, the weighting is still lighter than other cars in this segment and lacks low-intensity feedback. Also, the intervention of the rear-steering system as it works to help the car to rotate into corners takes some getting used to. The first reaction of many drivers will be to alter throttle and steering in response to the sensation of the system’s intervention. In the prototype, that seemed to sometimes create a feedback loop as car and driver tried to adapt to each other. Experience over multiple stints at Nardò suggests that drivers need to learn to trust the system, which apparently works best when the driver brakes to a corner’s apex and then uses broadly constant accelerator and steering inputs. Nardò’s surface lacked the bumps and contours of the real world, but the track’s several substantial crests did illustrate one issue we suspect taller Tecnica buyers will encounter regularly: the painful sensation of a helmeted head meeting the headliner due to lack of space in the tight-fitting cabin. The brakes deserve praise, though, with heftier pedal weighting than previous Huracáns. The carbon-ceramic rotors’ resistance to fade was impressive given that the Tecnica was hitting 185 mph at the end of the track’s longest, 0.6-mile straight.The Tecnica prototype is a blast on a track, but its road manners will be more important for those who want to buy it. Our first impression is that it’s more like a rear-drive Evo-plus than an STO-minus, if that makes sense, and we suspect it will cope well with the duty cycle of a typical Lamborghini. For affluent completionists with a full set of Huracáns, the Huracán Tecnica may well be the one they choose to play the most.

Specifications

Specifications
2022 Lamborghini Huracán TecnicaVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE (C/D EST)
Base: $275,000
ENGINE
DOHC 40-valve V-10, aluminum block and heads, port and direct fuel injectionDisplacement: 318 in3, 5204 cm3Power: 631 hp @ 8000 rpmTorque: 417 lb-ft @ 6500 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 103.1 inLength: 179.8 inWidth: 76.1 inHeight: 45.9 inPassenger Volume: 46 ft3Cargo Volume: 4 ft3Curb Weight (C/D est): 3450 lb
PERFORMANCE (C/D EST)
60 mph: 2.8 sec100 mph: 5.8 sec1/4-Mile: 10.6 secTop Speed: 202 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 15/13/18 mpg

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Grandly proportioned luxury sedans such as the 2022 Audi S8 are usually best enjoyed from the back seat. The well-heeled folks who buy six-figure four-doors like the Audi, along with the BMW 7-series and the Mercedes-Benz S-class, can stretch their legs and luxuriate in quiet comfort while being chauffeured from the boardroom to the ballroom and everywhere in between. However, when it comes to the S8­—the sportier variant of the Audi A8 sedan­—the driver’s seat is also an exceedingly pleasant place to spend time, as we were reminded while recently driving the lightly facelifted 2022 model in Southern California.Changes to the 2022 S8’s appearance are subtle. Its already-large grille gets a bit wider and is filled with new angled elements that come in chrome or black. The design of the taillights has also been tweaked. Really, though, the biggest difference between last year’s S8 and the new one is price. The 2022 model starts at $118,995–now $14,250 less—but you can easily add that amount back by picking from some of the new standalone options. Audi has also streamlined the A8 lineup, dropping the eight-cylinder model, so the S8 is now the only V-8 version of Audi’s big sedan offered in the States.

Behind the sedan’s massive maw is the same twin-turbocharged 4.0-liter V-8 and 48-volt hybrid system that’s been standard since this fourth-generation S8 debuted back in 2020. Output remains a heady 563 horsepower and 590 pound-feet of torque, with the engine and eight-speed automatic transmission again feeding Audi’s Quattro all-wheel-drive system. Performance figures should align with the 2020 model we took to the track. That car hit 60 mph in just 3.2 seconds and did the quarter-mile in 11.6 ticks at 119 mph. Those results are impressive, especially since the 591-hp Audi RS7 we tested was only 0.2 second quicker to 60 mph and 0.3 quicker in the quarter despite being 309 pounds lighter. And while the engine’s output is unchanged, the S8’s EPA combined fuel-economy rating rises from 16 to 17 mpg, lowering its gas-guzzler tax from $1300 to $1000.
The S8’s beautifully crafted interior creates a sanctuary from the outside world. This is ideal for passengers, but it also diminishes the sensation of speed for the driver. We do appreciate the powerboat rumble emitting from the quad-tipped exhaust—rolling down the windows let us enjoy its melodic roar even more. Although the S8 is wickedly quick, we wish the automatic held onto gears longer and responded more quickly to throttle inputs. Even in the sportiest drive mode (Dynamic), the transmission upshifts after a momentary pause from your right foot. Shifting with the paddles let us keep the engine on boil, but the gearbox still upshifts on its own at redline. Plus, unless you’re in the powerband, there’s a pregnant pause after you floor the accelerator while the turbos spool up and the transmission downshifts. Despite those gripes, the S8’s athleticism is cause for celebration. The sedan is some 17.5 feet long from stem to stern, yet it feels much more compact. Thanks to its standard rear-axle steering, Audi says the turning radius is about 42 feet from curb to curb. The S8 proved amazingly agile in packed parking lots and on tight, winding two-lane roads. And even on 21-inch wheels with 265/35 Goodyear Eagle F1 summer tires, the ride was cosseting and smooth. The seemingly magic handling can be attributed to its standard adaptive air springs and the $6000 Predictive Active Suspension. The latter uses electromechanical actuators that control body motions and lean the car into corners like a motorcycle rider does (much like Mercedes-Benz’s Active Body Control). The system also automatically lifts the car a couple inches when a door is opened, to improve ingress and egress—we were impressed by how seamlessly it worked.
The S8 plays in the same price bracket as other V-8-powered executive sedans such as the BMW 750i and the Mercedes-Benz S580, but it offers a more engaging driving experience than those rivals. Like the BMW and the Benz, the Audi has a huge back seat offered in a two-passenger configuration (that’s no longer offered on the regular A8). The ultimate setup requires the $5900 Rear Seat Comfort package that includes a full-length center console, fold-out tables, heated and ventilated cushions, massage functions, and more. Our car was missing that option, but it did have air vents on the dashboard that automatically appear or disappear, depending on the climate settings. That adds some theater to the S8’s interior, which, even with its configurable digital gauge cluster and dual-touchscreen infotainment system, doesn’t feel as special as the inside of an S-class. When the next-generation 7-series arrives, the Audi will likely feel even further behind.It’s true that the A8 offers many of the same features as the S8 at a lower price ($87,595 to start). But its 335-hp turbocharged V-6 can’t match the quickness and excitement of the extra 228 horses and herculean soundtrack the V-8 brings. The A8 also lacks the S8’s sporty driving character, which makes the latter the better choice for drivers who want to have fun in the front or passengers who want to be pampered in the back.

Specifications

Specifications
2022 Audi S8Vehicle Type: front-engine, all-wheel-drive, 4- or 5-passenger, 4-door sedan
PRICE
Base: $118,995
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 563 hp @ 6000 rpmTorque: 590 lb-ft @ 2050 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 123.2 inLength: 209.5 inWidth: 76.6 inHeight: 58.5 inPassenger Volume: 111 ft3Trunk Volume: 13 ft3Curb Weight (C/D est): 5250 lb
PERFORMANCE (C/D EST)
60 mph: 3.2 sec100 mph: 8.1 sec1/4-Mile: 11.6 secTop Speed: 155 mph
EPA FUEL ECONOMY
Combined/City/Highway: 17/14/23 mpg

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From the March 1988 issue of Car and Driver.Only a few years ago, American BMW enthusiasts—as distinguished from the baby-boomer Bimmer buyers who were flocking to the marque for all the wrong reasons—had all but given up hope of ever again seeing performance-oriented BMWs. The Bavarians were keeping all their best hardware on the far side of the Atlantic and, in their U.S.-bound cars, emphasizing luxury and fuel efficiency. That has changed. In the past year BMW of North America has unveiled 11 new models, nearly all designed to appeal to the hard-core faithful. The two latest additions are the 12-cylinder 750iL, which we’ll review next month, and the 325iX—which you won’t have to wait another second for.[editoriallinks id=’1a216dc9-a6b9-47c6-af66-cdecca306bc8′ align=’left’][/editoriallinks]Combining the virtues of the 325is with the added security and performance of full-time four-wheel drive, the 325iX is the BMW for all seasons. Except for its driveline, the iX is virtually identical to the rear­-drive 325is—which, like all the other 3- series sedans, wears a slightly revised wrapper for 1988. Sharing the is’s deep front air dam and small rear spoiler, the iX adds only a few exterior distinctions: body-colored rocker-panel extensions, more pronounced wheel-opening flares, and 205/55VR-15 tires on 7.0-inch wheels, in place of 195/65VR-14s on 6.5-inch wheels. The iX also sits 0.8 inch higher than the 325is.[image id=’ba3c8674-f273-4623-ab76-92543b612f5a’ mediaId=’25783419-ec68-4515-b3d8-1547c25d55b8′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’18×11′][/image][editoriallinks id=’3c8560ff-09e9-4be4-bcc0-2f6791bcd78d’ align=’left’][/editoriallinks]The interior differences between the iX and the is models are even more subtle. The comfortable, supportive seats are the same. The M-Technic steering wheel and the clear, well-located instruments are the same. The tasteful trim and the eight-­speaker stereo are the same. The only significant difference in the iX is a small bulge on the driver’s side of the transmission tunnel. It makes room for the transfer case, and it’s the only hint in the cockpit of any new hardware underneath.Under the hood, the 325i.X gets the same silk-smooth 168-hp 2.5-liter inline-six engine as the i and is 3-series models, mated to a buttery Getrag 260 five-speed transmission. (An automatic is not available in the U.S. edition of the iX.) Otherwise, the driveline of the iX is all new. The engine feeds its power through the transmission to a planetary center differential, which splits the torque between a conventional driveshaft to the rear wheels and a roller chain that transfers power laterally to another driveshaft. This second driveshaft runs alongside the transmission to the front differential, which is bolted to the left side of the oil pan. The front differential drives the left half-shaft directly but uses a transfer shaft, which runs through the oil pan, to drive the right half-shaft. To minimize torque steer, the half-shafts are of equal length.[image id=’a6c905f1-949a-4c4f-a1fd-dd6f0bb79c8b’ mediaId=’1a68e4fc-0153-44a0-b877-cdd9b1e33cd4′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’18×11′][/image]On the move in the 325iX, you detect only a few subtle clues to the new pieces below. The engine springs to life with the familiar BMW resonance, and engaging the clutch in the iX feels no different from starting off in the 325is. When you accelerate, though, an unfamiliar whine alerts you to the presence of extra gears. And when you tum through a tight, low-speed corner, you feel a trace of 4wd-windup scrub at full lock.As you gather speed and head off toward your favorite two-lane challenges, the iX maintains the feel and handling poise of the 325is. Its acceleration through the gears seems about the same, thanks to a slightly shorter final-drive ratio (3.91 versus 3.73:1), and the brakes are just as reassuringly effective.Our test-track figures support these impressions. Our 2988-pound 325iX test car accelerated from zero to 60 in 7 .8 seconds and through the quarter-mile in 15.9 seconds at 86 mph—only 0.4 second slower to 60, and 0.3 second and 2 mph slower in the quarter, than the 2823-pound 325is we tested last August. The extra weight of the iX also showed up on the skidpad, despite its larger wheels and tires: it turned in a figure of 0.78 g, versus 0.81 g for the 325is. In top speed, the extra weight and mechanical drag of the 4wd driveline make little difference: our iX achieved 126 mph, versus 128 for the 325is. Surprisingly, the iX decisively outbraked the 325is: its 171-foot stopping distance from 70 mph was 13 feet shorter. (The 325is is also equipped with ABS.)[image id=’2484b810-0d59-4337-ac88-f50bfc25b216′ mediaId=’2c7a74cc-b451-4379-a705-06c78a564392′ align=’left’ size=’large’ share=’false’ caption=” expand=” crop=’original’][/image]The objective figures reveal little, however, about the soul of the iX. As you become more familiar with it, your speed increases and you brake later and later into corners. Accelerating out of a turn, the iX hugs the road tightly, putting its power down with aplomb and balance. As you feel the front wheels gripping the pavement, you can flick the tail out a bit by pressing your right foot down, or induce a similar attitude by lifting. You have to steer the wheel a little more than you do in the is, since the throttle provokes less reaction in the twisties, but the transitions are always smooth and precise. The traditional seat-of-the-pants BMW feel tells you exactly what’s going on between the tires and the pavement.The special beauty of the 325iX is that it behaves almost as well on slick surfaces. When you encounter snow or ice in the iX, you naturally slow down. But soon you learn that you can drive just as hard on a slippery road as you can on a dry one, at least in a straight line. In fast, slick corners the iX slowly mushes outward, but it remains neutral and controllable; easing off the throttle merely reduces the rate at which it shifts. And you seldom sense the hardware working underneath you. If you pay close attention, you can feel the front and rear wheels gripping independently at the limit, but the distribution and transmission of torque are so smooth that the overall balance is never upset. Of course, no car can defy the laws of physics; but the 325iX is so neutral, smooth, and capable that you can drive it much closer to its limits than you can most other cars.Through deep snow, too, the iX tracks as if the roads were dry. Starting out on an icy incline or a split-traction surface is no problem, either. Only if you snap the throttle open in first or second under these conditions will you feel the driveline hard at work. First you feel a twitch from the rear, as the rear viscous coupling alternately favors the left and right tires. Then, as more power is fed forward, the open front differential may let one of the front wheels spin. The slight yaw that results, however, is easy to correct with the steering wheel. Any expectation of drama ends in disappointment. The 325iX simply acts as if everything you throw at it is business as usual.[image id=’5b921d96-888e-4b26-8bb7-264bd73bf95a’ mediaId=’34f5baa3-507d-4988-a02e-8d16562979d2′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’18×11′][/image]The iX also yaws slightly if you brake hard on a slick or split-traction surface. But the low-traction ABS program keeps the car straight and stops it quickly. BMW has taken its time developing the 325iX, but the result is well worth the wait. The iX is ideal for the driver who wants a BMW but isn’t prepared to deal with rear­-wheel drive in the winter. Let others deal with it: you can arrive fresh and unflustered at your favorite wintry destination in a 325iX, and pass everyone else en route. And you’re unlikely to see your double along the way, for only 2000 four-­wheel-drive Bimmers will be available here this year. At a base price of $32,800—a premium of $4400 over the 325is—the iX isn’t cheap. But then neither is skating off the road.The BMW 325iX isn’t just for the Biff­-and-Buffy crowd. A tremendously capable car, it’s always eager to entertain and enthrall. Whether scything through switch­backs or scaling snowy mountain roads, the iX accomplishes your mission with an ease reflected in your confident, knowing smile. What your smile knows is that few cars can keep up with an all-weather blitzen-Bimmer. Technical HighlightsBeneath the Bimmer iX lies a four­-wheel-drive system that we found smooth and sound. As in any mechanical object, there are reasons for this.BMW chose a torque split for the center differential of 37 percent front, 63 percent rear, for several reasons. For one, under full throttle in first gear, 37 percent of the iX’s weight rests on its front wheels, 63 percent on its rears; distributing torque in the same proportion maximizes traction when it’s needed most. In addition, the engineers felt that a substantial rearward torque bias would maintain traditional BMW handling characteristics.There are no manual differential locks in the 325iX. Instead, BMW has incorporated ZF-manufactured viscous couplings in its center and rear differentials. The center differential maintains its 37/63 torque split as long as there is no speed difference between the front and rear axles. If a difference develops, the coupling tightens, sending more torque to the axle with greater traction. The rear differential works in the same way, arbitrating between the rear wheels. Unlike manual differential locks, the iX’s viscous couplings never require the driver to take his attention off a slick road.As you may know, mechanical differential locks, when activated, defeat anti-­lock braking; the iX’s viscous couplings do not. Even so, BMW developed a modified version of the Bosch ABS system for the 325iX. The new system employs an acceleration sensor, mounted on the body of the car, and programming that compares the deceleration of the wheels with that of the body. On dry pavement the ABS works as usual, except that maximum brake pressure can be delayed by up to 0.3 second, reducing any tail-yawing tendency when traction is uneven. On a slick surface, if the wheels start to decelerate much faster than the body, the ABS switches to a low-friction program. The computer can also open the throttle butterfly to reduce engine braking, which sometimes also causes wheels to lock.Packaging all of these new components in the front half of a 3-series BMW required numerous design changes. The front struts have been relocated, resulting in less caster, an 0.5-inch­-wider track, and a 0.1-inch-longer wheelbase. The front anti-roll bar is now forward of the struts. The steering rack is repositioned, too, to eliminate bump steer. Naturally, the engineers had to alter the front substructure to accommodate the new and repositioned pieces. The various modifications contribute 140 pounds of the iX’s 2988- pound curb weight.The good news is that the system contributes even more to the iX’s worth as an all-seasons runner. —Nicholas Bissoon-DathCounterpointHelp me! I just came back from driving the 325iX, and my face is stretched all out of shape. No, it’s not from the g-­forces—though they are ample. It’s just that I can’t stop smiling.Four-wheel drive and good power-to­-weight ratios are nothing new, but the iX combines them in a way that seems to extract no penalties. Now, I know that our own Csaba Csere will wave his finger at me and admonish, “Rich, there are penalties: extra weight and cost.”Okay, okay, but none of that seems relevant when I’m waltzing the iX down a back road. It feels terrific, and that’s all my senses want to know. The bonus is its ability to feel terrific the year around. Why should a high-performance car tum into a low-performance liability whenever the Ivory flakes fall?My face is beginning to resume its normal shape now, but I haven’t quit enjoying the memory of driving this all­-weather bullet. If we didn’t have to give it back to BMW, neither rain nor snow nor sleet nor gloom of night could keep this reporter from the swift completion of his appointed rounds. —Rich CepposI’m not an unalloyed fan of four-wheel drive. Sure, I like the security when the friction coefficient of the roads approaches that of a banana peel on linoleum, but I don’t like the added weight, complication, and cost. The negatives can outweigh the benefits.I’m happy to report that this is not the case with the BMW 325iX. Although our performance tests reveal that the heavier new model is a few ticks slower than the 325is, its shorter gearing makes it feel almost as energetic. Its wider wheels and tires provide similar compensation in the comers, so the iX handles as nimbly and precisely as its rear-drive brother in the dry. And in the wet, you can apply full power as you pull out of your driveway without worrying about doing a doughnut in front of your neighbors.Only you can decide whether those benefits are worth $4400. I can promise you, though, that the iX imposes virtually no other compromises in exchange for its traction. —Csaba CsereAs far as every other upmarket power broker is concerned, BMW’s flood of power-mad machines has turned into the Teutonic plague. But it’s what BMW is doing with its power that’s important. All told, the 325iX gives horsepower just about the best home it’s ever had.The 325iX was clearly not created in a dozone for dolts living in the bozone. With exquisite traction and balance, this car fires out to face anything, savoring and rewarding your every move. Every subjective message to your three Fs—fingers, feet, and fanny—is golden. Despite Audi’s head start, BMW has built the best 4wd package yet. This car just about has it all. Better yet, it does it all with all its heart. Heart is what we’re talking about with the 325iX, wherein “X” marks the heart.I believe, at last, that 4wd may be the answer. Of course, I, as one who is never satisfied, would also love to see this power-delivery system in BMW’s even more potent and miraculous M3. That would be better than penicillin: there would be no catching the Teutonic plague at all. —Larry Griffin[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle]

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GMC would prefer you call its new 2022 Hummer EV pickup a “supertruck,” a label that might be accurate given that the debut Edition 1 model we just drove can accelerate off the line like a Corvette, has the off-road chops to humble a Jeep Wrangler, and looks like a mockup of a lunar rover from a Marvel movie. But until we see one actually soaring through the air, we’re not quite ready to adopt that term. For now, we’ll just call it impressive. You don’t have to look hard to find something interesting in the Hummer EV. The loaded Edition 1 version has three electric motors (one on the front axle, two in back) that combine with a 212.7-kWh Ultium battery pack to produce 1000 horsepower and 1200 lb-ft of torque. The truck weighs about 9000 pounds, and its highly effective four-wheel-steering setup lets it tool around parking lots like a Honda Civic. It can go 329 miles on a charge, according to EPA methodology. While a recent prototype drive let us suss out its technical details in a closed environment, driving a production model unchaperoned in Arizona reaffirmed our initial takeaway of “wow.”

The Hummer EV’s headline feature is its Watts to Freedom (WTF) launch mode, the referencing of which will forever make our eyes roll. But we suppose it is appropriate for a vehicle that should hit 60 mph in about three seconds and has an American flag tattooed on its C-pillar. Tap the stability-control switch twice to activate WTF mode and wait a few seconds for the truck to lower its air springs, stiffen its adaptive dampers, and prime its systems for the oncoming flood of electrons. Mash both pedals to the floor, let go of the brake, and hang on as the Hummer violently slams you into the seat, chirping its front tires in the process. Surprisingly, and unlike launch-control systems in other vehicles, GMC says you can drive around in WTF mode without it deactivating, making blasting from stoplight to stoplight hilariously easy. Ride quality suffers from the slammed stance, though, and the truck does look a little silly with the 35-inch Goodyear all-terrain tires tucked up in the fender wells. That the Hummer EV has the mass of two Kia Tellurides and the girth of a one-ton truck amplifies the abnormality of its athleticism, yet it comports itself well and can probably squeeze into most garages. Once we acclimated to looking out over its ultrabroad dashboard and through the gun-slit windows, it surprised us with its wieldiness compared with other large pickups, such as our long-term Ram 1500 TRX, which is 1.3 inches wider and 16.1 inches longer still. Rear wheels that can swivel up to 10 degrees plus an array of 18 exterior cameras aid maneuverability and help prevent you from unintentionally backing over Mazda Miatas. Crank the steering wheel all the way and this behemoth can turn around in a shockingly tight 37.1 feet. Activating the Hummer’s other party trick, Crabwalk mode, turns the rear wheels in phase with the fronts, allowing the truck to drive cockeyed at up to 15 mph—an all but useless feature in the real world, save for swiveling heads when you pull up to the curb.
The Hummer EV greets the open road with excellent ride comfort, positive if somewhat numb steering, and strong brakes. Aggressive inputs quickly remind you of the sheer amount of mass it carries. But the truck responds obediently to casual commands, and the low-mounted battery—which at 2923 pounds weighs as much as a small hatchback—keeps the center of gravity low, boosting the Hummer’s composure and stability. Stomp the accelerator and it can bolt through gaps in traffic with startling swiftness. And a range of sound profiles played through the stereo speakers brings some welcome auditory flavor to the driving experience. While the WTF soundtrack reminds us of a starship getting sucked through a wormhole, the profiles for the other drive modes (Normal, Off Road, Terrain, Tow/Haul, and the customizable My Mode) are more subdued and largely serve as low-frequency background noise that helps mask the roar from the tires. We also appreciate the Hummer’s multiple setups for regenerative braking, including an on-demand paddle on the steering wheel that can bring the vehicle to a stop, plus two levels of intensity for one-pedal operation. GM’s latest version of its Super Cruise hands-free driving assistant makes motoring on certain divided highways a similarly low-effort affair. Already the industry standard for its adroit lane-centering ability and overall competence, this latest version adds an automated lane-change function that can be activated by tapping the turn-signal stalk or letting the truck decide when to overtake slower-moving traffic on its own. Although it was (wisely) a bit cautious in determining when there was sufficient room to pass, the Hummer smoothly executed several excursions to the left lane without issue, returning to its previous lane when there was enough space.
It wasn’t until we steered away from pavement that the Hummer got into character, though, skillfully navigating tight, rocky two-tracks that a vehicle this large and powerful would seem to have no business tackling. It helped that the adjustable air springs allow for up to 15.9 inches of ground clearance and that the fully independent suspension can cycle through 13 inches of travel front and rear. There’s also the dogged traction provided by an electronically locking front differential and a rear axle with both virtual locking and torque-vectoring capability. Despite its ever-present bulk, this big GMC has far more power than is needed for most trails, yet carefully metering its immense grunt is an effortless task. While drivers of F-150 Raptors and TRXs won’t be upstaged in high-speed off-road conditions, the Hummer did cushion harder impacts well enough to make us think it could survive landings from low-level flight. More impressive is its ability to seemingly pivot around obstacles in Terrain mode, which employs the four-wheel-steering system to maximum effect and can be thought of as low-range four-wheel drive in a conventional pickup. Skid plates and rock sliders protect the Hummer’s underside, and front and rear tow hooks that look fit for a piece of earth-moving equipment will be welcome if you ever bury the truck in soft ground. Buyers wanting even more ground clearance from larger aftermarket tires are in luck, as GMC says it designed both the pickup and the upcoming SUV version to accommodate 37-inch rubber. While such an upgrade surely will cut into its range, that GMC’s engineers made the effort makes us wonder whether a more hardcore Hummer model is lurking over the horizon.
Our disappointments centered on the Edition 1’s interior, which isn’t quite as capacious as a conventional crew-cab pickup’s, particularly in back, and not as finely finished as we’d expect with its $110,395 base price. It’s easy to spot some cheap hard plastics creeping up the huge center console, and the textured vinyl on the dash and armrests, while attractive, is coarse enough to sand off your elbows. The ease with which you can remove the four transparent roof panels and stow them in the sizeable frunk is great, yet when they’re in place, the numerous seams they create produced an annoying whistle at highway speeds that we wouldn’t want to tolerate for extended periods. We will give GMC props for the infotainment presentation of the 12.3-inch instrument-cluster display and 13.4-inch center touchscreen, which uses Epic Games’ Unreal Engine modeling software to vividly and intuitively render the Hummer’s numerous settings and animations for its drive modes and performance readouts. We just wish the system had more processing power, as we spent too much time looking at loading screens whenever we jumped between main functions. Although we had no need to charge the Hummer during our day in the desert, its battery system is designed to automatically adjust between 400- and 800-volt inputs, depending on the DC fast-charging source, and the Hummer can draw power at up to a stout 300 kW. Starting with nearly a full charge, we had well over 100 miles of range left after a couple hours of commuting to and from the trailhead plus an afternoon of off-roading. We’re still not any closer on how to label the Hummer EV, as it comes off as both an engineering triumph and a caricature of the automobile’s electric future. But it does make quite a first impression.

Specifications

Specifications

2022 GMC Hummer EV Edition 1Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door pickup

PRICE
Base: $110,395

POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motors: permanent-magnet synchronous AC Combined Power: 1000 hpCombined Torque: 1200 lb-ftBattery Pack: liquid-cooled lithium-ion, 212.7 kWhOnboard Charger: 11.5 kWTransmissions, F/R: direct-drives

DIMENSIONS
Wheelbase: 135.6 inLength: 216.8 inWidth: 86.7 inHeight: 79.1 inPassenger Volume: 128 ft3Cargo Volume: 11 ft3Curb Weight (C/D est): 9050 lb

PERFORMANCE (C/D EST)
60 mph: 3.0 sec100 mph: 8.8 sec1/4-Mile: 11.7 secTop Speed: 106 mph

EPA FUEL ECONOMY
Combined/City/Highway: 47/51/43 MPGeRange: 329 mi

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We really like the 2022 BMW M3 that joined us for a yearlong, 40,000-mile test. In fairness, we’ve enjoyed every version of the sixth-generation M3 we’ve evaluated, including the Competition xDrive model we tested at Lightning Lap this year.The difference in as-tested price between that M3 Competition xDrive and the base M3 in our long-term fleet nearly matches the cost of a new Honda Civic Si, and that should clearly illustrate the broad configurability of BMW’s iconic sports sedan. Today’s M3 is available with different amounts of horsepower, driven wheels, transmission gears, and, if you count the M4, number of doors. This leads us to ponder the M3’s place in its segment. After all, the original 1986 M3 helped define sports sedans in the U.S., but what does that group look like today? And where does the M3 sit in it? More simply: What is the state of the BMW M3 in 2022? We explore that question in today’s video, made at M1 Concourse in Pontiac, Michigan.

After briefly covering the history of the M3, we discuss its modern versions and why we like our long-term test car so much (spoiler: it has a manual transmission). We also highlight the differences in acceleration between base manual M3 and the automatic-only Competition model, and how narrow they become during real-world driving. After all, you interact with the manual far more than the extra power or cornering capabilities you get with the Competition versions. Let us know what you think about this video, and check out M1’s upcoming events for automotive enthusiasts and families, including Cars and Coffee, the Woodward Dream Show, and American Speed Festival.

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The idea of a Maserati SUV seems much less radical in 2022 than it did in 2016 when the Levante debuted, and the Italian brand has broader ambitions for the smaller, cheaper Grecale that is now being launched into one of the most competitive parts of the luxury market. The Grecale’s handsome but slightly familiar design is enough to show that one rival is being targeted more closely than others, however: The Maserati’s core mission is to persuade Porsche Macan intenders to defect.The Grecale sits on an extended version of the Giorgio platform that underpins both the Alfa Romeo Stelvio and Giulia. At the bottom of the range, the Grecale GT has a 296-hp turbocharged 2.0-liter inline-four featuring 48-volt hybrid assistance. This is a version of the FCA Global Medium Engine, the same one found in Wranglers and Alfas. Above that is a slightly more powerful mid-ranker called the Modena, which has a 325-horsepower version of that same engine. It also adds adaptive dampers and a limited-slip differential at the rear. And at the top of the pile is the more compelling Trofeo, which uses a slightly detuned version of the Nettuno twin-turbocharged 3.0-liter V-6 developed for the mid-engine MC20 sports car (including the same pre-chamber ignition system), and it makes a claimed 523 horsepower. The Trofeo also gets a standard air springs and an electronically controlled limited-slip rear diff. Most of our first drive in Italy was conducted in a Modena—appropriate given that Maserati reckons it will make up the majority of U.S. sales—but we also managed a briefer turn in the Trofeo. Spoiler alert: It’s the exciting one.

First impressions are strong. You would be hard-pressed to call the Grecale an especially original piece of design, especially its Macan-esque hood and headlights. Yet it is undeniably handsome from every viewing angle, with the styling team’s decision to eschew the customary gray lower body cladding that is often shorthand for “crossover” making it look more like a tall, elegant hatchback when viewed from the side. The obvious lack of ground clearance is another clear indication this is a car designed for road, not trail.Getting into the cabin means encountering the mild surprise of touch-sensitive door release switches inside the apertures for what look like conventional handles. Small electrical release buttons on the interior door panels use the same technology, although the pared-back look these are intended to deliver is negated by the need for separate mechanical levers farther down to give redundancy in the event of power failure. Beyond that anomaly, much switchgear has been culled, with most functions controlled by twin touchscreens. They run Maserati’s new user interface system, which works cleanly and easily, although minor functions are often hidden in submenus. There is no conventional gear selector, as Maserati persists in using PRND touch buttons like an early ’60s Chrysler. Another neat detail is a round digital clock with reconfigurable faces.
The quality of interior trim is impressively high with a stitched leather dashboard facing and metal speaker grilles. Space is good for both front- and rear-seat occupants—the Grecale doesn’t feel any smaller than the Levante inside, with enough room for full-size adults to sit behind each other. The impression of luxury takes a hit when the Modena’s engine starts. The Grecale isn’t the first four-cylinder Maserati (the Ghibli and Levante hybrids sold in other markets have them), but the the four-banger leaves little doubt as to what it is with a busy thrum at idle. Beyond that, the exhaust note finds a cleaner voice, but it never harmonizes into anything compelling. On the plus side, performance feels respectably brisk and is delivered without apparent effort. There is little point in trying to reach the rev limiter, and in Drive the automatic gearbox always chooses to upshift well before the marked redline at 6000 rpm. But a broad spread of torque and the transmission’s intelligent use of its eight ratios deliver strong urge without the engine venturing from its midrange. The 48-volt starter-generator is claimed to add assistance to mask turbo lag, but a slight hesitancy was still obvious at lower engine revs when shifting gears under manual control—although Maserati deserves credit for the feel and weight of the metal shift paddles, a detail many automakers neglect.
The cars in Italy were all riding on Pirelli winter tires, despite warm and dry conditions on the day of our drive. Their limited grip made it easy to push the Modena’s front end into understeer, but also to sense that the front-rear handling balance is impressively benign. Maserati says the Grecale is primarily rear-driven with torque only transferred to the front axle when necessary, via an electronically controlled coupling. Stickier rubber should give the chance to experience that properly.The Modena’s steel springs feel soft, certainly with the adaptive dampers in their Comfort setting, with noticeable roll during cornering and squat under acceleration. Selecting the firmer GT or Sport modes improved body control without making the ride unduly harsh, and both modes handled high speeds on a twisty stretch of Italian autostrada without drama. The steering is less impressive, with a springy resistance around the straight-ahead that denies any meaningful feedback, but the e-boosted brake pedal has a good weight and feel.
Whereas the Grecale Modena imparts competence rather than exhilaration, our shorter turn in the Trofeo more than reset the balance of thrills. The Nettuno V-6 engine is the undoubted star, and while it now sits above a wet sump and makes 98 fewer horses than in the MC20, Maserati’s claim of a 3.6-second zero-to-60-mph time still strikes us as entirely feasible. The Trofeo also gains a Corsa dynamic mode, and choosing either this or Sport gives a head-nodding torque bump on upshifts. Corsa also turned the active dampers too stiff for road use, with even minor imperfections sending a shiver through the Grecale’s structure, but it is possible to toggle the dampers softer while keeping the rest of the Corsa settings. In gentler modes, the air springs still feel pliant by segment standards, with the Trofeo’s body moving noticeably under bigger loadings.Despite also wearing winter tires, the Trofeo’s steering felt much better than the Modena’s, with firmer and more natural weighting. The electronically controlled differential at the rear could also be felt working hard to maximize traction in lower-speed corners. Strangely, the brake pedal felt softer and less responsive than the one in the Modena, despite bigger six-pot calipers at the front. There was little resistance and a marked grabbiness at low speeds.
The Grecale Trofeo is considerably more exciting than the smaller-engine Modena, to no great surprise, but it also feels better resolved. Given the excellence of the Porsche Macan, we suspect that the four-cylinder car is going to have a tough time in the market, especially with a $64,995 starting price for the entry-level GT that positions it well above the base Macan. But the most radical Grecale will almost certainly be the electric Folgore, which will be Maserati’s first attempt at an EV when it arrives next year. That one really will really feel like a culture shock.

Specifications

Specifications
2023 Maserati GrecaleVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base Price: GT, $64,995; Modena, $78,895; Trofeo, $110,000 (est)
ENGINES
turbocharged DOHC 16-valve 2.0-liter inline-4, direct fuel injection, 296 or 325 hp, 332 lb-ft; twin-turbocharged DOHC 24-valve 3.0-liter V-6, port and direct fuel injection, 523 hp, 457 lb-ft
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 114.2 inLength: 190.8–191.3 inWidth: 76.7–77.9 inHeight: 65.3–65.6 inPassenger Volume (C/D est): 98 ft3Cargo Volume: 19 – 20 ft3Curb Weight (C/D est): 4425–4650 lb
PERFORMANCE (C/D EST)
60 mph: 3.6–5.3 sec100 mph: 9.2–13.5 sec1/4-Mile: 11.6–13.4 secTop Speed: 149–177 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 19-20/17-18/23-24 mpg

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