Evelyn Reynolds

The demise of the sedan has been highly exaggerated. True, many of today’s examples have adopted sleek, flowing rooflines, and some manufacturers have abandoned cars almost entirely. But plenty of exciting three-box four-doors have thrived into the modern age of the crossover, from wickedly powerful supersedans, like the 10Best-winning Cadillac CT5-V Blackwing, to updated versions of the Honda Civic Si and Subaru WRX. New to that list is the 2022 Hyundai Elantra N, the latest sport-compact extension of the company’s N performance subbrand. The front-wheel-drive Elantra N falls into the no-brainer category of product development. Not to be confused with the lesser Elantra N Line—a 201-hp pepperoncini to the 276-hp habanero that is the full N version—this new model simply wraps the turbocharged goodness of the Veloster N hatchback and also-new Kona N crossover in the packaging of Hyundai’s redesigned compact sedan. This is a good thing. Our long-term 2019 Veloster N thoroughly entertained us over 40,000 miles, a mid-cycle update brought meaningful improvements to that car for the 2021 model year, and the higher-riding Kona N is a hoot in its own right, albeit lacking a manual transmission option.

Sedans have often served as stealthier body styles compared to more extroverted hot hatches and coupes. But that’s not necessarily the case with the Elantra N, what with its red exterior accents, rear deck spoiler, and darkened model-specific grille that gives it the face of an angry catfish. Uncork the Elantra N’s active exhaust system and its 2.0-liter turbo four—mated to either a standard six-speed manual or an optional eight-speed dual-clutch automatic with launch control—emits the same popping, crackling growl that makes its siblings such aural treats to drive hard. We recommend a darker exterior color if you want to keep a low profile, though the latest Elantra does wear N’s signature Performance Blue paint well. The ingredients for the Elantra N are mostly the same as those for its Veloster and Kona counterparts. There are numerous preset drive modes, and the 10.3-inch touchscreen allows you to configure two steering-wheel-mounted buttons with Custom settings for throttle sensitivity, steering weight, the lockup of the electronically controlled limited-slip differential, and more. Also on the wheel is a large red button for adjusting the automatic rev matching feature on manual cars or activating the automatic model’s N Grin Shift overboost feature, which unleashes 10 additional horsepower (for a total of 286) in 20-second bursts.
Based on Hyundai’s latest K3 compact car platform, the Elantra N shares the N Line model’s multilink rear suspension instead of the standard car’s rear torsion beam. Updates for N duty include adaptive dampers and a stiffer rear anti-roll bar, reinforced front strut towers, and a chassis brace behind the rear seats that connects the suspension’s uprights. The brakes feature larger rotors—14.2 inches in front, 12.4 inches out back—and all Elantra Ns roll on intricate 19-inch wheels shod with 245/35R-19 Michelin Pilot Sport 4S summer tires—the widest rubber yet fitted to an N car. Also model specific is a racing-inspired front-axle design that integrates the drive shafts with the wheel hub and bearing assemblies, which the company says improves rigidity and saves roughly seven pounds. Overall mass should be slightly greater than the Veloster N’s and range from 3200 to 3300 pounds, with 60-mph times coming in between 4.8 and 5.3 seconds, depending on the transmission.Though we’ve previously driven a prototype, this was our first stint in the production car, which was primarily limited to the grounds of Northern California’s undulating Sonoma Raceway. But it only took a quick jaunt on a nearby back road to reveal that the Elantra N rides far more comfortably than the Veloster N, thanks to its newer platform and 2.8-inch longer wheelbase. While both cars offer similar levels of composure, the sedan’s firmest damper setting is comparable to the stubbier hatchback’s softest, which we’ve described as barely tolerable on less-than-perfect pavement. Unsurprisingly, the wheelbase stretch also translates to a more welcoming back seat with two full doors, nearly four additional inches of legroom, and a smidge more headroom under the sloping roofline. The attractive and supportive front seats that are shared with the hatchback also have been mounted 0.4 inch lower compared to lesser Elantras, making it easier to fit inside with a helmet on.

Despite its rather livable character, the Elantra N displays the rowdy playfulness that we’ve come to expect from the N subbrand. Though not as planted or talkative at speed as, say, a Honda Civic Type R, the Elantra N’s direct steering allows it to navigate a twisty racetrack with precision. Power out of a corner and the electronically controlled front differential limits understeer to a slight push and almost eliminates torque steer. The strong brakes are well matched to the car’s power, and the suspension has a reassuring balance, shrugging off Sonoma Raceway’s curbing yet maintaining solid body control through both fast sweepers and tighter hairpins. The Elantra N obediently tucks into line around corners when you let off the gas, and the intervention of its three-stage stability control is fairly lenient in its more aggressive settings. The real entertainment comes in surges as you wind the engine to redline and fill the cabin with sound, from the brap of the exhaust to its augmentation through the stereo speakers. There’s even an equalizer function for tailoring the soundtrack’s volume and tone. While the automatic is surely the quicker setup—despite the additional mass it brings versus the manual—working the six-speed stick and well-positioned pedals is far more satisfying, especially with the manual’s no-lift shift feature. As with the Veloster N, the manual transmission also is the more efficient setup, earning an EPA-estimated 25 mpg combined to the dual-clutch’s 23 mpg.
Hyundai is still coy about pricing ahead of the Elantra N’s on-sale date later this year. But we expect a base price in the low-$30,000 range, which will include an array of active safety features, the updated 10.3-inch digital gauge cluster and touchscreen interfaces, and a sunroof on cars equipped with the automatic. Aside from paint color and transmission choice, there are no options. Hyundai makes a point to emphasize entertainment over outright performance with its current N lineup, and it shows. The addition of a better-riding and more spacious sedan variant makes that fun factor even easier to enjoy.

Specifications

Specifications
2022 Hyundai Elantra NVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE (C/D EST)
Base: $30,000
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1998 cm3Power: 276 or 286 hp @ 6000 rpmTorque: 289 lb-ft @ 2100 rpm
TRANSMISSIONS
6-speed manual, 8-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 107.1 inLength: 184.1 inWidth: 71.9 inHeight: 55.7 inPassenger Volume: 101 ft3Trunk Volume: 14 ft3Curb Weight (C/D est): 3200–3300 lb
PERFORMANCE (C/D EST)
60 mph: 4.8–5.3 sec100 mph: 12.2–12.7 sec1/4-Mile: 13.4–13.9 secTop Speed: 155 mph
EPA FUEL ECONOMY
Combined/City/Highway: 23–25/20–22/30–31 mpg

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A lot of people probably don’t know—or care—what’s under the hood of their daily driver. If it gets them where they need to go and delivers decent fuel economy, who cares how much horsepower the engine has or what type of transmission it uses? Well, credit Nissan for caring because one year after the company introduced a fully redesigned Rogue, it has swapped the compact SUV’s indifferent 2.5-liter four-cylinder for a punchy turbocharged three and paired it with a new continuously variable automatic transmission (CVT). Not only does the updated powertrain make the 2022 Nissan Rogue quicker and more powerful, but it promises better fuel economy too.One of our few gripes about the new-for-2021 Rogue was the so-so performance of its naturally aspirated 2.5-liter inline-four. With only 181 horses and 181 pound-feet of torque, the engine was among the weakest in its class and provided unremarkable acceleration. Most vehicles in this class offer more than one powertrain choice, including turbocharged engines or hybrid options, but the redesigned Rogue retained its one-size-fits-all approach to propulsion. And while that’s still the case, the Rogue’s new prime mover is the latest iteration of the company’s innovative, albeit complex, variable-compression-ratio turbocharged engine. A 2.0-liter VC-Turbo inline-four first appeared in the 2019 Infiniti QX50 before also powering upper-crust versions of the Nissan Altima.

The VC-Turbo’s ingenious mechanism to move the crankshaft slightly allows the engine to adjust its compression ratio on the fly, between 14.0:1 for maximum efficiency and 8.0:1 to enable max boost. The Rogue’s new 1.5-liter three-cylinder is basically the Altima’s 2.0-liter with one cylinder lopped off. This new, smaller three-cylinder variant generates 201 horses and 225 pound-feet of torque, which is 20 horsepower and 44 pound-feet more than last year’s Rogue and 47 horsepower and 48 pound-feet fewer than the Altima’s 2.0-liter version. Notably, the Rogue’s VC-Turbo makes those peak-output figures on regular 87 octane rather than pricier premium fuel. To compensate for the newfound torque and quell any three-cylinder thrash, the 1.5-liter gets hydraulic engine mounts. The other new addition is Nissan’s latest Xtronic CVT with a wider gear-ratio spread (increased by 17 percent to 8.2), reduced friction (down 32 percent), and a twin oil pump system that’s designed to increase fuel economy and, during aggressive driving, improve shift responsiveness.
Compared with the old 2.5-liter, the VC-Turbo makes the Rogue feel considerably peppier underfoot. Despite the 2021 Rogue’s class-competitive 8.2-second sprint to 60 mph, the previous powertrain felt relaxed to the point of lethargy, particularly during passing maneuvers. We’ll compare subjective opinion to objective results once we get one to the track, but we expect the new Rogue to knock about a half-second off the zero-to-60-mph time. Numbers aside, there’s now a reassuring wave of torque that peaks at 2800 rpm and continues up to 4000 rpm, fattening up the midrange response. The new Rogue delivers its power more quickly, if not always more linearly. Mashing the throttle reveals an initial hesitancy before a sudden surge of thrust; with variable compression and a continuously variable transmission, there are a lot of variables to align before your throttle input translates to action. Prolonged time with the accelerator near the floor elicits a dull roar underhood, but otherwise, the cabin is a hushed and spacious place.
Along with its increased power, the downsized engine also delivers better fuel-economy figures. With EPA ratings as high as 33 mpg combined—Nissan wouldn’t yet elaborate on city or highway values or with all-wheel drive—the front-wheel-drive Rogue improves on its predecessor’s numbers by about 10 percent. For comparison, nonhybrid rivals such as the Honda CR-V and Toyota RAV4 both top out at 30 mpg combined. Since our drive route was limited to roughly 30 miles of mixed driving on the streets and highways around Detroit, we’ll need an extended test to evaluate the Nissan’s real-world mpg. (In the case of the Infiniti QX50 with the VC-Turbo, our observed mileage in our 75-mph highway test fell short of the EPA numbers, 27 mpg compared to 30 mpg EPA highway.) The short trip did allow us to appreciate the Rogue’s all-day-comfortable driver’s seat and the top-of-the-line Platinum’s rich-looking interior. We’re happy that wireless Apple CarPlay comes with the larger 9.0-inch touchscreen, but Android Auto still requires a wire, and we’re not impressed with the display’s low-res graphics. Plus, the built-in navigation system got us lost.The 2022 Rogue arrives at dealerships in January. We’re told that all models will cost either $650 or $750 more than their 2021 counterparts (depending on whether they’re front- or all-wheel drive), which suggests a price range of $27,875 to $39,155. We doubt that too many crossover buyers will appreciate the technical wizardry of variable compression, but all of them should recognize that this clever new engine puts the Rogue driving experience more in line with the promise of its name.

Specifications

Specifications
2022 Nissan RogueVehicle Type: front-engine, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE
S, $27,875; S AWD, $29,375; SV, $29,565; SV AWD, $31,065; SL, $34,225; SL AWD, $35,725; Platinum, $37,655; Platinum AWD, $39,155
ENGINE
turbocharged and intercooled DOHC 12-valve Miller-cycle inline-3, aluminum block and head, direct fuel injectionDisplacement: 90–91 in3, 1478–1498 cm3Power: 201 hp @ 5600 rpmTorque: 225 lb-ft @ 2800 rpm
TRANSMISSION
continuously variable automatic
DIMENSIONS
Wheelbase: 106.5 inLength: 183.0 inWidth: 72.4 inHeight: 66.9 inPassenger Volume: 101–106 ft3/
Cargo Volume: 39 ft3Curb Weight (C/D est): ¬3400–3650 lb
PERFORMANCE (C/D EST)
60 mph: 7.5–7.7 sec1/4-Mile: 15.7–15.9 secTop Speed: 116 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 32–33/29–30/35–37 mpg

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It’s been a mixed bag recently for Jeep Grand Cherokee aficionados. A new three-row Grand Cherokee L debuted for the 2021 model year to much fanfare, but the GC’s two-row fourth-generation variant has soldiered on unchanged, despite being on the market for 11 long years. A redesigned two-row Grand Cherokee has been eagerly anticipated, and our initial experience with the 2022 model tells us that the patience of its fan base will be rewarded—if they’re willing to pay for more than a decade’s worth of catch-up. The new standard two-row Grand Cherokee is some 11.4 inches shorter than its three-row L counterpart. More to the point, it’s 3.7 inches longer, an inch wider, and has a lower roofline than the outgoing model. It rides on a 116.7-inch wheelbase that’s exactly two inches longer than before, and the track width is up 1.4 inches. The result is a subtle swelling that’s almost undetectable because its proportions remain pure Grand Cherokee. There’s a certain fireplug stoutness to its shape, with its straight character lines, tented greenhouse, trapezoidal wheel arches, and a tapered D-pillar that tips forward a bit more than the boxier three-row L’s. This time out the hood is a bit longer, and the nose and requisite seven-slot grille are canted slightly forward, à la Jeep J-series. Consider yourself forgiven if you didn’t notice that the side glass extends nearly a half inch lower, improving visibility.

Despite its growth, Jeep says the new Grand Cherokee weighs about 250 pounds less than before. You can’t point to just one change to explain this, as it derives from numerous advancements. The unibody structure now contains more high-strength steel, there’s more aluminum in the upper body, and the rear liftgate is made from a combination of aluminum and composite materials. The front subframe cradle is now made of aluminum, as are nearly all of the front and rear suspension pieces. The front axle shafts on four-wheel-drive models are hollow, and they run through the oil pan so the engine can sit about 1.5 inches lower.The available engines—a standard 293-hp 3.6-liter V-6 and an optional 357-hp 5.7-liter V-8—largely carry over. Both remain paired with an eight-speed automatic transmission, though minor tweaks have added 1 mpg to the EPA combined estimate for V-6 models, now to 22 mpg. V-8 models continue to carry a federal combined score of 17 mpg yet gain a shorter final-drive ratio that helps them get off the line a little better than before. Maximum towing capacities remain unchanged at 6200 pounds for the V-6 and 7200 pounds for the V-8.
Less weight and an engine mounted lower in the chassis can aid handling, but the new Grand Cherokee also employs revised multilink front and rear suspension, which contribute to its pleasantly direct steering, steady cornering attitude, and its ability to soak up bumps like never before. The vehicles we drove were fitted with optional air springs and adaptive dampers, a combination that delivered impressive composure and admirable isolation over neglected asphalt, even when riding on the Summit Reserve model’s 21-inch wheels. We also sampled a more rugged Overland model with 18-inch wheels on gnarled dirt roads and came away equally impressed. As before, the Trailhawk model is the real off-road star of the lineup. It starts with standard air springs, which can now deliver 11.3 inches of ground clearance in their highest setting, plus a reshaped front fascia that helps boost the approach angle from a previous 30 degrees to 36. Breakover and departure angles also have been improved, while an electronically disconnecting front anti-roll bar translates to more than five additional inches of suspension droop in frame-twisting situations, as well as considerably less head toss when traversing uneven terrain. The Trailhawk also comes with the top Quadra-Drive II four-wheel-drive system, which combines the lesser Quadra-Trac II system’s two-speed transfer case and 2.72:1 low-range gearing with a limited-slip differential. Add in 18-inch Goodyear Wrangler Territory AT tires, a forward-looking off-road camera that can peek over crests, and an automatic crawl control system, and you’ve got a great turnkey off-road SUV that’s still impressively civilized on asphalt.
Most people will never push their Grand Cherokees to the max off-road, but occupants will be massively impressed with the new model’s refined interior design and upgraded materials. Standard equipment across all trim levels includes dual-zone automatic climate control, a 10.3-inch digital gauge cluster, and a meaty tilt-and-telescope steering wheel that simply feels good in the hands. Rear-seat legroom is solid and a smidge better than before, but those seeking cavernous interior appointments likely are already eyeballing the three-row L model. Techwise, the GC has come a long way. A responsive Uconnect 5 infotainment system is standard and features wireless Apple CarPlay and Android connectivity. An 8.5-inch touchscreen is included on most trims, with a 10.1-inch setup available on Limited trims and above. An interactive front-passenger display also is available in the Trailhawk on up, and it’s angled away from the driver so the passenger can watch movies via Amazon Fire accounts without distracting the pilot. The person riding shotgun also can play DJ, seek out map destinations and port them to the main display, or see what the kids are watching on the optional Fire TV–enabled back-seat screens. Meanwhile, the driver can gaze out through the optional head-up display while sampling the optional 950-watt, 19-speaker McIntosh audio system. In the background, all Grand Cherokees come with adaptive cruise control, automated emergency braking, lane-keeping assistance, blind-spot monitoring, rear cross-path detection, rear park-assist sensors, and more.
Production is set to kick off in late November, with some trickling into dealerships before the end of the year. Technically, there are five trim levels: Laredo, Limited, Trailhawk, Overland, and Summit. You may see mention of the Altitude trim, but it’s actually a $4555 package on the Laredo. Likewise, the Summit Reserve is really a $4000 option bundle atop the regular Summit. Pricing for rear-drive models starts at $39,185 for the Laredo and extends to $59,160 for the Summit. Four-wheel drive is an additional $2000 on anything but the Trailhawk, where it’s standard, and the V-8 adds another $3295 to the Trailhawk, Overland, and Summit. There will be a 4xe plug-in hybrid powertrain in the near future, but its pricing hasn’t been finalized. For now, the top of the heap is the four-wheel-drive Summit Reserve with the V-8 at $68,455 to start. What this boils down to is roughly a $3000 increase for most models compared to the outgoing versions—except for Trailhawk and Overland, which are up by $5000 or so.That increase probably doesn’t matter, though. The latest Ram 1500 and Jeep Wrangler brought upcharges when they debuted, yet their overall success has shown that customers are apt to gloss over price hikes if there also are meaningful upticks in interior quality and feature content. The new Grand Cherokee brings all that and more, including significant improvements to its chassis. Jeep’s iconic luxury SUV doesn’t just look like it costs more, it drives like it too.

Specifications

Specifications
2022 Jeep Grand CherokeeVehicle Type: front-engine; rear-, all-, or 4-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: Laredo, $39,185; Limited, $45,505; Trailhawk, $53,070; Overland, $55,100; Summit, $59,160
ENGINES
DOHC 24-valve 3.6-liter V-6, 293 hp, 260 lb-ft; pushrod 16-valve 5.7-liter V-8, 357 hp, 390 lb-ft
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 116.7 inLength: 193.5 inWidth: 77.5 inHeight: 70.8–70.9 inPassenger Volume: 107 ft3Cargo Volume: 38 ft3Curb Weight (C/D est): 4250–5050 lb
PERFORMANCE (C/D EST)
60 mph: 6.6–8.2 sec1/4-Mile: 15.0–15.7 secTop Speed: 120 mph
EPA FUEL ECONOMY
Combined/City/Highway: 17–21/14–19/22–26 mpg

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Jaguar in recent years has shifted its focus more toward SUVs—which makes sense considering the market—but that’s come at a price. Namely, the discontinuation of the athletic XE sports sedan after just four years. That model’s departure leaves the subcompact E-Pace SUV as the entry point to the British luxury brand, but in some ways it’s a less suitable ambassador.[editoriallinks id=’7bc52148-eadd-47a3-9b65-88b9048c79dd’ align=’left’][/editoriallinks]The E-Pace shares a platform and mechanicals with the Land Rover Discovery Sport and the Range Rover Evoque rather than riding on a modified version of the larger F-Pace’s chassis. Jaguar is known for sultry exterior styling—unfortunately, the E-Pace’s stubby proportions can look awkward from some angles. Styling updates for 2021 help conceal that somewhat, but the E-Pace is still no knockout. The front bumper has been restyled with larger lower air intakes, a revised grille now wears a mesh inlay, and updated headlamps sport new LED running lights.[image id=’92e47c80-3199-43de-9954-8c1e03a6a55c’ mediaId=’5088a364-0765-4638-a0ec-48d5ea6a48e4′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][pullquote align=’center’]HIGHS: Spry handling, supportive front seats, nicely trimmed cabin.[/pullquote]The interior sees some changes as well, most notably ditching the 2020 model’s 10.0-inch touchscreen infotainment system for a new, larger 11.4-inch unit that runs Jaguar-Land Rover’s latest Pivi Pro interface. The E-Pace’s steering wheel, shifter, and climate controls are all modified for 2021 as well, and more premium materials are used throughout the cabin, which helps elevate the SUV’s appeal.On the RoadEntry-level P250 models come with a turbocharged 2.0-liter four-cylinder engine that makes 246 horsepower, but our test example was the more powerful P300 Sport, which uses a 296-hp version of that engine. While the more powerful engine did manage quicker acceleration times than the last P250 we tested, its 6.5-second 60-mph sprint still lags behind other performance-tuned rivals such as the Mercedes-AMG GLB35 (4.9 seconds) and the BMW X2 M35i (4.5 seconds). [image id=’16fff7aa-df2e-4e5a-bf50-79c14dfd627d’ mediaId=’760d5be8-fc02-4233-8839-c25ff343b623′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]The Jag was even further off the mark in our quarter-mile test, where it needed 15.0 seconds to cover that distance, 1.9 more than the speedier BMW. In the real world, the E-Pace’s acceleration is adequate, and the engine is refined and quiet. The nine-speed automatic is indecisive on downshifts, however, sometimes dropping down one gear, then, after a pause, dropping another. The result is some jerkiness when slowing to a stop. Otherwise, the powertrain goes about its business without disturbing the serenity of the cabin. [pullquote align=’center’]LOWS: Proportions are awkward from some angles, limited rear-seat passenger space, pokier at the test track than key rivals.[/pullquote]The E-Pace’s ride is agreeable, even on our car’s upsized 21-inch wheels, and handling is rather spry. The steering feel is artificially heavy, but turn-in is crisp, and the E-Pace feels playful on curvy stretches of road. It’s not as athletic as the XE was, but it offers enough on-road charm to pass for a modern Jag.[image id=’45b04215-e6d4-4b98-9e38-0b57ebb9d282′ mediaId=’ccbaeefe-5f22-4221-bfa1-95cab0a9bcad’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Inside ScoopThe E-Pace’s cabin is roomy for front-seat passengers, with supportive bucket seats, adequate cubby storage, and a comfortable driving position. We also didn’t notice the same bugginess with the Pivi Pro infotainment system as we have in other recent Jaguar-Land Rover products with the same setup. Save for one instance where the system failed to recognize a paired iPhone, everything worked as intended.The rear-seat area, however, feels unusually cramped even for this subcompact SUV class. Rear-seat riders with long legs will find limited space to tuck their knees; headroom isn’t particularly generous, either. Cargo space is competitive with the segment, but buyers who need more passenger space will find the Volvo XC40 more accommodating. [image id=’4cdef161-a6a6-42d9-a0b1-813448ef633f’ mediaId=’3ee5be22-0ff4-4e9d-8e1b-dfae00bb04f5′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Jaguar does its best to capitalize on the E-Pace’s cuteness, and its position as the de facto entry-level model, by incorporating several easter eggs in the SUV’s design. Along the windshield frame near the lower left corner is a silhouette of a mother jaguar and her cub; a puddle lamp projects a similar image onto the ground outside the E-Pace upon the driver’s approach at night. The detail work doesn’t stop there, as our E-Pace’s nicely trimmed cabin featured an optional stitched dashboard cover, supple leather upholstery, 16-way adjustable front seats with heat and ventilation, and a rich-sounding Meridian surround sound system with 14 speakers.Our Caldera Red P300 Sport carried a lofty $59,805 price tag, which highlights the E-Pace’s biggest drawback: It’s expensive. Although it now serves as the entry-level model, the $42,045 starting price for the base P250 is thousands of dollars dearer than key rivals. Although we did notice that our test car turned the heads of the exact cohort of younger drivers it’s been designed to attract, we suspect its price may exclude it from those buyers’ shopping lists. The E-Pace is priced for perfection, and while its virtues speak to our irrational side, its compromises make it hard to justify to our rational one. [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=’ba817807-2b56-4844-858b-f4fc0ce84be5′ 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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If it feels like we’ve been saying goodbye a lot lately, that’s because we have. The Ferrari 812 Competizione isn’t just the last version of the F12 that launched in 2012, it likely also will be the last new Ferrari that isn’t a hybrid. Every prancing horse that follows it will have a battery pack and an electric motor to aid acceleration, improve efficiency, and reduce emissions. With the LaFerrari and the SF90, Ferrari has proved that it can integrate and optimize a hybrid system for performance, so we’re not too concerned about the short-term future. But the 812 Competizione does feel like the end of an era—the last glorious stand of the nonhybrid V-12-powered Ferrari.The 6.5-liter V-12 under the hood of the new Ferrari 812 Competizione is an internal-combustion exclamation mark. It types in ALL CAPS as it revs all the way to a valvetrain-pulverizing 9500 rpm. Suddenly the 8600-rpm redline of the new Chevy Corvette Z06 doesn’t seem so impressive.

Granted, at $601,570, the Competizione costs a lot more than a Z06, and the production run of 500 coupes and 312 Competizione A models—the A is for Aperta, or “open” in Italian—are all spoken for. What those very lucky buyers will get is an 819-hp V-12 to end all V-12s. To bump the redline up by 500 rpm over the 812 Superfast’s already-dizzying 9000-rpm limit, the Competizione’s engine gets titanium connecting rods, a lighter crankshaft, a new cylinder head with finger-follower actuated valves, and diamond-like carbon coating on several surfaces to reduce friction. A redesigned oil tank better handles lateral and longitudinal forces, and it holds a less-viscous oil than other V-12 Ferraris, allowing a variable-rate oil pump to move the engine’s blood more efficiently and at a greater rate. Thinner oil is the equivalent of this car being on blood thinners. No one wants a clot. If the 812 Superfast is truth in advertising, then the Competizione is super-duper fast. Your mind struggles to process the experience because your senses can’t quite keep up. Surges to the 9250-rpm power peak in first and second gear happen so quickly that if you think about anything but pulling the right shift paddle, you’ll bang into the rev limiter. Thoughtfully, Ferrari fits shift lights on the top of the steering wheel to help track the approaching redline. They’re your only hope of getting it right.
Even in the seven-speed dual-clutch automatic’s higher gears, the engine pulls doggedly and fast to the redline. Power delivery is exactly what you’d hope for in a 12-cylinder car: smooth, linear, and uninterrupted. From the outside, the sound is right out of the combustion engine’s greatest-hits album. Inside, the engine growls deeply and directly through the redesigned intake. Hold the accelerator down and straights shrink to nothing, with braking zones arriving sooner than expected. Front brake calipers borrowed from the SF90 feature integrated cooling ducts to improve fade resistance and facilitate the removal of dedicated brake ducting.To keep the Competizione on the ground, Ferrari added a new rear diffuser and a revised rear-spoiler profile. The most obvious change made to satisfy the air is the rear window, which is no longer a window. Instead of rear glass, a lighter-than-glass panel with riblike protrusions disrupts the airflow, helping balance the downforce acting on the rear of the car. There’s still an inside rearview mirror, but it projects what the little camera stuck on the panel sees out back.

Typical of Ferrari, steering efforts are light. Quick to respond to every tiny movement, the nose moves with an amazing agility that never seems darty or nervous. Even with a big V-12 up front, the Competizione manages to carry 49 percent of its weight over the nose (thank you, rear-mounted transaxle). Helping to keep this missile stable is a retuned rear-wheel-steering system. In addition to moving in response to steering inputs, the rear steer now acts without steering-wheel input to stabilize the car or help mitigate understeer. Brake hard in a straight line and the system will toe the rear wheels in to keep the car on its path. In our few laps around Ferrari’s test track, we didn’t exactly notice the system at play, but the Competizione is without bad habits, and the predictable handling engenders the confidence to whip this ridiculously expensive and powerful car around a racetrack.
For the trackbound, Ferrari offers a Michelin Pilot Sport Cup 2R tire option. Base versions (if something this expensive can be called “base”) ride on Pirelli P Zero Corsa PZ4Cs. Tire width remains the same as on the Superfast—275/35R-20s in front and 315/35R-20s in back—but the aggressive Michelins (and even the Corsas) should better the Superfast’s 1.00 g of grip we measured on the skidpad back in 2018. Those grip levels take a bit of getting used to—we didn’t drive on the Pirellis—but so do the power, the sound, and the entire experience. There’s joy in the challenge of probing the Competizione’s limits and switching the steering-wheel knob (manettino) from Race to C/T off, the setting that dials back the stability control and shuts off the traction control. A mix of tradition and technology, the Competizione carries its V-12 proudly up front as if this is still the early 1960s. But every inch of the car has been tweaked and pushed to technological limits. The only thing left is to add an electric motor to the mix. And that’s likely what will happen with every Ferrari from here on out.

Specifications

Specifications
2022 Ferrari 812 CompetizioneVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door hatchback
PRICE
Base: $601,570
ENGINE
DOHC 48-valve V-12, aluminum block and heads, direct fuel injectionDisplacement: 396 in3, 6496 cm3Power: 819 hp @ 9250 rpmTorque: 510 lb-ft @ 7000 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 107.1 inLength: 184.9 inWidth: 77.6 inHeight: 50.2 inCargo Volume: 18 ft3Curb Weight (C/D est): 3750 lb
PERFORMANCE (C/D EST)
60 mph: 2.6 sec100 mph: 5.6 sec1/4-Mile: 10.3 secTop Speed: 212 mph
EPA FUEL ECONOMY
Combined/City/Highway: 14/12/16 mpg

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The world is not short of long-dead car brands, neither seemingly the urge to revive them. Hispano-Suiza is one of those dead carmakers set to be reanimated. Founded in Barcelona in 1904, the Hispano-Suiza name was chosen to celebrate the collaboration between its Spanish founder Damián Mateu Bisa and chief engineer, Marc Birkigt, from Switzerland. In Spanish, the name means “Spanish-Swiss.” From its founding to its end at the onset of the Second World War, the company made more than 12,000 cars in both Spain and France. When war broke out, the company switched to building aircraft engines and armaments.

Yet now, improbably, there are two rival attempts to produce new cars under the (where’d the hyphen go?) Hispano Suiza name, both combining four-figure power outputs and seven-figure prices. In Switzerland, a company led by veteran car designer Erwin Leo Himmel is working on what it calls the Maguari GS1, which promises a turbocharged and supercharged Audi V-10 with 1085 horsepower. Meanwhile, in Barcelona, a Spanish Hispano Suiza is making an electric hypercar called the Carmen.

Hispano Suiza

We’ve now driven the Carmen, but we don’t want to pick sides until we’ve experienced both cars—we’re suckers for a ludicrously powerful gasoline engine. But it is hard to argue against the credentials of the Spanish company, whose president, Miguel Suqué Mateu is the great-grandson of Hispano-Suiza’s original founder. The new car is being built by a motorsport specialist called QEV Technologies, which runs the Mahindra Formula E cars and is based less than a mile from the famous Circuit de Barcelona-Catalunya. Which is where we got to experience it.There is no large automaker or technology partnership behind the Carmen, but it appears meticulously well engineered up close. Its monocoque and bodywork are carbon fiber, as are the subframes, to which the aluminum control-arm suspension at each corner is mounted. Power comes from a proprietary 80-kWh, 700-volt battery pack that sends electrons to four AC motors at the rear axle. Two motors work on each wheel through a single-speed gear. Two versions will be offered: the regular Carmen, producing a peak output of 1005 horsepower, and the turned-up Carmen Boulogne, named after the location for several of Hispano-Suiza’s most famous racing victories, making 1100 horsepower. The design is inspired by that of the sole surviving Hispano-Suiza H6C Dubonnet Xenia, a car that lives in the Mullin Automotive Museum in Oxnard, California. Both old and new have a long and heavily fared rear end. The result is both distinctive and, based on our straw polling, divisive. The Carmen lacks the visual brawn and presence of other hyper-EVs like the Pininfarina Battista and Rimac Nevera. The size and prominence of the front grille also seems incongruous for an EV, although there are sizable radiators behind it to cool the motors and battery pack. The prototype Boulogne’s combination of bronze detailing and lacquered carbon fiber also had us thinking of an expensive handbag. Buyers will be able to specify almost any color they want.

Hispano Suiza

The Carmen’s cabin is reached through power-operated butterfly doors, which don’t open wide enough to allow for graceful access. Inside, the prototype was equally black and bronze, but with respectable headroom and plush leather trim. Details like the bespoke graphics of the crisply rendered digital instruments and touchscreen display impressed, details that low-volume specials usually neglect. While we only got to drive a short stint on the Barcelona circuit, in its full 2.9-mile Formula 1 configuration, this was more than enough to confirm that the Carmen Boulogne didn’t feel like a natural track toy. Straight-line acceleration certainly felt impressive in the Sport mode that allows for the full 1100 horsepower. But, as in the prototype Lotus Evija we drove earlier in the year, there is a strange sensory disconnection between the scale of the g-forces being experienced and the lack of a matching level of combustion sound and fury. According to the company, the Carmen weighs about 3725 pounds, making it pretty svelte by the standards of high-output EVs, with 1765 pounds of that mass coming from the T-shaped battery pack, which is mostly behind the passenger compartment (some cells are in the central tunnel between the seats). The battery location contributes to the 40/60 front-to-rear weight distribution, which felt obvious when trying to shepherd the car’s nose to the apexes of Barcelona’s tighter turns, the relatively light front end giving up well before the rear. Easing off the accelerator tightened the line, and rear-end traction felt impressive for something so potent. In back, there’s a software-based “virtual differential” that moves and shifts torque from side to side despite the lack of any physical connection between the wheels. The finished car will have adjustable regenerative braking selected by steering-wheel paddles; the prototype lacked both of these functions.

Hispano Suiza

It seems unlikely that many Carmen buyers will choose to regularly drive their cars on track, but we suspect it will be much more at home on road anyway. The cabin remained quiet north of 100 mph, and the adaptive dampers felt pliant over the circuit’s corrugated curbs. Hispano Suiza says it is targeting a 250-mile range under the European WLTP testing protocol, which would likely translate to an EPA rating of under 200 miles. The battery can handle DC fast charging at rates of up to 80 kW, which is pretty low by today’s EV standards. There are no plans to subject the car to full federal homologation, U.S. buyers having to rely on the “Show and Display” exemption. While ultrawealthy buyers have an increasing number of EV hypercars to choose from, few buyers seem interested in making the switch from the more visceral thrills that come from loudly combusting hydrocarbons. Both the Evija and Battista are yet to sell out their limited-production runs. The Carmen isn’t sold-out either, but it has less of a hill to climb, Hispano Suiza saying it will only make 14 of the regular version and just five of the Boulogne. The first customer example is nearly finished and will be delivered to a buyer in Miami before the end of the year.The size of the proposed production run means the Carmen will likely always be a more exclusive choice than rivals like the Evija and Battista. Well, that and a price tag of €1.5 million ($1.73 million) for the regular version and €1.65 million ($1.92 million) for the Boulogne. The other question to be answered is how this new-age Hispano Suiza will fare against the rival, gasoline-powered version, if that also makes it to production. That would be a grudge match we’d love the chance to referee, ideally with a race between Spain and Switzerland.

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N-troduction: Calling the Hyundai Sonata N Line a modern-day muscle car is a surefire way to get accused of automotive heresy. After all, it’s just a family sedan with a hotter engine, a stiffer suspension, a flashy body kit, and some red interior accents, right? Well, yeah, but the original GTO was just a Pontiac Tempest with a high-output V-8, upgraded chassis and drivetrain components, and various visual distinctions. The point isn’t to directly compare the souped-up Sonata to the legendary GTO. They’re obviously incomparable. Philosophically, though, they’re cut from the same cloth, only they exist in different eras.The New York Times reports that, in 2020, millennials bought more new cars than baby boomers for the first time ever. Coincidentally, that aligns with the rapid expansion of Hyundai’s N performance subbrand, which makes many of its mainstream models more emotionally stimulating. The 201-hp Elantra N Line and the 286-hp Elantra N are prime examples. To see if the Korean automaker can teach a younger generation that cars can be fun—but mainly to see how the new N-branded version of Hyundai’s mid-size sedan holds up over the course of 40,000 miles­—we welcomed a 2021 Sonata N Line to our long-term fleet.[image id=’1baad888-6cb4-4c8a-b7fc-8b3aba7bf288′ mediaId=’2f11d2bb-cf09-4663-a454-67cbd63414b9′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image][editoriallinks id=’43f5fb98-be20-4b56-a44c-74bef634df9c’ align=’left’][/editoriallinks]Unlike the compact Elantra, the Sonata’s performance peaks with the N Line. It’s the only trim level that features a turbocharged 2.5-liter inline-four and an eight-speed dual-clutch automatic transmission. The engine makes 290 horsepower and 311 pound-feet of torque. That’s nearly 100 ponies and 130 pound-feet more than the Sonata’s 2.5-liter four-cylinder base engine. With all that power solely feeding the front axle, there’s more squealing from the N Line’s front tires than a barnyard full of pissed-off pigs. Even in the default Normal drive mode, we found ourselves involuntarily burning rubber when leaving stops with relatively mild throttle inputs. As a result, we’ll be monitoring our test car’s tread wear. Every N Line rolls on intricately designed multi-spoke 19-inch wheels that can be wrapped with Continental Premium Contact 6 summer tires as a $200 option, but ours came with the standard Pirelli P Zero all seasons.We regret not upgrading to the Continentals, because the N Line we track-tested with them outperformed our long-termer on the standard Pirellis. On summer tires, the N Line stopped from 70 mph in a short 152 feet; it needed 183 feet on the all-seasons. Likewise, the stickier tires helped the N Line generate a notable 0.93 g on our 300-foot skidpad versus 0.85 g. At least the tires on our long-term Sonata barely affected its acceleration times. It launched to 60 mph in 5.2 seconds and cleared the quarter-mile in 13.8 ticks at 104 mph. We’ll have to see if we can close the 0.2-second gap versus the summer-tire-equipped N Line during its exit test.[image id=’7922a3d9-8ba6-46ea-b345-16d13dc2847d’ mediaId=’cde659a2-7920-449f-930d-031b25a1aa81′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Still, the differences between the Sonata N Line and the rest of the lineup go deeper than tire options, an exclusive powertrain, and excessive wheelspin. The engine and transmission mounts are stiffer to better handle the higher torque output. Along with larger brake rotors all around, Hyundai says the calipers are revised to work with the bigger discs and upgraded brake pads. The N Line also has thicker anti-roll bars and features specially tuned dampers and slightly firmer rear springs. Its steering ratio is quicker, too, and the electric motor that assists the steering system is relocated from the column to the rack to improve the feel. The net result is a car that handles really well and drives more cohesively than the regular version. The downside is that the N Line’s ride is considerably stiffer.Apart from the optional summer tires—which aren’t available on its corporate sibling, the Kia K5 GT—there are virtually no options to distinguish your N Line from your neighbor’s. Selecting the audacious Glowing Yellow paint might be one, especially since it has been dropped for the 2022 model year. Our 2021 example wears no-cost Stormy Sea (deep blue) paint and $169 carpeted floor mats that raise its $34,305 base price to $34,474 as tested. The N Line comes standard with a 12-speaker Bose stereo, a full suite of driver assists, heated front seats, passive entry, a panoramic sunroof, and wireless phone charging. Plus, it has a digital gauge cluster and a 10.3-inch touchscreen infotainment system with built-in navigation, as well as Apple CarPlay and Android Auto.[image id=’e628ec2d-a14c-4183-8cf5-b106232018a5′ mediaId=’816ba342-db48-4828-ba93-fe23c249fc8e’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]So far, we’ve racked up just nearly 7000 miles. Most of that was around our headquarters in southeast Michigan, but we’ve also traveled to the state’s Upper Peninsula and into Ontario, Canada. The N Line has a combined EPA rating of 27 mpg, which is what we’re averaging. The early logbook comments praise the car’s chassis tuning and transmission calibration. However, some staffers have called its interior drab. There are quibbles about the push-button shifter and that the plastic behind the door handles isn’t as nice as the surrounding trim. The driver’s seat height is also unnaturally high, leaving some of our noggins uncomfortably close to the microsuede headliner.With thousands of miles left to go, we’ll ultimately decide if the sportiest Sonata excites us or exhausts us. And hopefully along the way we’ll also find out if the N Line can inspire this generation the way the Pontiac GTO once did past generations.Months in Fleet: 3 months Current Mileage: 6969 milesAverage Fuel Economy: 27 mpg Fuel Tank Size: 15.9 Observed Fuel Range: 420 milesService: $0 Normal Wear: $0 Repair:$0Damage and Destruction: $0 [vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle]

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Automakers are understandably anxious not to let crossovers succumb to the miasma that doomed wagons and minivans. Call it the stink of being square, which turned those body styles into icons of messy familial rumpus. Luckily for carmakers, injecting insouciance into a people hauler seems to require nothing more than adding some degree of declination between the B-pillar and rear fascia. That’s how Audi creates its crossover Sportbacks, Mercedes and Porsche their crossover coupes, and BMW its even-numbered CUVs. Volvo has joined that Germanic party with the C40 Recharge. The C stands for “coupe,” the rake in the roof making this the more dashing counterpart to the traditionally Swedish XC40 Recharge. The C40 Recharge sits on the same Compact Modular Architecture as the XC40 (said architecture also underpins the sister-brand Polestar 2). The C40 Recharge is also driven by the same dual-motor, all-electric powertrain with 402 horsepower and 487 lb-ft of torque and juiced by a battery with the same nominal 78.0-kWh capacity, 75.0 kWh of it usable.

There are entries in the gains and losses columns when comparing the C40 Recharge and the XC40 Recharge. In the C40 losses column, the roof sits 2.4 inches lower than that of the XC40, and rear-seat headroom is down by 1.6 inches, although there’s no issue fitting a five-foot-11 frame, with plenty of room to crane the neck. Thanks to the sloping roofline, the luggage space behind the second row takes the obvious hit and is down three cubes compared with the XC40 Recharge. And then there’s the back glass, tabbed for a gain and a loss. Volvo claims that the aerodynamic work the designers did aft of the B-pillar, from the roof winglets that cover the liftgate hinges to the rear spoiler, extended range by 6 percent. A software update to the 2022 XC40 Recharge increased last year’s EPA-rated 208-mile range to 223, so Volvo’s estimate that the C40 Recharge will go 225 miles on a charge doesn’t make the impact it could have.
However, the work astern put such a steep rake in the hatch that the rear window presents the effective height of a shoebox. Looking in the rearview mirror shows the upper or lower half of a car behind, but not both. The best view of what’s behind is in the side mirrors.The rest of the C40 Recharge emphasizes Volvo’s move into an increasingly eco-conscious and digital future. There will be no internal-combustion version of the C40 Recharge, with the company turning its gaze to 2030, when it aims to sell only EVs.The cabin makes the grade as premium, albeit a somber premium. The C40’s leather-free cabin comes exclusively in black in the U.S. market. The backlit abstract topographical map of Sweden’s Abisko National Park on the dash and door panels is a fancy touch. Depending on the car’s exterior color, the seating, upholstered in Microtech and another synthetic with a nubuck look, can be offset with Fjord Blue carpeting made from recycled plastic.
As with every other EV maker, Volvo plans over-the-air updates to add new features and options, and in some technical respects, the C40 is a canvas awaiting a few finishing strokes. The user-experience designers stressed simplicity over ultimate functionality, omitting some of the perks one expects from integrated digital displays. The digital instrument cluster offers just two configurations, one with the two gauges separated by a blank area and the other with a small navigation display between them. There’s no way to see what music is playing without clicking to the audio page on the main screen (that information can’t be called up on the dash screen). In fact, we wished for an ever-present menu bar on the main infotainment screen so we could get to any important page in one touch—the same kind of menu bar the Android Auto app has, but that this take on the Android Automotive OS does not. And the left and right arrows on the steering wheel’s left spoke don’t do anything yet. Jonas Engström, head of strategy and business ownership, tells us functionality for them is on the way.
There’s a new range-extending function that acts like an Eco mode. We’re told that for now it will affect only climate-control operation but it could expand to tweak other systems that siphon energy from the battery. And there are new pixel headlights composed of 84 LEDs, but their dynamic light patterns aren’t kosher with U.S. regulations, so we get the standard version.It takes a few starts and stops to get used to having no start/stop button. Once on the go, the C40 Recharge drives much like its twin. The C40 sprints to 60 mph in a claimed 4.5 seconds, but we expect it to match the 4.3-second dash we observed in our testing of the XC40. The dampers do a mostly fine job of keeping roughly 4800 pounds of EV poised as it motors down the road.
There are two settings for one-pedal driving, on or off. When on at speeds below 31 mph, stout regen braking slows the C40 by 0.22 g (that’s cut in half in travel above 31 mph). In dense traffic, it’s a perfect city aid. The C40 lost its grace around town only when encountering sharp-edged objects like aggressive speed bumps, railroad tracks, and potholed tarmac—the same as we experienced in the XC40 Recharge. Lacking an internal-combustion engine as a masking agent, the suspension sends impacts from the 20-inch wheels vibrating up the steering column and into the seats. Quick changes of direction are also not a forte—at least not until the C40 Recharge is pushed hard enough to turn the average Volvo owner the same Fjord Blue as our sample car.
Driven like, well, a Volvo, there’s nothing to disappoint about the ride 99 percent of the time. Volvo tuned the accelerator for progressive, linear response, making it easy to forget how potent this little guy is. On the freeway, a careless stab at the accelerator will push your head into the headrest. Leapfrogging cars ahead and squirting into gaps in traffic is theme-park fun, and the grunt doesn’t tail off at extralegal speeds. The best we could do for high-speed curves on the Belgian drive route was highway interchanges, but the C40 Recharge was game to arc through them at impressive velocities.Volvo is only bringing the Ultimate trim to the U.S., priced at $59,845 before tax credits. The figure buys nearly every substantial option, including a panoramic roof, a 360-degree-view camera system, premium audio, Pilot Assist driver-assistance tech, and Care by Volvo, which includes scheduled services and roadside assistance. That amount also pays for 250 kWh of free charging at Electrify America stations within the first three years. When that’s used up, Volvo will pay for a year of EA’s Pass+ membership, which grants access to discounted charging rates.
An entry-level 2022 Audi Q4 50 e-tron Sportback comes in about $6000 less expensive, for a lot less power and torque and fewer features, but about 16 more miles of estimated range and two more cubic feet of luggage room. A comparably equipped version of the Audi, still down on power, tips just past $60,000. For those seeking an XC40 Recharge with some visual spunk, here it is. That buyer already understands the compromises described and should understand that they will cost more in crossover-coupe form—in this case, $600 more than the XC40 Recharge Ultimate.That’s the price of not being square. In a Volvo, no less.

Specifications

Specifications
2022 Volvo C40 Recharge UltimateVehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base: $59,845
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 201 hp, 243 lb-ft Rear Motor: permanent-magnet synchronous AC, 201 hp, 243 lb-ft Combined Power: 402 hpCombined Torque: 487 lb-ftBattery Pack: liquid-cooled lithium-ion, 75.0 kWhOnboard Charger: 11.0 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 106.5 inLength: 174.8 inWidth: 73.7 inHeight: 62.6 inPassenger Volume: 98 ft3Curb Weight (C/D est): 4750 lb
PERFORMANCE (C/D EST)
60 mph: 4.3 sec100 mph: 10.9 sec1/4-Mile: 12.9 secTop Speed: 112 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 85/92/79 MPGeRange: 225 mi

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