Evelyn Reynolds

A full-face helmet does little to take the edge off the 9000-rpm shriek of a naturally aspirated 4.0-liter flat-six when it’s mounted amidships just behind your seat, as it is in the 2022 Porsche 718 Cayman GT4 RS. We start to wish we’d also worn earplugs (but not really, because its glorious sounds may well be worth hearing aids in retirement) as we feed in the power exiting a slow corner, then bang through the gears on our way to storming headlong into a banked sweeper at Streets of Willow Springs raceway.It’s a prime example of what a Porsche engineer told us in matter-of-fact terms: “Whenever the GT4 RS engineering team came to a development crossroads, we made a point of always choosing the path of greatest performance.” Boy, does it show.

That starts with the engine itself. This is not some massaged version of the enlarged and de-turbo-ed 911 engine that powers the Cayman GT4. Instead, the GT4 RS is fitted with the same 911 GT3 Cup–derived engine that powers the vaunted 911 GT3, but spun around and mounted beneath the rear liftgate glass, a placement that virtually puts it inside the passenger compartment. In the GT4 RS, this high-revving, naturally aspirated, dry-sump flat-six makes 493 horsepower at 8400 rpm and 331 pound-feet of torque at 6750 revs. It’s worth noting that the same mill puts out 502 ponies and 346 pound-feet in the GT3, which makes one wonder if the difference is truly the result of an exhaust packaging limitation related to the midship engine placement or a case of preserving the on-paper superiority of the 911 GT3. Likewise, the RS’s seven-speed dual-clutch automatic transmission gearing is more aggressive than the Cayman GT4’s, instead using the tightly spaced cogs of the GT3’s gearbox, in which seventh gear tops out at just 0.84:1 instead of a lazier 0.71:1. Beyond that, the Cayman GT4 RS is more aggressive than the GT4 in the final-drive department, with short 4.17:1 rear-end gearing instead the regular GT4’s taller 3.89:1 final-drive. The end result is a GT4 RS claimed top speed that’s rev-limited to 196 mph in seventh gear. Porsche also claims a 3.2-second 60-mph time and an 11.3-second quarter-mile, but Porsche usually sandbags such numbers. What we do know with certainty is that open-road cruising at 70 mph results in a tense 3050-rpm thrum.
If that wasn’t enough, the engineering team ditched the Cayman’s admittedly useless rear quarter-windows and substituted high-mounted engine air intakes. The ducting runs a few scant inches behind your skull, so when you boot the throttle, you can absolutely feel the throbbing cry as atmosphere gets inhaled toward the six individual throttle butterflies of the ravenously gulping flat-six. This performance-maximizing intake placement not only enhances the aural experience in the GT4 RS’s cabin, it also allows the entirety of the formerly subdivided bodyside scoops to be dedicated to cooling this insane beast.The driving position is slightly hunched forward owing to fixed-angle one-piece buckets—18-way adjustable seats are available at no-cost—but this absolutely suits on-track and aggressive driving because it puts you up on the wheel in a way that generates more leverage. You’ll need it, too, because the 245/35ZR-20 Michelin Pilot Sport Cup 2 R Track Connect front tires can generate immense grip with nary a whiff of understeer, and the steering geometry creates armloads of self-aligning torque that clearly communicates how hard the tires are working in any given corner. It’s not manual steering because you can indeed twirl the wheel in a parking lot, but the amount of feel and feedback you get is exactly what you need when pushing hard up against the limit. Is the effort a bit much when lollygagging down the highway? A bit, yeah. But it’s utter magic when working through a series of corners.
Compared to the GT4, the front and rear track width of the GT4 RS is broader by 0.2 and 0.3 inch, respectively. There are two adaptive-damping modes, but the default setting is ideal for both track and mountain-road use, especially if the asphalt is anything less than billiard-table smooth. The Normal setting is an absolute must for routine driving around town, because not only does the car tend to copy every undulation the paving machine laid down, modest cracks and step-down joints can feel like miniature cliffs. The reason for this is not entirely down to track-oriented spring and damper tuning, though, because the RS suspension links are fitted with ball joints at their ends instead of tuned rubber bushings. The RS can nevertheless pass for a livable daily driver, however, because the optional $3040 front-axle lift system makes it entirely possible to surmount speed bumps, traverse intersection drainage dips (with care and forethought), and tackle reasonably angled driveway cuts.
Still, you may be getting the impression that the GT4 RS lives its best life as a track car, and it indeed has features that are most often found on track-oriented machines. Center-lock wheels are compulsory, for one, and the front and rear anti-roll bars are adjustable through three settings each. The aerodynamics are not kidding, either. The GT-style rear wing is adjustable through three angles of attack (none of which results in good rearview-mirror visibility), and its swan-neck mounting assures that the critical downforce-generating underside is completely free and clear of bracketry. The car’s smooth underbelly directs air through a center diffuser as well. Up front, fender-top vents and radiused fender openings relieve underbody pressure to reduce lift, and there are adjustable fences low in the wheel wells to tweak the amount of downforce generated by the GT4 RS-spec front splitter.Hood-mounted NACA ducts funnel air down to the GT3-esque front brakes, which feature six-piston fixed calipers that squeeze 16.1-inch rotors whether you stick with the standard iron discs or upgrade to the cross-drilled carbon-ceramic setup. The rear end features four-pot calipers and either 15.0-inch iron discs or 15.4-inch carbon-ceramic ones. We spent all our track and canyon time with the carbon ceramics, and they generated immense and unfailing stopping power, with a clairvoyant delicacy that made their response easy to predict. They also reduce unsprung weight a fair bit. If you can afford this car in the first place, there’s no reason not to spend $8000 on them.
Aside from the carbon-ceramic brakes, the forged magnesium wheels ($15,640) are worth considering because they also take a bite out of unsprung mass to the tune of nearly six pounds per corner, claims Porsche. Their upcharge is actually even higher, because the Weissach package ($13,250) is a prerequisite for the magnesium wheels, but that brings with it a clear-coated carbon-fiber hood and other trim pieces, special seat embroidery, and titanium exhaust tips.The Porsche 718 Cayman GT4 RS arrives this summer and should start at $144,050, which seems like a bargain since it undercuts the GT3 by nearly $20,000. Sure, you can nudge that close to $200,000 if you get frisky with the options sheet, but that’s par for the course in Porscheland. To paraphrase Ferris Bueller, if you have the means, and want a track-focused car you won’t lock away in a glass garage, we highly recommend picking one up.

Specifications

Specifications
2022 Porsche 718 Cayman GT4 RSVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door hatchback
PRICE (C/D EST)
Base: $144,050; Weissach, $157,300
ENGINE
DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement: 244 in3, 3996 cm3Power: 493 hp @ 8400 rpmTorque: 331 lb-ft @ 6750 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 97.8 inLength: 175.4 inWidth: 71.7 inHeight: 49.9 inPassenger Volume: 49 ft3Cargo Volume, F/R: 4/5 ft3Curb Weight (C/D est): 3250 lb
PERFORMANCE (C/D EST)
60 mph: 2.9 sec100 mph: 6.8 sec1/4-Mile: 11.1 secTop Speed: 196 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 16/15/17 mpg

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To engage Mercedes-Benz Drive Pilot, we needed to find traffic. In L.A., that’s not very hard. Our driver, Jochen Haab, manager of validation and testing, advance driver assist systems at Mercedes-Benz, entered Interstate 10 from Crenshaw Boulevard and headed toward Santa Monica to find the slow highway speeds required to activate the Level 3 autonomous-driving system.Although it only works at speeds up to 40 mph, the system operated smoothly. However, unlike some Level 2 systems, Drive Pilot can’t perform automated lane changes in the U.S. That feature is part of Benz’s Intelligent Drive Level 2 driver-assist system that’s available across the lineup, and we expect it to be added to Drive Pilot in the future. Drive Pilot is currently only available on the new S-class and the EQS electric sedan, and it’ll be expanded to other vehicles in Mercedes’s lineup later.

Mercedes-Benz

The Society of Automotive Engineers (SAE) describes driver-assist systems in levels of automation ranging from Level 1 through Level 5. Adaptive cruise control, lane-keep assist, and automatic lane-change features included in systems such as Intelligent Drive, Tesla’s Autopilot, and General Motors’ Super Cruise all fall under SAE’s Level 2. Most of these systems are meant to reduce stress on drivers during long hauls (no matter how they’re advertised) but always require the driver to remain attentive and take over whenever necessary. Drive Pilot, much like Super Cruise and Ford’s BlueCruise, is limited to pre-mapped divided highways. Right now, the tech is only available in Germany, where it’s certified on just over 8000 miles of roads. But unlike the two Level 2 systems from the American automakers—which may be hands-free but which still require the driver to pay attention—Drive Pilot, remember, is considered a Level 3 system, which means when it’s in operation the driver is not responsible for driving. It’s also similar to BMW’s Driving Assistant Professional feature, which also operates in stop-and-go traffic up to 37 mph on limited-access highways, but the BMW system requires the driver to always pay attention and is thus a Level 2 system.

Mercedes-Benz

On the other hand, Mercedes says that drivers using Drive Pilot can reply to emails, watch YouTube videos (we know of a pretty good channel), or even play Tetris on the car’s touchscreen while stuck in traffic. An infrared camera behind the steering wheel (some Level 2 systems use this, too) makes sure the driver’s eyes are still in the approved scope—and that the driver hasn’t fallen asleep. If Haab looked over at us for too long, the system warned him to look back into the field of view. After a series of warnings, the car starts to perform emergency braking. And if the flow of traffic causes the car to exceed 40 mph, the system requires the driver to take back control. Drive Pilot uses the same sensors used for adaptive cruise and other driver-assist features and adds lidar. A camera in the rear window and a microphone can detect approaching emergency vehicles and shut off the system. Sensors in the wheel wells detect if the road is too wet for the system to operate. And cars equipped with Drive Pilot have backup braking, steering, and electrical systems.

Mercedes-Benz

Mercedes also showed us its Intelligent Park Pilot automated valet parking system. Unlike other remote-parking features, which use the car’s onboard cameras and sensors, Mercedes’s system, co-developed with Bosch, relies on cameras and sensors installed in ceilings of parking garages. In our demonstration at the InterContinental Los Angeles Downtown Hotel, though, Bosch installed temporary sensors on the ground level, which helped an EQS electric sedan creep slowly to its designated parking spot. Mercedes has the system up and running at the Stuttgart Airport in Germany but is awaiting approval to install the infrastructure in the U.S., much like Drive Pilot.While Drive Pilot has the added benefit of not requiring the driver to watch the road like other hands-free systems, its speed and location limitations make it feel behind some Level 2 systems available in the U.S. today. Mercedes says it’s working on getting approval in California and Nevada by the end of the year, and Drive Pilot should arrive on S-class and EQS models in the U.S. by early 2023. We expect the option will cost around $5000 when it arrives, and Mercedes says that it will likely be available through an over-the-air update.

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One of the distinct advantages of the auto industry’s current moment of record profitability is the ability it gives carmakers to invest in truly worthwhile upgrades during mid-cycle refreshes. Witness Volvo’s plug-in hybrids, specifically the latest version of the XC60 Recharge T8 Extended Range. Like its XC90 big brother and the company’s refreshed S60, V60, and S90 hybrids, it sports a new-for-’22 powertrain that extracts more power from its electric motor, revised to loft its lusty (and also freshly tweaked) supercharged and turbocharged 2.0-liter four-cylinder to new heights, with additional battery cells delivering greater all-electric range.

Thanks to a new, third layer of cells, the T8 battery pack’s capacity jumps from 9.1 kWh to 14.9, increasing its range in all-electric operation—what Volvo calls “Pure” mode—to 36 miles, up from 19, a not insignificant improvement. Volvo research suggests that customers spend fully half their time in all-electric mode. For those with charging capability at home or at work, Volvo proposes, most daily driving can be tackled in the new model on electric power alone. As a further benefit, buyers qualify for the federal government’s full $7500 tax credit, as against the $5419 available for buyers of its predecessors with their skimpier range.
Revisions to the powertrain see its output skyrocket 55 horsepower to a whopping 455 total horsepower, with the upgraded electric motor chipping in 143 of those to go along with the 313 ponies that come courtesy of the tweaked gasoline mill. Up substantially from the outgoing model’s 87 horsepower, electric motive force gets directed to the rear wheels, while the gas engine takes care of the fronts. With this much horsepower and a Brobdingnagian 523 pound-feet of torque, the refreshed mid-size SUV stands with its aforementioned brethren as the most powerful cars Volvo has ever brought to market. Such is the promise and pleasure of electrification. With an EPA-estimated 63 MPGe, the economy potential is infeasibly high. In a random sampling of roads at a launch event in and around Palm Springs, California, helpless to resist the siren call of its massive power, we still managed to eke out a still creditable indicated average of 45 MPGe.
Volvo cites a 4.5-second 60-mph sprint for the Recharge T8 Extended Range (shaving half a second off the old model’s best effort), and performance with both powerplants firing is predictably sparkling. As well it ought to be with that much torque to call on, even allowing for the XC60 hybrid’s borderline portly claimed 4758-pound curb weight. But despite the extra juice, the power glut is not obtrusive as the vehicle’s two diverse and generally harmonious powertrains got down to it, save a one-time, mild clunk from the rear. In Pure electric mode, pickup remained acceptably brisk but not neck-snapping. One-pedal driving—where regenerative braking causes the car to slow when the driver lifts off the accelerator without applying the brakes—is a new and much appreciated feature for the hybrid model, one that was previously seen only on the firm’s EV offerings. Those who’ve not experienced it will quickly get the hang of one-pedal operation and, in our experience, quickly grow to enjoy it, slowing down with a counterintuitive smoothness that quickly becomes second nature. Use of the feature is selected by double-clicking the gearshift into Drive after selecting the Pure driving mode on the central screen. It proved unexpectedly addictive while charging up this sure-footed chassis, then rapidly descending, winding mountain roads.
External updates are subtle for this refreshed and still quite handsome model, with a new grille and rear bumper its most noticeable external changes. Prices start at $55,845, so the XC60 Recharge T8 Extended Range is not cheap, though, in an era of rising car prices, surely reasonable. Nor is it as expensive as it feels, with quality fittings and distinctly good looks that amount to extraordinary style in an era where cheap plastics dominate and, with few exceptions, SUVs tend to toggle between ugly and boring. This XC60 Recharge is neither, and its revised, ultra-modern dash and uniquely stylish interior design help make it legitimate competition for models costing far more. Particularly appealing was our sample’s fabric seating, a wool blend (available only in gray) that promises to be comfortable in extreme weather both hot and cold.All in all, the XC60 Recharge T8 Extended Range provides proof that in car manufacture as in life, having the money to up one’s game is preferable to not.

Specifications

Specifications
Volvo XC60 Recharge T8 Extended RangeVehicle Type: front-engine, mid-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: Inscription Expression Extended Range, $55,845; R-Design Extended Range, $61,995; Inscription Extended Range; $63,345
POWERTRAINS
turbocharged, supercharged, and intercooled DOHC 16-valve 2.0-liter inline-6, 313 hp, 295 lb-ft + 2 AC motors, 46 and 143 hp, 111 and 228 lb-ft (combined output: 455 hp, 523 lb-ft; 14.9-kWh lithium-ion battery pack)Transmissions, F/R: 8-speed automatic/direct-drive

DIMENSIONS
Wheelbase: 112.8 inLength: 185.4 inWidth: 75.4–76.3 inHeight: 65.3 inPassenger Volume: 100–103 ft3Cargo Volume: 26 ft3Curb Weight (C/D est): 4850 lb
PERFORMANCE (C/D EST)
60 mph: 4.5 sec100 mph: 13.0 sec1/4-Mile: 13.2 secTop Speed: 112 mph
EPA FUEL ECONOMY
Combined/City/Highway: 28/28/28 mpgCombined Gasoline + Electricity: 63 MPGeEV Range: 36 mi

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The 2023 Subaru Solterra doesn’t have 500 horsepower or 300 miles of range. It can’t recharge in 15 minutes or power your house as a backup generator. There’s no frunk, and it won’t bowl you over with outrageous specs or design. We’d consider it a homework assignment turned in late were it not for its off-road acumen, which makes it rather unique among mainstream EVs. Sure, you can ice your shrimp in the frunk of a Ford Mustang Mach-E, and you can power your fridge with a Kia EV6. But you wouldn’t want to take either of those crossovers too far off the beaten path. The Solterra, on the other hand, is like most Subarus: game for some trail work. It’s only a matter of time before we start seeing them treated to the official Crosstrek Starter Kit, donning a two-inch suspension lift and a set of BFGoodrich KO2s.

As with its BRZ coupe, Subaru jointly developed the Solterra with Toyota, which has a counterpart catchily named bZ4x. But the Solterra and bZ4x diverge more than the BRZ and its Toyota GR86 twin, most notably in the fact that the Solterra is only offered with all-wheel drive, which is consistent with the Subaru ethos; the bZ4x offers a lesser front-wheel-drive variant. With 8.3 inches of ground clearance, decent approach and departure angles, and 19.7 inches of water-fording ability, the Solterra should be happy enough to haul your mountain bikes to the trailhead. Or get your kayak to the put-in, or schlep your big goofy mutt to that dog park that’s accessible only via a rutted forest road. You won’t want to get too carried away, but we took it on some Arizona ORV trails and it acquitted itself surprisingly well, scrambling up inclines steep enough that you had to use the forward-looking camera to see over blind crests.
Like Subaru’s rugged Wilderness models, the Solterra gets a dual-function X-Mode system to tailor its power delivery to the situation—allowing some wheelspin in sand, for instance. It also offers brake-based torque vectoring to send power across its axles, mimicking the action of locking differentials, so you can put two corners of the car in the air and still maintain forward progress. Subaru demonstrated that talent on a set of artfully arranged ramps, claiming that they’d wanted to bring some competitive vehicles to illustrate the Solterra’s advantage, but—humblebrag alert!—none of them had sufficient front-end clearance to climb onto the ramps. The Solterra’s two motors generate a total of 218 horsepower and 249 pound-feet of torque, good for a claimed 60-mph time of 6.5 seconds. That’s believable, since acceleration feels similar to that of an Outback XT, which hits 60 mph in 6.3 seconds. This car clearly belongs to the Outback/Crosstrek branches of the Subaru family tree rather than the WRX sect, although it would be easy enough to mount bigger motors and push it in a sportier direction. Despite the lack of outright muscle, the Solterra can route 60 percent of its torque to the rear end, making it feel playful at times. You can also turn the stability control system all the way off, opening possibilities for tail-out rally car antics on gravel or snow. We confirmed that the Solterra is happy to rip a doughnut.
With a 72.8-kWh (gross-capacity) battery, the Solterra earns an EPA-rated 228 miles of range in Premium trim and 222 miles for the Limited and Touring models, which are heavier and wear 20-inch wheels instead of 18s. Charging isn’t particularly quick, with an onboard 6.6-kW charger replenishing the battery in nine hours on a Level 2 charger and a 100-kW DC fast-charging setup delivering an 80 percent charge in a claimed 56 minutes. Subaru envisions owners charging overnight at home rather than taking interstate road trips. If your campsite is more than 100 miles away, maybe take the Forester. As you can tell by looking at it, Subaru and Toyota didn’t prioritize cargo-hauling practicality. The Solterra’s trim front end precludes a frunk, and the raked roofline means that the rear cargo area is better suited to groceries than, say, bikes. In the name of an airy interior there isn’t even a glovebox. But the roof rack—static capacity is 700 pounds—is designed for all manner of accessories, including tents, and an “activity mount” under the rear bumper can accept hitch-mounted racks and cargo carriers. Its tow rating, however, is “don’t.”
We imagine Subaru has market research identifying the Solterra customer as a retired North Face executive who lives in Boulder, Colorado, and owns 1.7 kayaks. A decade from now, that 2023 Solterra will be bought by its fifth owner, a snowboard instructor named Xander. It’s a very specific audience, which is why they’re building only 6500 Solterras for 2023. Subaru shouldn’t have any problem selling this year’s production, but whether they can subsequently ramp up the volume will depend a lot on the pricing, which has yet to be announced. At an estimated 40 grand or so, and eligible for a $7500 tax credit, the Solterra makes a strong case for itself. At higher price points, it runs into competitors that have considerably more power and range, attributes that for most people are probably more important than nominal off-road ability. But the goal here isn’t to dominate the EV market. This is Subaru testing the waters to see whether its crossover audience is ready to trade flat-fours for flat floors. It’s about selling electrification to that particular crowd. And maybe, just as much, to itself.

Specifications

Specifications
2023 Subaru SolterraVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
Base: $40,000
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 107 hp, 125 lb-ftRear Motor: permanent-magnet synchronous AC, 107 hp, 125 lb-ftCombined Power: 218 hpCombined Torque: 249 lb-ftBattery Pack: liquid-cooled lithium-ion, 72.8 kWh (gross)Onboard Charger: 6.6 kWTransmissions: direct-drive

DIMENSIONS
Wheelbase: 112.2 inLength: 184.6 inWidth: 73.2 inHeight: 65.1 inCargo Volume: 30 ft3Curb Weight (C/D est): 4400–4500 lb
PERFORMANCE (C/D EST)
60 mph: 6.5 sec1/4-Mile: 15.2 secTop Speed: 110 mph
EPA FUEL ECONOMY 
Combined/City/Highway: 102–104/111–114/93–94 MPGeRange: 222–228 mi

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It’s about time for a new Lexus RX. The compact luxury SUV is the company’s bestseller, but it has received only minimal changes since the fourth generation arrived in 2015. It nearly doubles the sales of the smaller NX, which is new for 2022 and boasts an improved infotainment system and a peppier turbocharged engine. Meanwhile, the RX is one of the only vehicles without a turbo engine among its closest luxury competitors, all of which offer a better driving experience than the RX350 F Sport AWD model tested here.[editoriallinks id=’45efeaa2-96db-495f-9a31-80dbd27209ed’ align=’left’][/editoriallinks]Lexus uses a naturally aspirated 3.5-liter V-6 in the RX350, which makes 295 horsepower and 267 pound-feet of torque and is paired with an eight-speed automatic. Front- and all-wheel-drive models are available, as is an RX450h hybrid that pairs the V-6 with three electric motors for 308 horsepower. While the hybrid is EPA rated at 30 mpg combined, the all-wheel-drive RX350 like the one tested here is estimated at 22 mpg. The RX350’s free-breathing six lacks the urgency found in competitors with more powerful turbocharged engines. And there’s no additional grunt to be had in the F Sport model. In our testing it reached 60 mph in 6.7 seconds, considerably slower than its German—and Korean—rivals. The RX also needed a languid 5.0 seconds to accelerate from 50 to 70 mph. [image id=’08186b35-dc7e-496e-a857-82e418c3638e’ mediaId=’2f57a2ca-5e98-4ebe-bdf5-d78595fda2eb’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image] [pullquote align=’center’]HIGHS: Comfortable seats, great visibility, it sells.[/pullquote]Our test car came equipped with the F Sport handling package, which adds 20-inch wheels and adaptive dampers, but it rides on the standard all-season rubber. Lexus adjusted the RX’s suspension for the 2020 model year, stiffening the anti-roll bars and retuning the damping and spring rates, which resulted in 0.82 g of grip at the test track. On lumpy two-lane roads, though, we found the ride to be a bit jarring and also noticed some unpleasant body roll. On the highway, however, we had no complaints with the ride, which was calm and composed, just as we expect from a luxury crossover. The RX also needed a fairly long 178 feet to stop from 70 mph. [image id=’2880efa6-33f8-48a0-9a96-d25ca0f51904′ mediaId=’bf511352-b0b7-4859-bcce-77483a6a0976′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]The RX350’s middling performance does not live up to its extroverted looks. That’s especially true of the F Sport, which adds unique bumper and grille designs, black mirrors, and F Sport badging, but still looks awkward and somewhat minivan-like. And our test car had optional running boards that were obtrusive. The car’s subdued Nebula Grey Pearl paint didn’t attract too much attention (a vibrant Grecian Water blue is newly available), in contrast to the bright red interior that greets you when opening door. We feel like a broken record when we implore Lexus to get rid of the touchpad that controls the 12.3-inch infotainment screen. It’s been removed on the 2022 NX, which introduced Lexus’s new Interface Multimedia system, so we expect it will be gone when the new RX rolls around. For now, though, using the touchpad to navigate the menus and buttons of the Lexus system and Apple CarPlay and Android Auto is still far from intuitive. Lexus is aware, though, because the screen now has touch capability, but the way it protrudes out the top of the dashboard makes it inconvenient to select icons on the lower part of the display.[image id=’f2b022a9-059e-4e91-a96f-0b3833773ae5′ mediaId=’0e1f214f-6f99-4941-8a52-30d337fca862′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]LOWS: Underwhelming powertrain, wonky touchpad remains, awkwardly extroverted looks.[/pullquote]The Lexus has ample rear seat space and a large cargo area compared to some others in this segment. With the rear seats up the RX swallows nine carry-on sized boxes, two more than BMW’s X2 and one more than the Genesis GV70. If you’re looking for additional luggage space, Lexus offers a longer RX350L. Its third row of seats isn’t particularly roomy, since Lexus doesn’t stretch the wheelbase, but the additional length aft of the C-pillar adds a few more cubic feet of cargo space over the standard model. Lexus continues to dominate the compact luxury SUV segment with the RX, moving a whopping 115,320 units last year, but the competition is heating up. The latest addition to the fold is from Genesis with its new GV70. Those who appreciate performance can even get into a base Porsche Macan for less our RX350 F Sport’s as-tested price of $63,155. That doesn’t mean we’re not looking forward to the next-generation RX, though. We are, and we hope that a more modern RX will offer a more compelling driving experience. [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=’878bca59-5492-43fa-9541-12a0f8ddb195′ 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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Calmness and quietness permeate the crisp air surrounding Vermont’s Smugglers’ Notch ski resort in the winter. Situated at the base of three interconnected mountains, the scenic resort village is where Taiga, a Canadian company specializing in all-electric recreational vehicles, recently brought us to sample one of its new snowmobiles. At first blush, the black and white machine looks like any other gas-fed sled built by the usual players such as Polaris and Ski-Doo. But when you turn on Taiga’s fully electric snowmobile, there’s absolute silence instead of the pitter-patter that traditional two-stroke engines produce. Our initial impression was that the lack of drama will appeal to first-time riders and people who prefer nature’s tranquillity over the traditional ruckus. However, for avid riders and anyone who’s grown up around snowmobiles—like this author—the missing smells and sounds might detract from the riding experience. It’s the same disconnect we feel when we hear a Porsche Taycan’s whirring electric motors, as opposed to a 911 GT3’s soulful naturally aspirated flat-six.
Dubbed the Nomad, the utility workhorse model we rode features a 90-hp permanent-magnet electric motor fed by the standard lithium-ion battery pack with a gross rating of 23.0 kilowatt-hours (Taiga would not tell us the usable capacity) under the seat. Taiga claims this setup provides 62 miles of range per charge. A 120-hp electric motor and a larger battery good for 83 miles of range are part of a $2000 performance package. Taiga says these range figures are based on efficient battery temperatures, which are maintained between 68 and 104 degrees Fahrenheit with a liquid-cooled thermal management system. However, expect actual range to vary based on individual riding style and conditions. While Taiga asserts that most snowmobilers ride less than 100 miles a day, our experience is that many do that before lunch. Either way, we think it’ll be tough to convince the masses that 62 or 83 miles of range are enough, especially considering you have a better chance of seeing a sasquatch than a trailside charging station.Taiga plans to change that by building a network with thousands of charging stations in off-road locations across Canada and the U.S. as early as 2025. However, the map on its website currently shows only targeted locations, not specific addresses, so we’ll have to wait to see how that plays out.
Before taking the Nomad out for a rip, we were introduced to the basic controls. The brake lever on the left side of the handlebars and the throttle (read: accelerator) lever and the bright-red kill switch on the right look typical. Less familiar are toggle switches on the left side for the regenerative-braking system, which blends with a conventional disc brake, and a switch for Range and Sport drive modes. Between the windshield and handlebars is a 7.0-inch digital display showing speed, kilowatt usage, and range. All that’s missing is locations of the nearest charging stations.Connect the magnetized tether that doubles as a key and push the green start button—the electric snowmobile is activated without a sound. While the silence is peaceful, some sort of buzz or hum might improve safety, in the way that electric cars make subtle noise to alert pedestrians. We’re told that’s being considered.
We started in Range mode with the lowest regen setting. Squeezing the accelerator prompted immediate thrust, eliciting the same sensation of instantaneous torque that defines electric vehicles. In Sport mode, the Nomad becomes exhilaratingly quick yet remains easy to control. Taiga claims that the Nomad’s motor can deliver a top speed of 60 mph. The result is a quietly quick machine that eventually hits a wall of speed, which curbed our enthusiasm. We did enjoy the regenerative braking, especially when descending steep terrain in the highest regen setting and barely using the hand brake. Eventually, it comes time to recharge. Every Taiga snowmobile features a 6.6-kW onboard charger with a J1772 port compatible with any charger that works with regular electric vehicles such as, say, a Ford Mustang Mach-E. Sorry, Tesla fans, it doesn’t work with Superchargers. Taiga says fully replenishing the standard battery with Level 2 charging takes about four hours. With the Level 3 onboard charger and rates between 30 and 40 kilowatts, charging the battery from zero to 80 percent is said to take about 30 minutes. Still, good luck finding a DC fast-charger out on a frozen lake, on the mountainside, or even at a bar off the trailhead. In a pinch, the Nomad can be plugged into a standard 120-volt outlet, but a full recharge there requires 13 to 14 hours—which means an overnight charge back at the cabin is possible, though just barely.
In the meantime, we think Taiga’s electric snowmobiles can find success in rental fleets, where use (and thus charging) occurs on more of a fixed cycle, and in national parks, where emissions and noise are tightly regulated. The company says it has at least 130 multiunit orders from commercial operators around the globe. For now, that audience could be Taiga’s main market, representing a solid opportunity for regular people to be exposed to electric snowmobiles without the financial commitment.The Nomad we rode featured a two-seat configuration and was equipped with 154.0-inch track. It also had the optional Level 3 onboard charger, which is currently included in its $17,490 starting price, and was fitted with the $2000 performance suspension, which includes upgraded Elka dampers, bringing the total to $19,490. Online reservations are currently $500, and the company says it’s prioritizing orders on a first-come basis, with deliveries expected to start around the end of this year. Taiga will also offer models geared toward on-trail performance and mountain-riding segments. Whether the snowmobiling community is ready to accept Taiga’s first fully electric snowmobiles remains to be seen, but they’re a start toward the inevitable electrification of recreational vehicles.

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The new Type S version of the Acura MDX appears to be a high-performance model in the same vein as the myriad luxury SUVs wearing Mercedes-AMG, BMW M, and Audi S and RS badges. But now that we’ve experienced this turbocharged, 355-hp version of Acura’s three-row SUV for ourselves, we think the company’s real play here is simpler than that. Acura wants to move the MDX away from the pseudo-luxury space where slightly upscale family crossovers such as the Infiniti QX60 and Cadillac XT6 reside and toward the upper echelons of the luxury-SUV segment where more prestigious models such as the Audi Q7, BMW X5, and Genesis GV80 compete.The company is quick to point out that the MDX’s traditional positioning has worked well so far, as it has sold over 1 million units over four generations. So, the current MDX’s standard powertrain—a naturally aspirated 3.5-liter V-6—will continue to comprise the bulk of sales thanks to its attractive base price of $49,045. But the introduction of the Type S model allows Acura to play in the higher price realm where the fatter profit margins and more discerning customers are. The MDX Type S thus comes armed with a more powerful engine, a sophisticated suspension setup, lots of fancy optional features, and—naturally—a significantly higher starting price.

For $67,745, you get the same turbocharged 3.0-liter V-6 as the TLX Type S sports sedan, which makes 355 horsepower and 354 pound-feet of torque. That’s more grunt than the Q7 55 and the X5 40i—both have 335 horsepower—but a bit behind the 375-hp GV80 3.5T. Acura’s familiar torque-vectoring SH-AWD system is standard. Acura also saw fit to add adaptive dampers and an air suspension that can raise and lower the MDX: In Sport and Sport+ modes it drops down 0.6 inch, while selecting Lift mode hikes the body a full 2.1 inches above its nominal height. The loaded MDX Type S with the Advance package is the first Acura (other than the NSX) to crest the $70,000 barrier, starting at $73,095. It’s mechanically identical to the base Type S but comes with goodies such as massaging front seats, nicer upholstery, and a bumpin’ 25-speaker ELS audio system. This is the kind of stuff that Audi and BMW customers expect to find in a luxury SUV. Open-pore wood, quilted leather, and an available blue color scheme help cultivate a convincingly upscale cabin vibe. The only sore spot inside is Acura’s touchpad-controlled infotainment system, which we still haven’t warmed up to.
On the other hand, enthusiasts like us might have expected a bit more of a performance focus from something with a Type S badge. The turbo V-6 is strong enough to move the MDX confidently but is neither as characterful nor as responsive as we’d like. Acura expects it to be around a second quicker to 60 mph than the standard model, which did the deed in 6.4 seconds in our testing. The MDX has long been one of the nimblest three-row SUVs on the market, and the Type S’s adaptive dampers further tighten body control—especially in Sport mode. But the all-season tires limit grip, and the steering feels overboosted and artificial for something that claims to share DNA with cars we remember as fondly as the RSX Type S.Maybe we’re placing too much importance on the name. Because the MDX is one of the few Acura models that has remained sporty relative to its competition over the years, it has less ground to make up than the TLX Type S does within the sports-sedan segment. The MDX Type S has an appropriate mix of refinement and driving verve when measured against the BMW, Audi, and Genesis SUVs it’s aiming for. And if luxury-SUV customers can be persuaded to shell out more than $70,000 for an Acura, they’ll find that the MDX Type S has the features, the power, and the luxury quotient to live up to that price.

Specifications

Specifications
2022 Acura MDX Type SVehicle Type: front-engine, all-wheel-drive, 7-passenger, 4-door SUV
PRICE
Base: $67,745; w/Advance package, $73,095
ENGINE
turbocharged DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 183 in3, 2997 cm3Power: 355 hp @ 5500 rpmTorque: 354 lb-ft @ 1400-5000 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 113.8 inLength: 198.4 inWidth: 78.7 inHeight: 67.1 inPassenger Volume: 139 ft3Cargo Volume: 16.3 ft3Curb Weight (C/D est): 4770 lb
PERFORMANCE (C/D EST)
60 mph: 5.4 sec1/4-Mile: 14.4 secTop Speed: 112 mph
EPA FUEL ECONOMY
Combined/City/Highway: 19/17/21 mpg

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Lotus was born from innovation but has spent most of its recent history in stagnation. Founder Colin Chapman transformed Formula 1 and other top-flight motorsport series and sold clever, lightweight road cars. With the launch of the Esprit in 1976—the second most famous automotive wedge after the Lamborghini Countach—the British company also became an early pioneer of the mid-engine sports car. But after Chapman’s death in 1982, Lotus’s fortunes declined. The company passed between frequently cash-strapped owners, development funds were in short supply, and its history over the last quarter-century can be dispatched in a couple of sentences. The novel bonded-aluminum-frame Elise was launched in 1996, the larger and supposedly more practical Evora came out in 2010, and grandiose plans to subsequently launch five new models collapsed with the acrimonious departure of CEO Dany Bahar in 2012, leaving the existing model range to soldier on. The Evora continued to sell in ever-smaller numbers until it retired last year.

Now there is an all-new Lotus sports car, the last model the company will launch before it switches to all-electric powertrains. The Emira has been developed using a substantial cash injection from Chinese automaker Geely, which took control of Lotus in 2017. It will be going on sale later this year with buyers able to choose between a Toyota-sourced supercharged 3.5-liter V-6 and—shortly afterward—a turbocharged 2.0-liter inline-four from AMG. Before then, we got the chance to drive a V-6-powered prototype on the track at Lotus’s Hethel factory in Norfolk, England.Though the car we drove looked far tidier than the sort of scruffy, disguise-clad test mules used in early development, it was still in pre-production spec. According to Gavan Kershaw, Lotus’s director of attributes, it was a VP2-level prototype that had been borrowed from the pool of cars being used to test driver-assistance systems ahead of the Emira’s official launch. The supercharged V-6, familiar from the Evora, makes 400 horsepower and 310 pound-feet of torque (Emiras equipped with the six-speed automatic are treated to 317 pound-feet); our car had the standard six-speed manual gearbox and mechanical limited-slip differential. It was also riding on what will be the softer Tour suspension and Goodyear Eagle F1 tires rather than the track-biased Michelin Pilot Sport Cup 2s that will be offered as an option.
The Emira looks great in the flesh, its sleek styling and the sizable air intake apertures behind its doors making it appear more like a junior supercar than a sports car. Beyond the stickers proclaiming it a prototype, there were few clues the car we drove was short of production spec. Some of the interior plastics didn’t have an embossed-grain finish, there were a couple of well-hidden emergency shutdown buttons, and the Track Dynamic mode didn’t work. But the sense of quality was still impressive, especially compared to the crudely finished cabin of the Evora. The Emira is built using an adhesive-bonded aluminum structure—the same technique Lotus has used since the Elise—but ingress and egress have been greatly improved thanks to narrower sills and deeper door apertures. Despite its pre-build plastics, the Emira’s interior also impressed, with soft facings on the doors and dashboard and good ergonomics. Many parts have come from elsewhere in the group—the turn-signal and wiper stalks are obviously Volvo sourced—but the digital dashboard and central touchscreen are crisply rendered with bespoke graphics. The driving position is good, with plentiful adjustment and decent headroom, and looking out through the windshield, the tops of the fenders are visible to help position the car. Whereas the Evora was designed to be a 2+2, the Emira is strictly a two-seater, although there is room to squeeze soft-sided luggage between the seatbacks and the rear firewall.
Our drive at Hethel took place in the appropriately English medium of gale-force winds and driving rain, but the Emira was happy to show its talents on the wet surface of the 2.2-mile test track. The supercharged V-6 is quieter at low revs than it was in the Evora, as a switchable exhaust valve keeps it muted in the default Tour driving mode, but either selecting Sport mode or taking the engine past 4000 rpm switches to the louder setting and helps the car find its voice. As before, the V-6 isn’t a particularly high-revver with its redline set at just 6800 rpm, but it feels muscular throughout the range and delivers lag-free responses. We live in a crazy world where the combination of 400 horsepower and a claimed 3152-pound curb weight makes for a power-to-weight ratio well short of the most muscular supercars (the new Ferrari 296GTB has one nearly twice as potent). But the greasy circuit quickly proves the Emira has more than enough power to make for a compelling driving experience, especially given the car’s near-total lack of adaptive or active systems.
Lotus’s commitment to dynamic purity has it using hydraulically assisted power steering for the Emira. The V-6 uses an engine-driven power-steering pump, but the inability of the AMG engine to accommodate such an anachronism means it will use electrohydraulic assistance with an electric pump. It only takes a few corners to vindicate Lotus’s decision to stick with the analog technology. The Emira’s steering features the same combination of precision and feedback we remember being one of the Evora’s highlights, with slower off-center responses than are normal in this generally darty segment but with seemingly perfect proportionality behind it. The Lotus’s all-passive suspension is similarly gentle, with discernible roll under harder cornering loads but well-damped compliance over the Hethel track’s curbing and through aggressive directional changes. Grip levels are impressive too—the prototype’s dashboard display reporting peak lateral-acceleration figures of over 1.0 g in wet conditions.Despite the lack of active systems, the Dynamic mode did noticeably alter the character of the car. In Tour mode, throttle response is mellower, and the prototype’s stability-control system could be felt working to quell both understeer and oversteer. Sport is more liberal, allowing a modest dose of rear-end slip under power. But, in the absence of the nonfunctional Track mode, turning the ESC fully off delivered the revelation that the Emira feels far friendlier when pushed beyond its natural limits than many performance cars do behind a battery of driver-flattering active modes. It proved to be easily driftable in the wet conditions too.
But you don’t need to be on the ragged edge for the Emira to feel special. On first acquaintance, it has all the virtues of a mid-engine layout but seemingly none of the vices. It’s keen to change direction, and with the mass of the V-6 giving an impressive throttle adjustability, it does so without any sense of snappiness upon sudden throttle lift and with a high tolerance for combined braking and turning inputs.Don’t worry, it wasn’t perfect. The Emira’s gearshift had a better weight and feel than the loose shifter of the Evora, but the linkage often seemed to snag on changes across the planes of the box, especially the shift from second to third. It also doesn’t have any kind of automated rev matching in any of its modes, an omission that indicates how seriously Lotus wants owners to take the business of driving it. That, or opt for the automatic version.
The Emira is very much a Lotus, but a different one. The driving experience remains exemplary, something common to pretty much all its predecessors. But it also looks set to deliver the usability that the company’s earlier cars rarely gave much concern to. Given that Lotus is hoping to build up to 4500 a year—more than twice the combined annual totals of Evora, Exige, and Elise during the last decade—a broader appeal is both necessary and understandable. We need to wait to see how the Emira copes with the real world, but our first impression is overwhelmingly positive.Lotus has confirmed pricing for the fully loaded First Edition Emira V-6: $96,100, with U.S. deliveries beginning later this year. It has also said the base AMG-powered car will be available in 2023 at a $77,100 starting price.

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