Evelyn Reynolds

From the January 2022 issue of Car and Driver.Most car companies are content with an ounce here and a gram there when they pull weight out of their cars. So when BMW announced that the new M5 CS would be 230 pounds lighter than the 4243-pound M5 Competition, we were skeptical. As bariatric physicians and our tech department are fond of saying, the scales don’t lie. At the weigh-in, the CS registered 4096 pounds, or 147 pounds less than the Competition. Not quite the result promised, but still a big move in the right direction.To drop those pounds, a carbon-fiber hood joins the standard M5’s carbon-fiber roof, but the main weight loss comes from removing sound-deadening material and swapping the luxury-grade thrones for the lightweight racing-style front seats from the M3. BMW didn’t pull out all the stuffing, though, as the CS remains placid, measuring a low 66 decibels at 70 mph, matching a 2018 M5 we tested on the same surface.[image id=’eba1f546-d34f-41e7-9603-41a25e4d6ad7′ mediaId=’f37b4fef-63fb-4fa1-8838-fb24c578cd99′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]HIGHS: Less mass and more fun than any recent M5, still as refined as the standard M5.[/pullquote]To make the most of the lighter M5, BMW wrung 10 extra horsepower out of the Competition’s twin-turbo 4.4-liter V-8. With 627 horsepower and 553 pound-feet of torque churning through a ZF eight-speed automatic transmission and all-wheel drive, the M5 CS posts a 2.6-second time to 60 mph and a quarter-mile speed of 130 mph in 10.6 seconds. The trans pops off shifts and shows its commitment in its most race-car-like mode as it slots itself into the right gear under braking to give you what you need for the corner.Pirelli P Zero Corsa PZC4s are a no-cost option. Likely thanks to the Corsas, steering feedback is clearer and there’s simply more of it. While the weight loss is excellent, it doesn’t result in a completely different driving experience. We’d guess that fitting these aggressive tires to an M5 Competition and removing marzipan from your diet would likely have a similar effect. But you would miss out on the CS’s revised dampers. Unlike in every M car we can recall, selecting the most aggressive damper setting, Sport Plus, doesn’t turn the suspension to granite, and the ride quality remains appropriate for a sports sedan.[image id=’0cb506ea-9fd0-4e2f-b0ef-d0307eee9ee1′ mediaId=’f568911b-c0fa-430a-a64c-d029480fc126′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]LOWS: The manual Cadillac CT5-V Blackwing exists.[/pullquote]On the skidpad, the CS delivered an easy and controllable 1.02 g, 0.05 more than the Competition. Combine the extra grip, the secure body control, and the enlivened steering, and you get a canyon-ripping sports sedan that will shrink most sports cars in its rearview mirror.Perhaps you’re wondering what CS stands for. Maybe it’s Challenge Special or Calorie Suppression. What we know is that when BMW pulls weight out of a car and adds those letters, it will include a Customer Surcharge. At least your $143,995 covers all the Competition hardware and the M Driver’s package that bumps up the top speed and comes with some driving lessons. That price is barely more than what you’ll pay for a comparably equipped Competition, and the CS’s tires and tuning make for a quicker, livelier, and more dialed-in M5.[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle][image id=’bf222a99-967e-406f-a4d3-886f2d33b440′ mediaId=’1cf848c3-7af9-4dfe-927f-d740b2dfa17e’ align=’center’ size=’medium’ share=’false’ caption=’A car-lover’s community for ultimate access & unrivaled experiences. JOIN NOW’ expand=” crop=’original’][/image]

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From the January 2022 issue of Car and Driver.In the mid-’80s, William “the Refrigerator” Perry played defense for the Super Bowl–winning Chicago Bears. He was also a uniquely effective fullback. He wasn’t the quickest but was quick enough over a short distance, and his substantial mass—318 pounds, according to his 1986 Topps rookie card—would carry him through any defense in his way. Not that Ford’s Mustang Mach-E4X GT needs more names, but Fridge seems more appropriate than Mustang.[pullquote align=’center’]HIGHS: Lovely interior, practical packaging, scoots to 60 in a hurry.[/pullquote][image id=’ab7197ec-05f8-43df-b96e-441c390ca7af’ mediaId=’2777db7a-9328-4ce3-8e39-c76f5772c7ea’ align=’center’ size=’medium’ share=’false’ caption=’In the first nine months of 2021, Ford sold 18,855 Mach-Es. In the same period, Tesla moved about 132,000 Model Ys.’ expand=” crop=’original’][/image]The 480-hp GT comes with two motors—meaning it’s all-wheel drive—and the larger 88.0-kWh battery. Spec the Performance Edition for an extra $5000 to get 20-inch summer tires, a body kit, magnetorheological dampers, and a powertrain upgrade from 600 pound-feet of torque to 634. Like Mr. Fridge Perry, this 5001-pounder charges off the line, getting to 60 mph in 3.7 seconds (Ford claims 3.5). But its gait turns to a trot around 80 mph, which takes 6.2 seconds to reach. You need 12.7 seconds to cover a quarter-mile. The non-GT 346-hp Mach-E4X is only 0.9 second behind at the quarter (and going 2 mph faster), effectively making the GT Performance’s starting price of $66,000 a $9600 premium, a tough sell.[pullquote align=’center’]LOWS: More money for less range, not quite the overall performance expected of a GT.[/pullquote][image id=’0a376bec-2e94-46d8-89a0-35832275018b’ mediaId=’b438fdc6-64f7-420d-b47d-d8bbe0eb7cfa’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image] We were also underwhelmed by this car’s 0.92 g on the skidpad and 158-foot stop from 70 mph. Yet those test results don’t tell the whole story. With the GT, Ford clearly targeted the Tesla Model Y Performance, and the Tesla owns this Mustang in a drag race. The Ford has advantages, though. Maybe not in acceleration, stopping, or lateral acceleration, but the Mach-E GT feels substantial, and its cabin is more isolated from the road imperfections that shimmy through the Y. And the GT’s downright attractive interior is well designed with premium materials. Parents of young ones will love that a rear-facing car seat doesn’t encroach on front-seat space. Plus, its body panels line up.What doesn’t line up is range across the Mach-E lineup. This GT’s 220 miles at 75 mph is 30 less than the version that won our EV of the Year (the EPA reckons 260 miles with the Performance option). Our tester also had Blue Cruise hands-free driving tech, a $1900 upcharge that works as advertised. But Mustangs should be for driving, not for riding. [vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle][image id=’bf222a99-967e-406f-a4d3-886f2d33b440′ mediaId=’eedd1a1e-2690-476b-9d08-e0347db4dd60′ align=’center’ size=’medium’ share=’false’ caption=’A car-lover’s community for ultimate access & unrivaled experiences. JOIN NOW’ expand=” crop=’original’][/image]

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UPDATE 12/21/21: This review has been updated with test results.Will Honda be the last automaker to build a small, fun, affordable car with a manual transmission? It’s now one of just a handful of companies that’s able to make a business case for a car such as the Civic Si in the United States. We think it’s commendable that this sub-$30,000, turbocharged, stick-shift sedan still exists at all, let alone that it’s entering a new generation with numerous improvements.[editoriallinks id=’507a1a85-3c65-49c2-88f0-34d86474cbeb’ align=’left’][/editoriallinks]The 2022 Honda Civic Si is part of the 11th-generation Civic lineup that features the same basic mechanicals as its predecessor but a nicer interior and cleaner exterior styling. The Si formula remains the same as before: A turbocharged 1.5-liter inline-four with a six-speed manual is the sole powertrain, and the Si is available only as a sedan. But Honda has made upgrades that increase the car’s appeal without diluting the engaging driving experience we enjoyed so much in the previous Si.[image id=’43530f33-66dd-4554-9496-4c41497ffdeb’ mediaId=’0723a018-f9de-40fb-a420-e75b8892bae6′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]HIGHS: Fun handling, slick shifter, cheaper than a GLI.[/pullquote] The hard numbers don’t paint the best picture of the new car, as it’s a couple thousand dollars more expensive than before and features less horsepower. Honda says it has retuned the turbo four so that it both revs more eagerly and produces peak torque starting 300 rpm lower in the rev range. But the tradeoff is a loss of 5 horsepower, for a total of 200 horsepower that now comes on at 6000 rpm, compared with 205 horses at 5700 rpm before. (The redline is 100 rpm higher at 6600 rpm.)We didn’t notice much of a difference in the engine’s character during our drive, as its sound and power delivery largely mimic our experience with the 2020 model. The 1.5-liter is still somewhat coarse when pushed, but Honda has improved engine NVH, with the interior better isolated than before. Sometimes automakers achieve this by adding heavy sound deadening, but the new Si tipped our scales at 2937 pounds, just 21 pounds more than the old car.[image id=’96153e6c-7cdb-493e-8136-f57426669f23′ mediaId=’98ff1e3c-a062-43d3-b5d1-b8f39ed02c31′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]LOWS: Slower than before, not well equipped for the money.[/pullquote]In our track testing, the powertrain updates don’t help the Si. Turbo lag isn’t really an issue except after the 2-3 gear shift. The turbo struggles to spool back up and hurts its sprint to 60 mph, which requires 6.8 seconds, 0.2 second slower than before. The quarter-mile shows up in 15.1 seconds at 94 mph, also a 0.2-second drop. Its 7.6-second 5–60-mph time, though, was the same as the 2020 Si’s, meaning the car doesn’t really feel slower in real-world driving. Shifting the six-speed manual is fun thanks to short throws and light action. One of the notable additions to the new Si is a rev-matching system, which was previously available only on the Civic Type R. It works well and is easily turned off via a menu on the touchscreen if you prefer to heel-and-toe yourself.[image id=’15640144-7b7d-4c6c-90e1-665cb1fdf524′ mediaId=’9f7e5b87-a71f-4e38-b1cc-afc8ee0f6d4c’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]As before, the Si has a stiffer suspension and larger brake rotors compared with the base sedan: harder, better, faster, stronger—you get the idea. Its responses are noticeably sharper than the standard car’s thanks to eager turn-in, heavier steering, and a brake pedal with good bite. The model we drove had the optional ($200) summer tires, which give the Si great front-end grip that helps curb understeer. It gripped our skidpad at 0.94 g and stopped from 70 mph in 160 feet, numbers that are practically identical—just 0.01 g less and 1 foot longer—to the 2020 car’s results. Slowing from 100 mph took a not impressive 322 feet, and during the second stop the brake pedal went to the floor and summoned the brake-alert warning on the instrument cluster.A limited-slip differential is also standard equipment, and Honda has expanded the drive-mode selector to include a customizable Individual mode in addition to the previous Normal and Sport modes. It allows you to combine the quicker throttle response of Sport mode with the lighter steering of Normal mode or vice versa. Honda has removed the previous model’s adaptive dampers, but we didn’t miss them too much, as the standard suspension tune—at least on smooth California canyon roads—is satisfyingly firm without being harsh.[image id=’f5fe56b2-1efa-4d5e-b8e3-3ba654c1d611′ mediaId=’4904c6ca-ec51-440e-bf0c-b2768af3b430′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]The Si starts at $28,315, which is a $2120 increase over its predecessor. Honda is attempting to justify this with more standard equipment. The Si now has a larger touchscreen, blind-spot monitoring, and an upgraded audio system. The interior materials are nicer too. But the new Si is missing the heated seats it had before, which is a disappointing omission. Still, it remains significantly cheaper than the Volkswagen Jetta GLI and is a good performance value overall.The existence of the more extreme Civic Type R, which will also be redesigned soon, means the Si inhabits a nice middle ground in the sport-compact sphere. The Civic Si isn’t a car that will wow your neighbors with flashy styling. Its power and performance specs won’t go viral on Reddit. And it lacks gimmicks such as the Hyundai Veloster N’s overboost function or the VW Golf R’s Drift mode. The best thing about the Civic Si remains its commitment to being a driver’s car, and that alone is worth celebrating.[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle][image id=’bf222a99-967e-406f-a4d3-886f2d33b440′ mediaId=’ad76cc6b-097d-4a85-b0ae-ab3ce86abca1′ align=’center’ size=’medium’ share=’false’ caption=’A car-lover’s community for ultimate access & unrivaled experiences. 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You can’t kick a rock these days without hitting some type of off-road-oriented SUV—maybe a reborn Hummer or a Ford Bronco, maybe just a Subaru Forester with a factory lift kit. It might even land on a Honda, even if Japan’s big H is better known for on-road precision than dirt-slinging shenanigans, at least when it comes to passenger vehicles. Honda wants to change that thinking, and it’s tiptoeing onto the scene as it ramps up a crop of rigs under the new TrailSport banner, the first of which is the 2022 Passport.

The TrailSport is pretty self-explanatory. It slots in as the new midgrade trim level within the updated Passport lineup, a $43,695 proposition that sits above the now base EX-L model and below the top-spec Elite. (Honda’s larger three-row Pilot gains a similar TrailSport variant for the new model year.) Save for a few minor equipment upgrades, this is still much the same Passport we put 40,000 pleasant miles on not long ago. However, a new hood, revised front and rear bumpers, and a blockier grille do help address one of our main complaints from that long-term test: somewhat innocuous styling that makes it a little too easy to lose the Passport in a Costco parking lot.
The Passport’s TrailSport treatment is mostly theater, encompassing a gloss black grille and badging plus orange-accented TrailSport emblems. The orange theme extends to the inside, with contrast stitching and embroidered headrests sprucing up the sensible, cubby-laden cabin, which doesn’t quite match the level of finery in the latest Accord and Civic. Model-specific bumpers with faux skid-plate inserts also are included, as are 18-inch wheels with a greater offset that widen the Passport’s track by 0.4 inch (other models wear 20-inch rollers). Wrapping those wheels are 245/60R-18 Firestone Destination LE 2 all-season tires with more aggressive shoulder tread that provide a bit more bite on loose terrain. There’s no suspension lift, unlike the TrailSport version of the Pilot, although that model has a slightly lower baseline ride height. The all-wheel-drive Passport has 8.1 inches of ground clearance, still enough to clear many smaller obstacles, and it can tow up to 5000 pounds. In terms of efficiency, the TrailSport gets the same EPA fuel-economy estimates as other Passports, which remain 19 mpg city and 24 highway for all-wheel-drive models.
This off-road showmanship is not for Honda’s lack of experience in getting dirty. Honda’s legendary off-road background with dirt bikes and other powersports machines needs little introduction. The company has supported a desert-racing Ridgeline pickup for several years now, and Honda engineers currently campaign an essentially stock Passport in North American rally competition. In addition to driving the TrailSport both on- and off-road, we recently rode in that rally version and came away impressed with how well it makes use of the production mechanicals. The Passport’s standard 3.5-liter V-6 continues to deliver a strong 280 horsepower and a satisfying induction honk, and it plays well with the smooth-shifting nine-speed automatic transmission, particularly if you toggle the Sport mode on the still-clunky array of shift buttons. Weighing just over 4200 pounds, all-wheel-drive Passports scoot to 60 mph in a smidge over six seconds and have ample thrust for dispatching dawdling Winnebagos on country roads. Opposite to how the Passport’s spacious interior feels more expansive than its dimensions suggest, this mid-size crossover seemingly shrinks in size on the road with a sense of well-oiled responsiveness. Along with a chassis setup that nicely balances ride comfort and cornering forces, much of its wieldiness stems from the flexibility of its variable all-wheel-drive system and torque-vectoring rear axle, both of which are standard on all but the starter EX-L model, which is front wheel drive. Depending on conditions, the system can funnel up to 70 percent of the engine’s torque to the rear end and route up to 100 percent of that grunt to either rear wheel. We’ll have to wait for a test vehicle to see how the TrailSport’s tires impact the Passport’s modest grip and braking measurements, but cranking the steering wheel off center still brings a welcome buildup in effort and some feel. Among workaday SUVs, the ease with which this Honda rotates around mountain switchbacks can even approach entertaining.
Steer off into the hinterlands and the all-wheel-drive system helps provide dogged traction over rough ground, aided by four terrain-management selections (Normal, Snow, Sand, and Mud) for the myriad chassis and drivetrain systems. With no exterior trail cameras or additional underbody protection, you’ll want to be careful around larger boulders. Yet navigating rocky desert washes that occasionally tilted the Passport up on three wheels was surprisingly uneventful. Adroit compression and rebound tuning for the passive dampers manifests in impressive composure over mildly uneven terrain—and at speeds that we wouldn’t have expected were it not for our stint in the rally racer. While that vehicle’s lack of ABS or any sort of traction-management tech allows it to slide around with abandon, the regular model shares much of its nimbleness and capability, highlighting the Passport’s potential should Honda decide to upgrade it further. We got a glimpse of such a Passport from the company’s recent Rugged Roads project vehicle, which features a modest aftermarket lift kit, larger tires, a rear-mounted spare, and a host of other overlanding-themed modifications. For now, factory upgrades are limited to plastic fender flares, rocker panel moldings, and new 18- or 20-inch Honda Performance Development (HPD) wheels painted either black or a snazzy bronze. But Honda is adamant that grander TrailSport happenings will drop in the next year, potentially including both new models and parts that could bring enhanced suspensions, all-wheel-drive systems, and beefier off-road hardware. The current TrailSport, then, marks the beginning of the journey, and it will be interesting to see how far off-road Honda goes.

Specifications

Specifications
2022 Honda Passport TrailSportVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $43,695
ENGINESOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 212 in3, 3471 cm3Power: 280 hp @ 6000 rpmTorque: 262 lb-ft @ 4700 rpm
TRANSMISSION9-speed automatic
DIMENSIONS
Wheelbase: 110.9 inLength: 189.1 inWidth: 78.6 inHeight: 72.2 inPassenger Volume: 115 ft3Cargo Volume: 41 ft3Curb Weight (C/D est): 4250 lb
PERFORMANCE (C/D EST)
60 mph: 6.1 sec1/4-Mile: 14.7 secTop Speed: 114 mph
EPA FUEL ECONOMY
Combined/City/Highway: 21/19/24 mpg

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In the tug of war between an all-SUV world and actual car-shaped cars, Subaru still has a few models holding the rope on the car side. There’s the BRZ, which we loved enough to award it a 10Best award, and there’s a redesigned WRX for 2022, too. In case your car love has slept through the past 20 years, the WRX is largely responsible for introducing a generation of boys and girls to the joys of turbo lag, all-wheel drive, and a manual transmission. As before, automatic buyers get a CVT that can pretend to be an eight-speed auto, but Subaru claims that the auto is more responsive and quicker to respond. We’ll have to wait to test those assertions, as supply-chain issues have sidelined the automatic. As you can imagine, we cried many tears of disappointment and then popped the clutch in a World Rally Blue Pearl Limited model and drove it 700 miles on some of California’s best driving roads. We didn’t set out to drive it so many miles; we just kept finding more good roads. It’s that kind of car.
The WRX started as a rally version of the Subaru Impreza, and the new one is built on the same Subaru Global Platform as the Impreza, but the 2022 WRX is the first one with a completely distinct design that doesn’t share a single exterior panel with the Impreza. The new WRX is all sharp body creases partly covered by textured plastic cladding. Its intercooler-feeding hood scoop, fiery geode taillights, and fender-flared stance set it apart from less sporty four-doors, and while it’s not exactly a pretty design, it has a rugged charm. Slightly wider and nearly three inches longer than the outgoing model, the WRX remains sporty and relatively small and, most important, a car. Driving it reveals a straightforward sports sedan with rally-car energy and a quick-revving turbocharged engine. Where we’ve criticized it in the past for having a bare-bones interior, flinty ride quality, and annoying levels of cabin noise, the Subaru engineers have made noticeable changes by focusing on those areas. The WRX’s new architecture boasts a lower center of gravity and greater stiffness, to which Subaru bolts a slightly softer suspension to improve the ride. In the interest of noise, vibration, and harshness, the engine, suspension, and steering mounting points were changed, too.
The resulting car sounds quieter and the ride less abusive. Except on a particularly egregious stretch of washboard highway, the 2022 WRX never seemed unsettled by uneven concrete, and life in the cockpit remained peaceful, or as peaceful as it can be when you’re doing your best Colin McRae imitation through a redwood grove and daydreaming about who would win in a collision, the WRX or Bigfoot? You might be able to stop in time: the WRX’s brakes—12.4-inch discs in front and 11.4 in the rear—are not flashy but work brilliantly with the 245/40R-18 Dunlop SP Sport Maxx GT summer tires. Base versions have slightly smaller feet and wear 235/45R-18 summer tires.Should you meet a careless cryptid, it would likely be worse for him than you. In addition to the WRX getting a stiffer platform, Subaru has improved its crash structure. As before, the WRX comes standard with seven airbags, so come at us, Yeti. Perhaps based on the assumption that automatic owners are less attentive, the CVT versions get Subaru EyeSight driver assist and adaptive cruise control with emergency steering, but manual-trans cars do not.
There are four WRX trim levels: Base, Premium, Limited, and GT. The latter only comes with the CVT and offers electronically controlled dampers, but the auto is available on all models. All trim levels use the same engine, a 2.4-liter turbocharged four-cylinder making 271 horsepower and 258 pound-feet of torque. Numerically, that isn’t much different from the previous 2.0-liter, but Subaru says the new engine has a broader torque curve and a redesigned wastegate to minimize turbo lag and improve low-rpm response. We expect the same or marginally quicker acceleration, as Subaru claims the new car is only about 20 pounds heavier than the last WRX. It’s quick from a start but most enjoyable above 3000 rpm, when the boost is boosting and the revs are revving to the 6100-rpm redline. Slow down or select too high a gear, and it’ll lug and sigh until the turbo wakes up. Even when worked hard, the 2.4-liter never seems too strained, but there’s a fuel cost for the fun. The manual’s EPA-estimated fuel economy drops by 1 mpg in both metrics, to 19 city and 26 highway, and the automatic falls to 25 highway from 26. One more reason to go with the six-speed.Manual shifters are rare enough that we’re predisposed to like any interior that houses one, but for those of you who require more than three pedals to be won over, the WRX now comes with an 11.6-inch touchscreen center display; carbon-fiber-patterned accents; a flat-bottomed, leather-wrapped steering wheel; and, in the Limited trim, red-accented faux-suede seating surfaces.
Subaru’s interface is hit or miss. There are some physical buttons for HVAC controls and screen brightness, but others—like the heated seats and the in-car navigation—require a series of screen taps. Trunk size is up one cube to 13 cubic feet, and there’s also more room in the back seat. A 0.9-inch wheelbase stretch contributes to a 1.1-inch expansion of rear-seat legroom. Two adults will be comfortable in back, and while the lowered roofline cuts into headroom, a road trip with four full-size people would not be a problem. Full size, not Bigfoot size.Despite the changes, the 2022 WRX retains the feel of its predecessor. An uptick in refinement makes it a little more sophisticated, but just a smidge. It’s quieter, maybe too much so for folks who enjoy the blaat, thrum, and pssssht of modified versions, but it still plants all four feet solidly on the ground and digs in with enthusiasm. It remains a joy to fling around corners or to toss into a parking spot at the Bigfoot Discovery Museum in Felton, California. While competitors like the Volkswagen GTI/GLI and Honda Civic Si would battle the WRX on a tarmac stage, the WRX would dominate them on a gravel section.Pricing has yet to be announced, but we’re expecting it to range from $30,000 to $40,000, which would represent an increase of about $1500. Subaru predicts you’ll see the new WRX at dealers in the spring: March for the manual and April for the automatic. On the other hand, you’ll probably have a much longer wait before you see a Sasquatch.

Specifications

Specifications
2022 Subaru WRXVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE

Estimated base: $30,000
ENGINE

turbocharged and intercooled DOHC 16-valve flat-4, aluminum block and heads, direct fuel injectionDisplacement: 146 in3, 2387 cm3Power: 271 hp @ 5600 rpmTorque: 258 lb-ft @ 2000 rpm
TRANSMISSIONS

6-speed manual, continuously variable automatic
DIMENSIONS

Wheelbase: 105.2 inLength: 183.8 inWidth: 71.9 inHeight: 57.8 inPassenger Volume: 98–99 ft3Trunk Volume: 13 ft3Curb Weight (C/D

est): 3350–3550 lb
PERFORMANCE (C/D EST)

60 mph: 4.7–5.4 sec1/4-Mile: 13.5–14.2 secTop Speed: 145 mph
EPA FUEL ECONOMY

Combined/City/Highway: 21–22/19/25–26 mpg

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Does anything sound better than a hardworking V-10? The question was raised and subsequently answered by the combination of a freeway tunnel on the Spanish island of Gran Canaria and the Audi R8 Performance Spyder’s 8700-rpm redline, experienced with the roof down. The noise is both glorious and entirely free of digital augmentation—savage exhaust harmonics overlaying the mechanical thrash of the naturally aspirated engine, busier and harder-edged than a V-8, angrier than a V-12. We will miss it when it’s gone, which it will be all too soon. Both the R8 and the closely related Lamborghini Huracán are most of the way to retirement, and the V-10 engine they share—the last offered in any current production cars—is set to die with them. Audi is working on an all-electric replacement for the R8, and Lamborghini is developing a hybridized twin-turbo V-8 for the Huracán’s successor. It isn’t time to write the R8’s obituary yet, but the pared-back model range proves the clock is ticking.
Because Audi dropped the former entry-level rear-driven R8 and replaced it with the Performance derivative, the R8 selection is now a pair of binary choices: whether drive is delivered through two or four wheels, and whether the car is ordered with a fixed or fabric roof.

The new rear-drive Performance is distinguished from the Quattro by more than just a reduction in driveshafts. It uses a 562-hp version of the 5.2-liter V-10, a 30-hp increase over the output of the former RWD base, but still 40 horsepower shy of its AWD sister. The two-wheel-drive car also does without the carbon-ceramic brakes, 20-inch wheels, carbon-fiber side blades, and laser headlights that the Quattro gets as standard. It is possible to correct all of these omissions with option packs, although doing so will split the $51,100 gap between the two versions. Audi portrays the RWD Performance as a more dynamic choice, although its purity of purpose is due in large part to cost-saving measures. Unusually for this part of the market, it rides on passive rather than adaptive dampers and delivers power to the rear wheels through a conventional limited-slip differential rather than an electronically controlled unit.
Losing the center differential and front driveshafts saves only a modest 110 pounds of mass, according to Audi’s engineers, and doesn’t transform the car’s character at everyday speeds. Powering out of slower corners, the Performance reaches the point of traction-control intervention more quickly than the Quattro, but that intervention is unobtrusive. In Comfort mode, there’s simply an invisible guardrail preventing power oversteer. Selecting the more aggressive modes raises the intervention threshold and allows more rear-end slip, especially with the track-biased Performance setting that comes with the optional Sport Exhaust package. But the chassis is better at finesse than outright hoonery. Even at speeds that feel mighty quick on Spanish mountain roads, the Spyder’s cornering line is more easily adjusted by gentle accelerator inputs and weight transfer between the axles rather than trying to overpower the rear Michelin Pilot Sport 4S tires.
The chance to drive a RWD Coupe on the tight, technical Maspalomas circuit (with spectacular views over the Atlantic Ocean) provides higher lateral loads abetted by a switch to more aggressive Michelin Pilot Sport Cup 2 tires. Safely removed from public roads, the Performance could be made to feel distinctly loose when pushed hard. This was especially true when a rain shower turned the track slick and made careful throttle management even more important—yet the R8 still felt happier being driven within its limits than at the edge of them.Steering feel remains the R8’s weak link. Both cars we drove had the variable-ratio Dynamic rack, which will be a $1400 option in the U.S. The Coupe’s front end is impressively crisp on the circuit, and the Spyder makes light work of the many hairpin bends on Gran Canaria’s mountain roads, but feedback in both is distant and muted. The Coupe was also fitted with the intriguing option of a front carbon-fiber anti-roll bar—an $1100 extra that both saves 4.4 pounds of weight and is claimed to sharpen front-axle responses.
While little changed from its previous incarnations, the V-10 remains the R8’s star feature. It lacks low-down torque compared with turbocharged rivals, but compensates with strong, linear urge all the way to its altitudinous redline. As in other R8s, the Performance remains muted at lower revs, exuding a very different aural character from the always-shouty Lamborghini Huracán. But as engine speed rises, the Audi finds its voice. Well before it reaches its 8700-rpm redline, the Performance sounds more compelling than most supercars do at any engine speed. That’s despite that the exhaust systems of the Euro-spec cars on the launch were slightly muted by gasoline-particulate filters that won’t come to the U.S. The $3600 Sport Exhaust package should probably be regarded as a must-have.The R8 remains a bit unsure of whether it’s a luxury sports car or a supercar, and it’s often trying to downplay the theatricality of its spectacular powerplant. The RWD Performance is now the entry level for the range, and the $151,895 starting price ($164,095 for the Spyder) is likely to be a bigger part of its appeal than its slightly enhanced potential for power oversteer. Yet even with a slight sticker increase over the old base RWD car, it still looks very well priced considering the inherent magic of that V-10 engine. We will surely miss it when it is gone.

Specifications

Specifications
2022 Audi R8 PerformanceVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe or convertible
PRICE
Base: Coupe, $151,895; Convertible, $164,095
ENGINE
DOHC 40-valve V-10, aluminum block and heads, port and direct fuel injectionDisplacement: 318 in3, 5204 cm3Power: 562 hp @ 8100 rpmTorque: 406 lb-ft @ 6400 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 104.3 inLength: 174.4 inWidth: 76.4 inHeight: 48.7 inPassenger Volume: 50 ft3Cargo Volume: 4–8 ft3Curb Weight (C/D est): 3600–3700 lb
PERFORMANCE (C/D EST)
60 mph: 3.4–3.5 sec100 mph: 7.5¬–7.6 sec1/4-Mile: 11.5–11.6 secTop Speed: 200–204 mph
EPA FUEL ECONOMY
Combined/City/Highway: 17/14/23 mpg

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We’ve officially reached the point where there’s a decent selection of compelling five-passenger electric SUVs with decent range. The Volkswagen ID.4, Ford Mustang Mach-E, and Tesla Model Y are becoming increasingly commonplace sights on American roads, and they’re about to be joined by the Kia EV6 and its sharp-looking crosstown rival, the 2022 Hyundai Ioniq 5. Sharp turns out to be a particularly apt description of the Hyundai’s distinctly creased styling, which features the mark of Zorro on its flanks, pixelated Minecraft detailing, and a chonky stance that benefits from an uncommonly long wheelbase, with stubby overhangs and sizable wheels pushed out nearly flush with the fenders. It’s refreshing to see a unique take on the two-box crossover shape, but is there more to the Ioniq 5 than fresh-faced smart looks? Like its chief rivals, the Ioniq 5 comes in a single-motor rear-drive configuration or a dual-motor all-wheel-drive layout. At launch, all flavors of the Ioniq 5 will be equipped with an extended-range lithium-ion battery that packs 77.4 kilowatt-hours of gross capacity. (Hyundai has yet to disclose the usable capacity, which is what we normally report, so for now we’ll estimate that at 70.0 kilowatt-hours.) In rear-drive guise, the Ioniq 5 gets 225 horsepower, 258 pound-feet of torque, and a healthy 303 miles of range, along with an EPA-estimated combined fuel economy of 114 MPGe. The all-wheel-drive varieties deliver a respectable 256 miles of EPA range, a combined output of 320 horsepower and 446 pound-feet of torque, and an EPA combined score of 98 MPGe.

Four drive modes are offered: Eco, Normal, Sport, and Snow, all of which tweak the dials on throttle sensitivity and predicted range. Eco seems perfectly acceptable for routine driving, but it does dull air-conditioning performance. Normal makes for the better choice if speeds or temperatures are a bit higher. Steering-mounted “shift” paddles adjust the strength of the regenerative braking through five steps: none, 1 through 3, and i-Pedal. The latter setting is much more aggressive (and suitable for mountain-road hijinks) than anything seen on the Kona EV, and it’s robust enough to bring the Ioniq 5 to a full stop without having to touch the brake pedal. Punch the accelerator in Sport mode and there’s enough seamless thrust to believe Hyundai’s claimed sub-5.0-second 60-mph time for the all-wheel-drive version.
But the speed that really matters is the time it takes to inject juice into the batteries. Here the Ioniq 5 reigns supreme compared to all of its competition, save the related Kia EV6. Its 697-volt battery pack and 350-kW DC fast-charging capability have no equal this side of the vastly more expensive Porsche Taycan, Audi E-Tron GT, or Lucid Air. This Hyundai absolutely gets with the program at one of Electrify America’s top-tier 350-kW charge stalls, where it takes just 18 minutes to charge the battery from 10 percent to 80 percent. At home, its 10.9-kW on-board charger works with 240-volt equipment to refill a dead battery in 8.5 hours. But no one drives their personal EV down to zero, so Hyundai’s estimate of just under seven hours for an overnight top-up from 10 percent seems more relevant. The Ioniq 5’s strut front and multilink rear suspension is calibrated for a smooth ride. A Limited fitted with 20-inch wheels shod with 255/45R-20 tires readily smothered all manner of rough pavement and undulating asphalt, with no undue harshness or head-toss. This suspension is pleasantly limber, though its compliance might just teeter on the edge of excess for those that prefer a firm, tied-down ride. None of this prevents the Ioniq 5 from taking a tenacious set through bends, where its wide-for-an-EV tires and low-slung battery pack help it feel stable and planted. The trouble comes from the lack of feel and feedback transmitted through the steering wheel itself, which tends to mask the buildup of forces and make the Ioniq 5 feel less responsive than it really is.
Inside, that steering wheel juts from a dashboard that possesses all the charm of an open-office floorplan. Two identical 12.3-inch screens are positioned side by side, creating the impression of a dual-desktop-monitor setup. If you’re thinking the interior is nowhere near as inspiring as the exterior, you’re onto something. For all that, the various controls are laid out quite logically, and it’s easy to glance about and decipher what everything does. Apple CarPlay and Android Auto are present, but the lack of wireless capability stands out because the console’s distance from the dash makes cords hard to wrangle. That said, the Bose premium audio system proved to be fantastic, breathing life into a favorite Spotify playlist that rarely sounds this crisp and distinct. The hushed ambient noise of the EV powertrain might be helping the cause there. Front headroom and legroom are abundant, but the steering wheel could stand to extend another inch so taller drivers could fully exploit the available seat travel. Those in back enjoy 39.4 inches of rear legroom, which is some 1.3 inches more than the Mach-E and 1.8 inches better than the ID.4. Credit the 118.1-inch wheelbase—longer than anything else in the Hyundai lineup, including the Palisade three-row SUV—for that. Farther back, that extra rear-seat legroom takes a bite out of seats-up cargo space. The Hyundai’s 27 cubic feet trails the others, which straddle either side of 30 cubic feet. But its 59 cubic feet with seats down nearly ties the Mach-E, even though the VW pips them both. Up front, Ioniq 5’s cursory frunk hardly seems worth the bother at just 1 cubic foot.
Three familiar trim levels are offered—SE, SEL, and Limited—and that choice is independent of the drive layout you select. The exception is the 168-hp, 220-mile standard-range SE RWD loss leader that’s priced at $40,925 and won’t be available for some months. Just as well, because the long-range RWD SE with 303 miles of range and 225 horsepower costs $44,875 and is heading to dealers as you read this. The all-in 320-hp Limited AWD we drove sits atop the range at $55,725. In the end, the sharp-looking 2022 Hyundai Ioniq 5 is a compelling electric SUV because it combines a goodly amount of range and uncommonly quick DC fast-charging capability with a spacious interior and a smooth ride. As the country’s charging infrastructure continues to improve, it just might be the first non-Tesla to encourage you to push the boundaries of range and charging on an electrified road trip.

Specifications

Specifications
2022 Hyundai Ioniq 5 Long RangeVehicle Type: rear- or front- and rear-motor, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: Ioniq 5 Long Range, $44,875; Ioniq 5 Long Range AWD, $48,375
POWERTRAINS
permanent-magnet synchronous AC motor, 225 hp, 258 lb-ft (70.0-kWh* lithium-ion battery pack; 10.9-kW onboard charger); 2 permanent-magnet synchronous AC motors, 99 and 221 hp (combined output: 320 hp, 446 lb-ft; 70.0-kWh* lithium-ion battery pack; 10.9-kW onboard charger)Transmission: direct-drive

DIMENSIONS
Wheelbase: 118.1 inLength: 182.5 inWidth: 74.4 inHeight: 63.0 inPassenger Volume: 103–106 ft3Cargo Volume: 28 ft3Curb Weight (C/D est): 4200–4650 lb
PERFORMANCE (C/D EST)
60 mph: 4.9–7.1 sec1/4-Mile: 13.6–16.0 secTop Speed: 115 mph
EPA FUEL ECONOMY
Combined/City/Highway: 98–114/110–132/87–98 MPGeRange: 256–303 mi

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We’ve been smitten with the longroof look of Porsche’s Taycan Cross Turismo ever since it arrived on the scene. The wagon treatment really suits the liquid shape of the Taycan, and it does wonders for rear-passenger egress, rear headroom, cargo space and access, and rearward visibility. Its slightly jacked-up stance and extra fender and body cladding give it a slight crossover vibe (hence the name), and its air suspension features a high-riding Gravel mode that worked far better than it had a right to on a recent trip over Colorado’s Ophir Pass. But what if you want that sleek wagon shape (and functionality), but would rather see it on a slammed high-performance version with absolutely zero off-highway pretense? Enter the 2022 Porsche Taycan GTS Sport Turismo.

As in the Taycan sedan, the Cross Turismo lineup has harbored a yawning price and performance gap between the 4S and the Turbo. Both come with the 83.7-kWh Performance Battery Plus, so the $43,200 separation between them is plain to see. There’s also a lot of daylight between the 4S motors’ 562 horsepower and 479 pound-feet of torque and the Turbo’s 670 horsepower and 626 pound-feet. This is the perfect environment in which to unleash the GTS, Porsche’s focused performance variant for those who would rather crush corners than dominate the drag strip. That said, Porsche claims its 590 horsepower and Turbo-matching 626 pound-feet can peel off an 11.8-second quarter-mile run, and it does that at a $134,650 base price that settles neatly between the two.
To be a proper GTS, supreme handling and no-nonsense looks were the prime directive. The high stance had to go, and the body cladding was stripped away and replaced with blacked-out moldings, badges, and wheels in the manner of the Taycan GTS sedan. In the process, the Cross Turismo morphed into the Sport Turismo. But the GTS doesn’t just sit 0.7 inch lower and look more badass than a Cross Turismo when parked. Its thoroughly recalibrated air suspension settles another 0.4 inch lower when you set the standard Sport Chrono selector dial to Sport mode, and it can slouch another half-inch below that in the speed-dependent aero mode. The changes go way beyond mere stance, though, because the point of all this was to deliver direct turn-in response and a much more neutral cornering attitude. To that end, its standard Porsche Active Suspension Management (PASM) adaptive dampers and the Power Steering Plus and Torque Vectoring Plus systems have been completely remapped, as well as its optional rear-steer and active anti-roll bar systems.The changes are transformative. Our test car absolutely laid waste to the Angeles Crest Highway, and this applied equally to speedier sweeping corners and tighter technical sections with decreasing radius bends. Throughout, the front end was always willing and on point and never once washed out when we charged in a bit too enthusiastically. Some of that was down to the amazingly authentic feel and feedback of the electric power steering, made possible by a clever system that measures road forces feeding in from the tie-rod ends to further modulate the assist level. Midcorner, the Sport Turismo remained solidly predictable and composed thanks to the tremendous grip from the optional 21-inch forged RS Spyder design wheels and their 265/35 front and 305/30 rear rolling stock. We half-expected things to fall apart when we eventually backed off and took in the scenery, but the car’s low stance and low-profile rubber didn’t add up to an overly brittle or noisy ride on cracked or coarse asphalt. The GTS Sport Turismo is indeed one impressively tuned package that’s surprisingly easy to live with.
It’s comfortable to sit in when you’re not in attack mode, too, thanks to outstanding 18-way adaptive sport seats and a generously telescopic steering column that makes it easy to settle into a comfy driving position. You’d better like microfiber faux suede, though, because the interior has the same heavy application of black Race Tex that adorns the inside of the GTS sedan. It covers not only the steering wheel, which is handy for grip, but also the headliner, roof pillars, sun visors, and many other prominent cockpit features. You’ll find contrasting red stitching, too, and a smattering of either black brushed-aluminum trim or optional matte-black carbon fiber. Peer overhead and you may see a panoramic sunroof that’s been upgraded with a new Variable Light Control system, an embedded array of nine car-spanning LCD segments. The panels can be individually switched from fully opaque to transparent via touchscreen, but in certain light the transparent setting does seem to be slightly hazier than the clear view afforded by the standard panoramic roof without this option.
The range of the 2022 GTS Sport Turismo hasn’t yet been made official, but Porsche hints that it should be greater than the 2021 4S Cross Turismo’s 215 miles despite its extra power, torque, and additional curb weight. The Sport Turismo’s lower stance certainly plays a role, but 2022 Taycans also feature improved battery state-of-charge management software and improved brake calipers that generate less incidental friction when the pads are retracted. The most interesting change might be what they’ve done to Range mode, which now prioritizes the rear motor instead of the front one when cruising in Range and Normal modes. Permanent rear drive is more in keeping with Porsche’s DNA, of course, but keeping the rear motor engaged avoids the comparatively slow and potentially clunky process of de-clutching the two-speed rear transmission. It’s far simpler–not to mention quicker and smoother–to set the direct-drive front motor into freewheeling mode.Inevitably, a few random social media commenters who have seen early 2022 Porsche GTS Sport Turismo photographs have said they wish Porsche made it in a Cross Turismo. That misses the point entirely, because dynamic performance, a lower stance, and sinister good looks are the very things that define any GTS. Almost by definition, if you want a Cross Turismo, you don’t really get the GTS. That’s okay, because the Cross Turismo in its various non-GTS permutations isn’t going anywhere. On the flip side, if you want a Sport Turismo, the GTS is the only way it comes. That’s fine by us, because it’s an outstanding combination.

Specifications

Specifications
2022 Porsche Taycan GTS Sport TurismoVehicle Type: front- and rear-motor, all-wheel-drive, 4 or 5-passenger, 4-door wagon
PRICE
Base: $134,650
POWERTRAIN
Front Motor: permanent-magnet synchronous AC Rear Motor: permanent-magnet synchronous ACCombined Power: 590 hpCombined Torque: 626 lb-ftBattery Pack: liquid-cooled lithium-ion, 83.7 kWhOnboard Charger: 9.6 or 19.2 kWTransmissions, F/R: direct-drive, 2-speed automatic
DIMENSIONS
Wheelbase: 114.2 inLength: 195.4 inWidth: 77.5 inHeight: 54.8 inPassenger Volume: 93 ft3Cargo Volume, F/R: 3/19 ft3Curb Weight (C/D est): 5200 lb
PERFORMANCE (C/D EST)
60 mph: 3.1 sec100 mph: 7.8 sec1/4-Mile: 11.5 secTop Speed: 155 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 74/73/75 MPGeRange: 230 mi

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