Car Reviews

We liked the Kia Imagine concept, which debuted at the 2019 Geneva auto show. It was well proportioned, with taillights evoking the Kia Stinger and an oversized variation of the brand’s “tiger nose” grille. But it seemed to fall somewhat short of the almost limitless potential afforded by the Hyundai Group’s flexible E-GMP electric platform. When Kia decided to fast-forward it into production, design chief Luc Donckerwolke ordered a comprehensive redesign. He placed a group of designers in a remote location in Bavaria and left them with a model of the Lancia Stratos for inspiration.Seems his approach worked: With its slim and low front end, long greenhouse, sculpted fenders, and an ultra-aggressive rear end with surprising light effects, the Kia EV6 looks unlike anything else on the road. And that includes its closest siblings, the retro-futuristic Hyundai Ioniq 5 and the softly styled Genesis GV60. The Kia EV6 does pay homage to the Stratos—not just its tail end, but also the helmet-like greenhouse.

This spring, the Kia EV6 is hitting the U.S. market in three trim levels: The EX RWD comes with a 58.0-kWh battery and 167 horsepower from a rear motor; the EX+ RWD and GT-Line RWD are fitted with a 77.4-kWh battery and get 225 horsepower from the same motor; and the EX+ AWD and GT-Line AWD keep the 77.4-kWh battery and add a front motor for a total of 320 horsepower. (A 576-hp GT is set to arrive later.) The 320-hp GT-Line AWD is the model we just drove in Europe, and we’re told it will be virtually identical to the U.S.-market version. As you approach the EV6, the door handles extend automatically. You enter it like a low-riding car; Kia calls the EV6 a crossover, but it’s less convincing than those from Audi, Ford, and Volkswagen. Although the wheelbase has been shortened by four inches compared to the Hyundai Ioniq 5, it’s still long compared to its overall length. And that means generous interior space both up front and in the rear. There’s a frunk as well, but underhood you find a medium-sized plastic box instead of a fully clad luggage space.
We like the comfortable seats, which are covered in grippy black microfiber with light gray accent stripes. There is a clever USB port on the seatbacks for the rear passengers, who enjoy plenty of room themselves. The floating center console houses the start/stop button, a round gear selector, and a wireless phone charger. Two screens, the center one touch sensitive, stretch in front of the driver. The steering wheel is a futuristic two-spoke design. This interior does not try to emulate conventional cars, instead underscoring that the EV6 is something different.It’s worth taking the time to toggle through the different styles for the digital instrumentation, to adjust the space-age artificial sound or turn it off, and to familiarize yourself with the driving modes and recuperation settings. The Meridian audio system sounds great. However, we were not impressed by the look and performance of the navigation system nor with the menu structure of the infotainment system.
Like every electric, the Kia EV6 is plagued by considerable heft; stated curb weight for the all-wheel-drive version is around 4500 pounds. But with 320 horsepower and an instant 446 pound-feet of torque on tap, that’s not much of a problem. The sprint to 60 mph should take roughly 4.5 seconds, and we can attest to a governed top speed of an indicated 115 mph, which is reached remarkably quickly. Typical of electrics, there is immediate response to pedal input, and in this EV6, there’s also enough oomph to keep the power rush going. The brake recuperation can be adjusted through the steering-wheel paddles.The EV6 AWD is EPA rated at 274 miles of range, which we found ambitious, at least the way we were driving. At speeds around 80 mph, you’re lucky to squeeze 200 miles out of it. That range is good for an EV but doesn’t change the game.
At least the 800-volt architecture and 350-kW DC fast-charging capability should allow for speedy recharging; Kia promises “nearly 70 miles added in less than five minutes” and the ability to charge from 10 to 80 percent in under 18 minutes. Our real-world experience from Europe, though, suggests that the advertised charging performance can only be achieved in mild temperatures, not in the cold of winter.The Kia EV6 has a strut front- and multilink rear-suspension setup, and we were impressed with the execution and tuning. The steering is precise, understeer is kept under tight control, and roadholding is great not least thanks to the Michelin Pilot Sport 4 tires on 20-inch wheels. The brakes are capable and easy to modulate, and unlike the Ioniq 5, the EV6 doesn’t tend to bob and bounce when driven aggressively on bumpy surfaces. There is surprisingly little body roll, and this car feels a lot lighter than its actual weight.
Of course, the Kia EV6 comes with a suite of assistance systems, which work well enough to provide helpful feedback but don’t mislead you into a false sense of security. Long trips are a pleasure thanks to the quiet cabin, and we noticed zero squeaks and rattles.Even with more and more EVs on the market, the Kia EV6 is a very attractive proposition. It combines mass-market build quality with the sporty appeal of a Tesla Model 3, and it is a lot more attractive than the VW ID.4 and Audi Q4 e-tron. Pricing has not been announced yet, but we expect it to begin in the mid-$40K range, while the GT-Line AWD could approach $60K.

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Even by body-on-frame-SUV standards, the Toyota 4Runner is antiquated. The current generation of the 4Runner has existed with only minor changes since 2009, and its 1GR-FE 4.0-liter V-6 engine has been around since the early 2000s. Its previous competitors—the likes of the Ford Explorer, Mitsubishi Montero, and Nissan Pathfinder—have either disappeared entirely or morphed into unibody crossovers. This leaves the Jeep Wrangler and Ford Bronco as the Toyota’s most natural rivals.You can’t remove the 4Runner’s roof or doors, but it does have that roll-down rear window in the liftgate that’s been a hallmark of this model for decades, which is kind of like the next best thing, right?[pullquote align=’center’]HIGHS: Solidly built, off-road capable, TRD Pro add-ons look cool.[/pullquote][image id=’60d34659-6f9b-4f32-95fe-14f9ce094efc’ mediaId=’df0f03b1-8277-4b7e-b5e9-8d8530656821′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image] [editoriallinks id=’63bc5aaf-76bb-42db-a636-f28bedfabece’ align=’left’][/editoriallinks]Given the old 4Runner’s new framing in the context of these 4x4s, it’s only logical that Toyota has played up this SUV’s off-road chops in recent years. The TRD Pro trim was introduced for 2015 and has received small updates over the years to keep this off-road-focused model fresh. Our test car was hard to miss in its Lime Rush paint, a new hue for 2022, and the TRD Pro also comes standard with a front skid plate, black 17-inch wheels, a chunky roof rack, and a different grille with badass retro “TOYOTA” lettering. Suspension upgrades are also part of the package and include Fox-branded dampers front and rear and different front springs. Nitto Terra Grappler All-Terrain tires look appropriately chunky, and there’s also an upgraded exhaust that makes itself heard even when you might not want it to—the drone gets annoying at highway speeds. But all the ingredients are here to satisfy off-road enthusiasts, including a manual transfer case, 9.6 inches of ground clearance, hill-descent control, and driving modes for various types of terrain.[image id=’9d4d2f68-a6d2-44dc-8721-8d469b08210e’ mediaId=’f747773a-7755-4c0d-baff-5d35cc94e861′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]On paved roads, the 4Runner drives like the Jurassic SUV that it is. There’s a huge amount of body roll and brake dive and plenty of play in the steering rack, and the V-6 produces an intake roar that will make you nostalgic for the 1990s. The five-speed automatic transmission—yes, it really does have only five speeds—shifts sluggishly and hunts around on the highway, meaning it’s difficult to make the most of the 270 horsepower and 278 pound-feet of torque. We got the TRD Pro model to 60 mph in 7.7 seconds, matching the acceleration of a 2019 TRD Off-Road model we tested. For reference, turbo four-cylinder versions of the Bronco and Wrangler are significantly quicker. [image id=’4168fc84-b8dc-48db-a55b-c48562670106′ mediaId=’11c91c63-62de-4102-9f60-f35093ffc224′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image] When some of Toyota’s own car-based hybrid SUVs can easily achieve 30-plus mpg, the 4Runner’s EPA-estimated 17 mpg combined looks pretty dismal. We matched that sorry figure in our 75-mph highway fuel economy test and averaged a paltry 15 mpg overall. It’s highly likely Toyota will offer a hybrid version of the 4Runner at some point in the future, and a more modern powertrain would be welcome in this package.[pullquote align=’center’]LOWS: Slow and ponderous, basic interior, poor fuel economy.[/pullquote] [image id=’d182573d-2e57-4517-b406-3820272cf3aa’ mediaId=’60a93bfb-c7df-49d4-9573-1d096729e5f5′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]So would a nicer interior. The 4Runner’s expanse of hard black plastic is anything but luxurious, and the rudimentary dashboard design starts to become grating when the price crests $50,000—as it did in our test car, which stickered at $55,003. Desirable features such as a power liftgate and a heated steering wheel aren’t available at all. Even the proudly old-school Wrangler is offered with plenty of niceties these days, but apparently Toyota hasn’t gotten the memo. At least everything is screwed together well. We noticed nary a rattle, squeak, or loose trim piece during our time with the 4Runner.Remarkably, Toyota still sells plenty of 4Runners—a whopping 144,696 in 2021, more than the Prius, Avalon, and C-HR combined—so we can understand how the company justifies continuing to offer such an outdated package. It’s hardly competitive as an on-road vehicle at this point, but what does that matter if people are willing to plunk down their hard-earned cash? A redesigned 4Runner is likely to arrive within the next few years to right some of these wrongs, but in the meantime the same old 4Runner just keeps on truckin’.[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=’be8b73ba-6c54-4779-a091-81091d9846d7′ 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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There’s a reason one of AMG’s most famous cars was nicknamed “Hammer.” The performance arm of Mercedes has a reputation of coming down clenched in a fist, pulverizing competition with the loudest, biggest engines and steely precision. So, when it came time to tackle its first electric performance sedan, a tuned version of the dual-motor, all-wheel-drive Mercedes-Benz EQS580, AMG was faced with a dilemma. Is it enough to just turn up the power, or does an AMG EV need to offer a little more growl with its glide? Would you settle for more whoosh-whirr?In appearance, the AMG EQS is only subtly different from the EQS580. Its rainbow-arch profile and short-nosed proportions don’t lend themselves to the usual wide-haunched and snarling shape of an AMG machine. Closer inspection brings hints at aggression with bars of vertical chrome instead of the starry-sky grille up front and a flick of ducktail spoiler at the trailing edge of the sloped rear deck. Other details, such as gloss-black accents, a chrome-trimmed front splitter, side air intakes (which redirect air ahead of the front wheels for better aerodynamic efficiency), and diffuser-style rear end will likely be spotted only by hardcore EQS watchers. The AMG badging is the biggest tip-off that they aren’t just facing a mere 516 horses, but a stampede of up to 751. During typical driving the motors put out 649 horses. Activating launch control uncorks the remaining 102, which should result in a 60-mph time of 3.4 seconds, according to AMG.

Mercedes-AMG

The motors whizzing the EQS past the speed limit are beefed-up versions of those in the EQS580. Whereas gas engines brag about coated pistons and titanium valves, electric motors get hot-rodded with upgraded windings that allow them to take a stronger current and thus produce more power. There’s a sameness to electric acceleration, but AMG makes an effort to hold onto its history of rear-wheel-drive excitement in Sport and Sport+ modes. Here, engineers gave the AMG EQS a slight rear bias to the torque delivery, and the stability control system allows for a little slide. In normal driving, the torque distribution is checked and adjusted 10,000 times a minute—so, about as often as you look at your delivery update after ordering a pizza—to prevent even a second of inefficient power delivery. With that great power comes great responsibility—for the cooling systems. To keep the motors at a happy operating temp, there are liquid-cooled channels through the shaft of the rotor, as well as AMG-specific ribs that act as a heat sink on the stator, and ceramic fins on the inverter to do the same. The direct-drive transmissions are kept at the appropriate temperature via an oil cooler.

Mercedes-AMG

On our drive, the coolers were twiddling their ceramic-finned thumbs. It was an icy-cold day above Palm Springs, California, and the mountains were swaddled in a witchy mist. The conditions may have been challenging for the driver, but the EQS moved with confidence even around the slippery turns. It doesn’t feel small. The AMG-ification of this car didn’t include any major weight reduction—its curb weight is more than 5600 pounds—but it tucks its tail in and takes the corners with flat-footed authority. Rear-axle steering does its part to virtually bend the AMG EQS around turns, but the biggest difference from the standard car is in the control of the big body over bumps and rises. While the suspension is still multilink front and rear sprung by air bags, the components themselves are AMG-specific. Bushings, bearings, and mounts were redesigned or modified from other AMG models. Rebound and compression damping adjust independently of one another separately, allowing for a larger spread between comfortable cushioning and sporty control. The result is that the float and dive of the other EQS trims are gone.

Mercedes-AMG

The AMG EQS we drove came with carbon-ceramic rotors behind its 22-inch wheels. Six-piston calipers clamp the 17.3-inch front discs, but only if you press the pedal hard enough. You can adjust the regenerative braking via steering-wheel paddles to a maximum of 300 kW. This is enough stopping power to send you forward in the seat almost as violently as flooring the accelerator will push you back into it. The EQS will bring itself to a stop if it is in max-regen mode and following a vehicle ahead, but without a car in front, it creeps without a foot on the brake. This is important only to the most hardcore of one-pedal drivers. We found a lighter regen setting provided the most natural feel to the brake pedal and offered the most comfortable ride for our passenger. Mercedes has yet to announce the range on the AMG EQS, but with a slightly higher coefficient of drag—0.23 to the ultra-slippery 0.20 on the EQS580—we expect it to be less than the EQS580’s EPA estimate of 340 miles. However many miles you travel, the 400-volt, 107.8-kWh, lithium-ion battery in the AMG EQS has been rewired for higher charging capacity and shorter charging times—around 20 minutes for nearly 190 miles—at compatible DC fast-charging stations. At home or work, where speedy fill-ups aren’t a concern, smart charging monitors temperature and load to maximize battery life.

Mercedes-AMG

If you do find yourself sitting at a charging station, there are worse places to spend your time than the cabin of the EQS. The glassy dash display stretches to the door panels, where the mood changes from glowing tech to soft quilted microfiber. The AMG model adds performance readouts in the instrument screen as well as to the head-up display. The latter is impressive in its format, but so large and distracting we turned it off. The computer-game element of many new cars—in particular, the electrics—may offer more to talk about, but when it comes to driving, the experience is rarely improved by pulsing, flashing lights in your field of vision. On the other hand, the audio options for the EQS do add a sense of excitement to the rather drama-free experience of electric acceleration. Turning the car on and off gets a rising and falling sound like a robot’s wakeup yawn, and the Performance sound accompanies your forward motion with a deep-space thrum. We got tired of it pretty quickly, but it should impress your friends, though not as much as the launch control will.

Mercedes-AMG

They’ll be having a lovely time in the EQS. The front seats are roomy and adjustable to the exact angle, temperature, or level of massage you could desire, and the rear seats are just as soft and elegant, although the sloping roofline cuts into headroom. The trunk is deep enough to set up house in, or at least curl up for a nap. The AMG EQS goes on sale later this winter, and we expect it to start around $150,000, which puts it at the higher end in the field of luxury electric sedans. Of those, it beats out all competitors except maybe Lucid when it comes to interior and ride comfort but can’t compete against lighter-weight or more powerful offerings such as the Porsche Taycan Turbo S or Tesla Model S Plaid when it comes to acceleration and handling. The EQS delivers on its badge promise of power, but while it hits hard, it’s no hammer.

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Porsche has perfected the art of splitting hairs. The 2022 model year offers no fewer than 21 distinct variants of the 911, ranging from basic to bonkers. The GTS adroitly navigates this gamut, offering a level of performance that slots in between the Carrera S/4S and the GT3. This year, though, additional features give the GTS a harder edge, moving it closer to the GT3.

The GTS trim has long been defined by its curated list of meaningful performance upgrades, including a stiffer sport suspension, dynamic engine mounts, stouter brakes, a sport exhaust, and, of course, more power. By increasing boost pressure from 16.0 to 18.6 psi, Porsche ups both the horsepower and torque figures by 30 over the Carrera S. With the twin-turbo 3.0-liter flat-six chuffing out 473 horsepower and 420 pound-feet of torque, our 911 GTS test car charged to 60 mph in 2.8 seconds. The quarter-mile arrived in 10.9 seconds at a speed of 128 mph. The standard eight-speed dual-clutch automatic is eerily prescient in its operation, regardless of what drive mode is selected. Though we still prefer the engagement of the no-cost seven-speed manual option, it’s impossible to beat the automatic’s efficacy, particularly on the track.

HIGHS: More power, less weight, exceptional execution.

However, if that horsepower bump isn’t sufficient to conquer that last tenth of a second, the new GTS-exclusive lightweight package ($8690) promises to trim an additional 55 pounds from the curb weight, in part by removing the rear seat. Up front, you’ve got your choice of 18-way seats or the ingress-challenging but delightfully supportive carbon-fiber fixed-back buckets found elsewhere in Porsche’s GT sports-car portfolio. Rear-axle steering is also part of the GTS package, and it’s more aggressive in Sport and Sport Plus modes—perhaps too much so on the highway. While our early-build GTS lacked the thinner glass and reduced sound-deadening material included in the lightweight package, it weighed in at 3399 pounds with the optional 23.7-gallon tank ($230), or 20 pounds more than a Carrera S with the standard 16.9-gallon tank.Even with all the sound insulation in place, the 911 GTS is a raucous beast at idle, clattering away at 50 decibels in its quietest mode or 57 with the exhaust system opened up. Give it the beans with the standard sport exhaust in the loudest setting and a lawn-mower-rivaling 98 decibels shrieks through the cabin at wide-open throttle. Between the pervasive noise and the physical origami required to plop into the $5900 carbon-fiber buckets, the cockpit of the GTS is perhaps best appreciated on the track.

LOWS: Checking the options boxes quickly pushes you into GT3 territory.

Those who do seek out a road course won’t be disappointed. Rear helper springs pilfered from the 911 Turbo provide even more stability to an already highly composed chassis. Body roll is practically nonexistent, and we recorded a tenacious 1.06 g’s of stick around our skidpad. The standard brakes also come courtesy of the Turbo’s parts bin; our test car had the optional carbon-ceramic rotors ($8970), which only get better as they gather heat, stopping from 70 mph in 143 feet and 288 from 100 mph.As always, even choosing just a few options can torpedo the exactitude of the 911 hierarchy. With an as-tested price of $162,940, our 911 Carrera GTS nipped at the base price of a GT3, which beckons with its siren song of a naturally aspirated flat-six. Not even Porsche can split a hair that fine.

Specifications

Specifications
2022 Porsche 911 Carrera GTSVehicle Type: rear-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $138,050/$162,940 Options: Carbon-ceramic brakes with yellow calipers, $8970; full bucket seats with rear seat delete, $5900; black leather and Race-Tex interior, $4530; Porsche Dynamic Chassis Control, $3170; rear-axle steering, $2090; 23.7-gallon extended range fuel tank, $230
ENGINE
twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement: 182 in3, 2981 cm3Power: 473 hp @ 6500 rpmTorque: 420 lb-ft @ 2300 rpm
TRANSMISSION
8-speed dual-clutch automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 16.1-in vented, cross-drilled, carbon-ceramic disc/15.6-in vented, cross-drilled, carbon-ceramic discTires: Pirelli P Zero PZ4F: 245/35ZR-20 (91Y) NA1R: 305/30ZR-21 (100Y) NA1
DIMENSIONS
Wheelbase: 96.5 inLength: 178.5 inWidth: 72.9 inHeight: 50.9 inPassenger Volume: 49 ft3Cargo Volume: 14 ft3Curb Weight: 3399 lb
C/D TEST RESULTS
60 mph: 2.8 sec100 mph: 8.0 sec1/4-Mile: 10.9 sec @ 128 mph130 mph: 11.3 sec150 mph: 15.9 sec170 mph: 23.6 secResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.9 secTop Gear, 30–50 mph: 2.2 secTop Gear, 50–70 mph: 2.7 secTop Speed (mfr’s claim): 193 mphBraking, 70–0 mph: 143 ftBraking, 100–0 mph: 288 ftRoadholding, 300-ft Skidpad: 1.06 g
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 20/18/23 mpg

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

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

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

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

Specifications

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

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