Car Reviews

Since the GTS model joined the Porsche 911’s multitudinous ranks 12 years ago in the 997 generation, it’s brought with it a slight power increase along with a bundled collection of sporty options at a cost slightly lower than if you’d checked all of those individual boxes. Some of that is still true on the new 2022 GTS, which is available as a coupe, a convertible, or a targa, and is a $19,600 upcharge over the equivalent 911 S or 4S models. The coupe and convertible are available with either rear- or all-wheel drive, and the targa has only all-wheel drive. The extra outlay brings an additional 30 horsepower and 30 lb-ft of torque (473 hp and 420 lb-ft total, by way of 2.3 psi more boost), along with the 0.4-inch lower sport suspension (coupe and convertible only), louder sport exhaust, and Sport Chrono package (launch control, dynamic engine mounts, Sport Plus mode) that would otherwise cost $5460 on a S coupe. Plus, there’s blacked-out front and rear fascias and suedelike interior trim.

But here’s where the latest GTS deviates from the script, making it impossible to spec a lesser 911 exactly like a GTS. The GTS’s version of the sport suspension gets helper springs at the rear, like the GT3 does. It also inherits the 911 Turbo’s larger brakes, and of course the even-larger carbon-ceramic discs remain an option. Also, there’s a new GTS-only lightweight package available on coupes that sheds a claimed 55 pounds—negating the GTS’s 50-pound weight gain over an S or a 4S—by deleting the rear seats, installing thinner side and rear glass, and swapping in a lithium-ion battery. Pricing has yet to be announced for this package, which also includes the $2090 rear-steer option and a four-degree-steeper maximum angle for the rear spoiler. The revised rear spoiler along with air guides around the front wheel wells make lightweight-package GTSs the first to make rear downforce. The GTS also can be had with the $5900 fixed-back carbon-fiber buckets that have long been a go-to option on Porsche’s GT cars but are available for the first time on GTS coupes. The eight-speed dual-clutch automatic from lesser 911s is standard, while the seven-speed manual is a no-cost option. However, just like the suspension, the GTS’s manual has a shift lever that’s 0.4 inch shorter. It’s the best kind of manual, as its positive throws add both joy and involvement, and it also has the benefit of being 85 pounds lighter than the PDK automatic.
GTS models get a reduction in sound-deadening material in 12 areas, many of those strategic spots around the engine to let its sound better seep into the cabin. Still, we found the twin-turbo flat-six too muted in its default mode and always kept it clicked into its louder setting. But volume is different from character, and we continue to enjoy the fact that Porsche’s flat-six blat shines through better than most turbocharged engines, which often are significantly whitewashed. In addition, all 2022 911s, including the GTS, get the latest PCM 6.0 infotainment that originated in the Taycan, which has more processing power and customization—the manual-transmission rev-matching feature can now be turned on or off independently of mode, for instance.We drove the bookends of the GTS lineup, a delectable manual-transmission coupe with the lightweight package and the enveloping carbon-fiber buckets and a targa with the automatic. It’s easy to pick up on the targa’s slightly softer suspension tune, and the targa suspension also doesn’t get the 0.4-inch lowering or the rear helper springs. Its engine isn’t quite as loud, and there’s also light structural shake where you can feel its heavy top and 200 pounds more mass overall. The coupe is most in keeping with the GTS mantra, particularly in this wonderfully aggressive spec. The ride quality is expertly judged, firm but not crossing over into harsh territory. The rear-wheel steering gets a more assertive tune in the GTS, and in Sport and Sport Plus modes the car wants to absolutely fling itself into corners. But on the highway, this more eager tune felt nervous until we dialed down the mode. The cars we drove wore Pirelli P Zero PZ4 tires in the same 20-inch front and 21-inch rear sizes as on S and 4S that have delivered as much as 1.08 g’s of skidpad grip in previous tests.

The fixed-backed buckets, available only on the coupe, walk the tightrope of being both amazingly supportive yet plenty comfortable for many hours. They’re among the best extreme sport seats in the sports- and supercar ranks. Even better, their additional rigidity and thinner padding mean that road texture streams through the seat in a way that pulls the driver into the experience rather than being a nuisance. You’ll pay a lot for the privilege, but the latest GTS is more distinct than ever before, with more hardcore options that bring more engagement. That’s something we absolutely can get behind.

Specifications

Specifications

2022 Porsche 911 GTSVehicle Type: rear-engine; rear- or all-wheel-drive; 2+2-passenger; 2-door coupe, convertible, or targa

PRICE
Carrera GTS, $138,050; Carrera 4 GTS, $145,350; Carrera GTS Cabriolet, $150,850; Carrera 4 GTS Cabriolet, $158,150; Targa 4 GTS, $158,150

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

TRANSMISSIONS
7-speed manual, 8-speed dual-clutch automatic

DIMENSIONS
Wheelbase: 96.5 inLength: 178.4 inWidth: 72.9 inHeight: 50.7–51.2 inPassenger Volume: 70–72 ft3Cargo Volume: 5 ft3Curb Weight (C/D est): 3350–3750 lb

PERFORMANCE (C/D EST)
60 mph: 2.7–3.7 sec100 mph: 7.0–8.1 sec1/4-Mile: 11.0–11.9 secTop Speed: 190–193 mph

EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 20–21/17–18/23–25 mpg

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In the last 10 years, the slice of vehicle sales that were cars has plummeted in the United States from about 50 percent to less than 25 percent. That’s why the only car in a Ford showroom is the Mustang and the only cars at your Buick dealer are used. The premium-car makers haven’t been immune to this trend, and Mercedes-Benz’s car percentage fell from 80 percent levels in the early part of the century to less than 30 percent this year. Obviously, this results in fewer cars being sold, with the brand’s two-seaters under particular pressure. The smaller SLC roadster was discontinued last year, and the even the venerable SL skipped the 2021 model year.

That one, however, is coming back for 2022 with a number of changes designed to broaden its appeal without compromising the luxury-convertible vibe that has been unique in a market tilting towards overtly sporty two-seat droptops. While Mercedes has released little hard information about the new model (codenamed R232), we recently had a chance to ride along in a pre-production example, driven by Moritz Stockmeier, senior manager for powertrain software and drivability for Mercedes-AMG. Here’s what we gleaned from the passenger seat.

Mercedes-AMG

As our driver’s title indicates, this new version of the SL will become the fourth Mercedes-AMG model specific to the brand, following the GT coupe/roadster, GT four-door coupe, and the One hypercar. This transfer to Mercedes sporting division is, in some ways, a return to the SL’s roots in the 1950s as a high-performance, roadgoing coupe that evolved from the Le Mans winner. That sporting orientation has been AWOL from the SL since the 300SL was replaced by the beautiful but decidedly more sedate 230SL in 1963. The new SL, developed by AMG and badged as such, perhaps hopes to shed its nearly 50-year-old image as a Hollywood producer’s car and make more of a muscular statement.At the same time, Mercedes seems wary of giving up those posh buyers and making the car singularly focused. Therefore, this new model will come with rear seats for the first time in decades. They were last offered on the R107 model (1972-1989) but only in Europe. These seats are very small, comparable to the rear seats in a Porsche 911, but Mercedes hopes they will broaden the car’s practical appeal, even if only to carry stacks of movie scripts. Another concession to the marketplace is standard all-wheel drive, which has never even been optional on previous SLs. This change recognizes that it’s increasingly hard to sell rear-drive cars in the northern latitudes of the U.S. That’s too valuable a market to write off in these days of fewer car sales. And with the AMG version of the 4Matic all-wheel-drive system, the car’s sporting balance will not likely be compromised.

Mercedes-AMG

One more change is the shift from the retractable hard top, introduced two generations ago, back to a soft top. Among the reasons offered is that the soft top is somewhat lighter and takes up less space than the folding hard top. Better packaging of the top will help make room for the rear seats without increasing the length of the car. No specifications for the new SL have yet been released, but the car looks to be about the same size as the previous generation. Mercedes has developed a new body structure for the SL using a great deal of aluminum in addition to steel, magnesium, and carbon fiber. Compared with the AMG GT roadster, transverse rigidity is 40 percent better and longitudinal rigidity is increased by 50 percent.

Mercedes-AMG

It’s hard to discern styling details on the camouflaged body, but the rear deck area seems unflatteringly high. Otherwise, the example we saw sported high-performance details, such as quad tail pipes, large carbon-ceramic brake rotors with muscular brake calipers, and Michelin Pilot Sport 4S tires sized 265/40R-20 and 295/35R-20 mounted on wheels that have a goofy-looking inner ring. The doors have retracting exterior handles a la Tesla, and once you’re inside, the look is not as futuristic as some recent Mercedes. There’s no two-foot-wide LCD screen on the dash. Instead, there’s a 12.3-inch LCD in a traditional binnacle in front of the driver, supplemented by an 11.9-inch central touchscreen that can be tilted between about 45 degrees to nearly vertical. The layout is similar to that in the new S580, and the screen is set in a nicely leather-trimmed dash. There will also be an optional head-up display.

Mercedes-AMG

There was no discussion of what was under the hood of this prototype, but it was clearly a version of Mercedes’s ubiquitous 4.0-liter, twin-turbo V-8, coupled to the nine-speed transmission, which is essentially a planetary-gear automatic, with the torque converter replaced by a wet multiplate clutch. A good guess for the engine choices would be the super- and turbocharged 429-hp 3.0-liter inline-six from the AMG GT53 four-door coupe and the twin-turbo V-8 from the GT63 and 63 S rated at 577 and 630 horsepower, respectively.In the current fashion, the new SL is equipped with a driving mode selector, offering Comfort, Sport, Sport+, and Race modes. The range of adjustability seems unusually broad, as the ride is luxuriously plush with a subdued exhaust and seamless shifts in Comfort mode, while everything gets progressively more furious as the selector proceeds towards Race. It’s yet another aspect of giving this car the broadest possible appeal.We won’t know any more details or see the undisguised body until the R232’s official launch later this year. But expect to see it in your Mercedes showroom in 2022. We’ll see if broad automotive appeal works in this truck-focused age.

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Here at Car and Driver, we take our title pretty seriously. We rarely, reluctantly relinquish control of the wheel. But if we must, we’re glad it’s to someone like Scott Speed. A three-time Global Rallycross winner, Speed has raced in practically every series, including Formula 1, NASCAR, and Formula E. Speed signed with Subaru Rally Team USA in 2019, which makes him the ideal hot shoe to introduce us to the new 2022 WRX. Our shotgun ride takes place in Southern California at The Thermal Club’s aptly named Desert circuit, where the temperature is hovering around a balmy 110 degrees. Up first is a manual version in a searing Solar Orange hue. Speed eases off the clutch and we move out of the hot pits and onto the 1.7-mile course. “We’ll do two laps,” he says. “One to warm up and the other at speed.” Except he does nothing of the sort. Speed eschews the warm-up, opting to bury the throttle instead. Which is absolutely fine—on this short circuit, two laps will be over quickly anyway. Might as well put them to good use. Charging toward the first corner, Speed trades first gear for second. Subaru says it worked to make the engine more responsive to improve the shifting performance, and the revs indeed fall rather than hang during the throttle-off, clutch-in sequence.

As we pull out of that turn, Speed accelerates and the WRX steams forward. On paper, the performance specs aren’t much different than before: The new 2.4-liter turbo flat-four only makes three more horsepower than the old 2.0-liter, arriving at the same 5600 rpm. The torque peak of 258 pound-feet is unchanged. Yet there’s no denying the feeling of more thrust as we move down the straight.New from the ground up, the WRX now rides on Subaru’s Global Platform, which also underpins practically everything in the company’s lineup. It’s clear from the first moment you step inside that the WRX feels much more premium than before. The 11.6-inch touchscreen is the focal point of the upgraded cabin and eradicates memories of the econocar bones of the previous generation. The seats could still use more lateral thigh support during track use, but for daily driving they’ll be plenty supportive.
At the end of the two laps, Speed pulls into the pits so we can switch to the top-trim GT. This model features three-stage adaptive dampers and only comes with—wait for it—a continuously variable transmission. You don’t normally expect a CVT to be capable of cracking off shifts, but this one does. An eight-speed manual mode is accessible through the paddle shifters and does a surprisingly good job at emulating actual gears. Just before redline, Speed tugs on the right paddle and the CVT responds instantly with a decisive thump, accompanied by a punchy blat from the exhaust. The WRX continues to pull hard down the straight, generating sufficient momentum to once again swing the tach needle back over six grand. The engine bucks against the limit as the transmission holds firm, waiting until Speed commands another upshift. As we brake for the turn and Speed downshifts, the revs even blip to match the lower gear. All in all, it’s a convincing performance by this transmission with a chain between two pulleys.
Speed drives most of the lap with the GT’s dampers in their stiffest Sport setting. Nearing the final corner, he fires up the drive mode page on the touchscreen. “You’ll see a big difference between Comfort and Sport,” he says, choosing the former. Indeed, the WRX displays noticeable body roll as we round the apex. For now, the adaptive dampers are exclusive to the GT model; Subaru isn’t saying if it will eventually find its way to manual-equipped versions. On the next lap, Speed lets the transmission make the decisions while he focuses on his line. This time, he’s much more aggressive about his corner entry, using a touch of left-foot braking to keep the nose pointed in the right direction. Approaching the final left-right-left sequence, Speed heaves the wheel to unglue the rear end.
Stealing a glance at the driver’s seat, we realize that Speed would love nothing more than to instead be performing this action on a thick bed of gravel, a mud-strewn trail, or a snow-packed passage. And who can blame him? Both he and the WRX are rally champions, finding success beyond the limits of adhesion. And more than ever, the WRX looks the part. Its styling is unapologetically awkward, with its bulging fenders and chunky angles. Despite resembling a shape that a child would make using safety scissors, the plastic-clad wheel arches are purposeful and perfect, ready to fend off an onslaught of projectile limestone. We think it’s a design that will look better the dirtier it gets. While our encounter was ridiculously short, our time behind the wheel of the WRX will come soon enough. We can only hope our extended drive takes us off the asphalt and gets us sideways. We know Speed would approve.

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In 2003, the year we reviewed the first Bentley Continental GT, Dave Brailsford took over as performance director of British Cycling, where he became known for the phrase, “the aggregation of marginal gains.” He explained the working philosophy to the BBC as breaking down every aspect of riding a bicycle—from pedals to the best pillows for the best sleep—and improving each aspect 1 percent to achieve a significant cumulative improvement.The shepherds of the Bentley Continental GT have mastered marginal gains, punctuated by the occasional leap. When we reviewed the first GT Speed in 2008, it weighed 5180 pounds, made 600 horsepower and 553 pound-feet of torque from a 6.0-liter twin-turbo W-12 engine, reached 60 mph in four seconds, and could hit a claimed 202 mph. Thirteen years later, the 2022 Bentley Continental GT Speed weighs a claimed 5011 pounds, makes 650 horsepower and 664 pound-feet from an updated 6.0-liter twin-turbo W-12, launches from a standstill to 60 mph in 3.5 seconds, and runs out of steam at 208 mph.

The design or performance of other cars may have evolved further or faster, but if any automaker knows what it has, it’s Bentley. The formula worked in 2003, and as we discovered in Sicily behind the wheel of the newest Continental GT Speed, it works just as well today.The third-gen Continental made a leap in looks, turning the previous model’s enforcer physique into that of a pentathlete. To create the Speed—which is available as a coupe or a convertible—24 more horses joined the W-12’s corral, then Bentley’s wardrobe department put a dark finish on the grilles, added a carbon-fiber splitter, reshaped the side sills, and fit a unique set of 22-inch wheels. Marginal, indeed.
The Speed’s roughly $50,000 premium over the standard car is wasted money in everyday driving. As in the standard GT that makes the same torque, copious shove hustles 2.5 tons of Anglo-German matériel, and copious hides turn that matériel into a hush room at a private London club. The triple-chamber air suspension with adaptive damping and 48-volt active anti-roll bars separates the driver from worldly unpleasantness like Welsh Guards protecting Windsor Castle. On Sicily’s narrow, tangled road network, the potholes and bizarrely uneven pavement were seen but not felt. Desperately uncouth surfaces compelled a roar from the Pirelli P Zero PZ4s—275/35R-22 in front, 315/30R-22 in back—but there’s only so much thunder one can conceal after putting 5000 pounds on low-profile rubber with contact patches as big as elephant feet.
The challenge for this new Speed was that when Bentley wanted to make this Continental GT better, as engineer Nigel Hamlyn told us, “We’d maxed out all the tools we had.” So engineers made a leap, increasing this Bentley’s tool set. A reworked, more rear-biased all-wheel-drive system ordinarily sends 90 percent of the W-12’s torque to the rear wheels, but up to 36 percent can be sent to the fronts to make the most of the available traction or to counteract oversteer. The Speed also borrows the rear-wheel-steering system introduced on the Flying Spur, with 4.1 degrees of max steering lock for improved handling and low-speed maneuverability. Brake-based torque vectoring remains on the front axle, but at the rear, engineers added an electronic limited-slip differential (eLSD).
As a result, the newest Speed the first of its kind to wag its tail in the language of an enthusiast. Squirting out of a tight exit into another switchback, a combination of generous throttle and steering lock gets the rear steering and eLSD to snap the back around. The best bit came in a flat open area we could treat like a skidpad, ladling on throttle until the more forgiving ESC gently fed the backside into a Fast and Furious: Tokyo Drift stance. Jolly good stuff. This remains a big GT, though, not a sports car. Letting the eight-speed dual-clutch automatic shift for you, even in the now quicker-shifting Sport mode, means trying to time steering and pedal inputs to the twin-scroll turbos going full boost. Better to take over shifting and keep the turbos spooled, even if it means being so high in the rev range that the W-12’s usually threatening rumble turns into a gravelly yelling. And forget about theatrics such as pops on downshifts and overrun; Bentley has largely tuned out such excess.
Bentley set up a twisting course at an abandoned NATO base—derelict nuclear-missile silos and all—to give us a proper go where retaining walls and police wouldn’t ruin the day. Sadly, our minders placed “BRAKE NOW” signs so conservatively that generous application of the optional carbon-fiber discs left enough room after stopping to take an Uber to the corner. The 17.3-inch front rotors with 10-piston calipers clearly are the product of someone at Bentley HQ who loves singing, “I like big brakes and I cannot lie.” Stomp on them and their comical stopping power will have your eyes bulging like Wile E. Coyote’s, not to mention the eyes of any drivers behind you.
The Speed’s new dynamism is the payoff for years of marginal gains plus this latest little leap. And that brings us back to British Cycling, which had won a single Olympic gold medal in the 95 years before Brailsford took over. The team rode five years of marginal gains to eight golds in the 2008 Olympics. From 2007 to 2017, according to James Clear’s book Atomic Habits, Brailsford’s national and BSkyB trade team riders won 178 world championships and 66 Olympic or Paralympic gold medals and captured five Tour de France victories. He is now, unsurprisingly, known as Sir David Brailsford. There’s no individual at Bentley to confer a knighthood on, and there are no gold medals for making an excellent GT more excellent. But the crew from Crewe has shown just as well as Brailsford how much can be achieved by doing just a little bit more, everywhere.

Specifications

Specifications
2022 Bentley Continental GT SpeedVehicle Type: front-engine, all-wheel-drive, 4-passenger, 2-door coupe or convertible
PRICE
Coupe, $277,625; Convertible, $305,125
ENGINE
twin-turbocharged and intercooled DOHC 48-valve W-12, aluminum block and heads, port and direct fuel injectionDisplacement: 363 in3, 5952 cm3Power: 650 hp @ 6000 rpmTorque: 664 lb-ft @ 1500 rpm
TRANSMISSION
8-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 112.2 inLength: 190.9 inWidth: 76.9 inHeight: 55.1–55.3 inTrunk Volume: 13 ft3Curb Weight (C/D est): 5050–5400 lb
PERFORMANCE (C/D EST)
60 mph: 3.1–3.2 sec100 mph: 7.4–7.6 sec1/4-Mile: 11.3–11.6 secTop Speed: 208 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 15/12/19–20 mpg

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Life in the middle isn’t easy, just ask any child with older and younger siblings. While the others get all the parental attention, living in the middle can feel like you’re overlooked. In the middle of the 2022 Porsche Macan lineup, sandwiched between the 434-hp GTS and the 261-hp base model is the Macan S. But Porsche hasn’t forgotten about the S—for 2022 the S is getting a very desirable hand-me-down. The gift from above comes from a shuffling of the Macan lineup. Last year’s Macan S had a 348-hp engine, but for ’22 the S inherits the 375-hp turbo V-6 from the old GTS. In our last test of the 375-hp Macan GTS, it hit 60 mph in a life-affirming 3.9 seconds. If you opt for the Sport Chrono package ($1220) that adds launch control, the new Macan S should be just as quick. Other additions include more standard equipment including adaptive dampers (PASM), the Porsche Dynamic Light System, and 20-inch wheels.

Changes to the exterior design make the Macan look more like the Cayenne. Inside, the button-filled center console has been swapped out for a new flush, haptic panel that requires a firm touch. Though not as tactile as its predecessor’s metallic switches and toggles, the surface does help simplify the interior. However, the plastic panel will inevitably be smudged with fingerprints—bring wipes.The view from the driver’s seat is classic Porsche, with a large, centrally positioned analog tachometer with a speedometer next to it, just like you’d find in a 50-year-old 911. In the center console, there’s Porsche’s latest 10.9-inch multimedia touchscreen equipped with now-standard wireless Apple CarPlay.

There’s virtually nothing dull about how the Macan S drives. The steering enjoys an intuitive connection between the driver’s palms and the road surface below. Acceleration from the twin-turbo V-6 is brisk, turbo lag is minimal, and it snarls pleasingly. A strong shove is available throughout the rev range, as 383 lb-ft of torque are available from 1850 to 5000 rpm. Dial into Sport mode, and transmission and throttle response become more aggressive and the adaptive dampers stiffen up. Downshifts come sooner, upshifts later, and the buttery smooth gearchanges become a little sharper. Our Macan S came equipped with the air springs option ($1390) and provided a supple ride that damped most road irregularities but firmed up when hustling through corners. Despite the high seating position and tall roofline, body control is kept in check. The higher-profile SUV height is quickly forgotten. The Macan handles so well that someone trading out of sports car or sports sedan will feel at home. It has ample cornering grip, chest-cavitating acceleration when using launch control, and big brakes to bring it all to a fade-free stop. The GTS might be quicker, but it’s also far more expensive.
A top-of-the-line GTS (it replaces the Turbo for 2022) starts at $81,250, which makes the Macan S’s base price of $66,750 relatively attractive. And, while the new Macan S is $5200 more than last year’s model, don’t forget about the increase in standard equipment and the 27 extra horsepower. The Macan S might be a middle child, but drive one and it’ll get your attention.

Specifications

Specifications
2022 Porsche Macan SVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $66,750
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 177 in3, 2894 cm3Power: 375 hp @ 6700 rpmTorque: 383 lb-ft @ 1850 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 110.5 inLength: 186.1 inWidth: 75.9 inHeight: 63.8 inPassenger Volume: 96 ft3Cargo Volume: 17 ft3Curb Weight (C/D est): 4500 lb
PERFORMANCE (C/D EST)
60 mph: 3.9 sec100 mph: 10.8 sec1/4-Mile: 12.6 secTop Speed: 160 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 19/17/21 mpg

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The fact that Toyota is calling its latest small crossover the Corolla Cross really tells you all you need to know about the new model. This crossover version aims to please the average buyer with the same combination of reliability, practicality, and efficiency as Toyota’s eponymous compact car, and it’s only logical for Toyota to extend the lineup to include a small-SUV variant given the current sales of anything with a raised ride height and plastic body cladding.You may question whether Toyota needed yet another crossover, given that the automaker already sells seven SUV models in the U.S. But Toyota believes there is space for the Corolla Cross between the smaller and funkier C-HR and the larger and top-selling RAV4. Toyota is hoping that the space between the RAV4 and C-HR will be good for 100,000 annual sales. To hit that target, the Corolla Cross offers things that the C-HR lacks: an inoffensive design, decent cargo space, and optional all-wheel drive.

Its pug-dog face and a few interesting creases in the body sides attempt to liven up the Corolla Cross’s design, but overall it has an anonymous-SUV appearance. The base L model starts at $23,410 and is positively normcore with its wheel covers and non-tinted windows. Stepping up to the LE ($25,760) and XLE ($27,540) trims brings a bit more style with alloy wheels and chrome trim.Inside, the Corolla Cross’s dashboard is nearly identical to what you’ll find in a Corolla sedan or hatchback. A 7.0-inch touchscreen infotainment system is standard, and an 8.0-inch screen is optional; both feature easy-to-use controls including physical buttons and volume and tuning knobs. Two-tone leatherette seats that do a good impersonation of leather are available on the XLE, but the vibe inside the Corolla Cross lacks the upscale look of the Hyundai Kona and Mazda CX-30. Rear-seat space is adequate, and the 27 cubic feet of cargo area is way up on the CH-R’s 19. Opting for all-wheel-drive ($1300) necessitates a higher cargo floor that reduces space somewhat.
Under that raised cargo floor in AWD versions is a multilink rear suspension that replaces the front-driver’s torsion-beam setup. Both versions enjoy similar handling, although the AWD model is slightly more buttoned-down in corners. Either way, the suspension tuning is more about tackling bumps than corners. Further eroding any driver engagement and fun are over-assisted steering and significant body roll.A naturally aspirated 169-hp 2.0-liter inline-four paired with a CVT isn’t much fun either, although a more powerful hybrid version is coming. Throttle response is lazy, the engine is buzzy in the upper rev range, and merging onto the highway requires a degree of patience. Shoppers wanting more power will find it in the much quicker, but pricier turbocharged versions of the Kona, CX-30, and Kia Seltos.Those more expensive SUVs aside, the Corolla Cross’s $23,410 base price places it in a segment that isn’t as cutthroat as the next level up. The Honda HR-V, Chevy Trax, and other subcompact entries have achieved plenty of sales success, and the Corolla Cross is refined enough, big enough, and offers enough value to carve out its 100,000 sales. A nice start on the next 50 million.

Specifications

Specifications
2022 Toyota Corolla CrossVehicle Type: front-engine, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: L, $23,410; LE, $25,760; XLE, $27,540
ENGINE
DOHC 16-valve inline-4, aluminum block and head, port and direct fuel injectionDisplacement: 121 in3, 1987 cm3Power: 169 hp @ 6600 rpmTorque: 150 lb-ft @ 4400 rpm
TRANSMISSION
continuously variable automatic with 1 fixed ratio
DIMENSIONS
Wheelbase: 103.9 inLength: 175.6 inWidth: 71.9 inHeight: 63.4 inPassenger Volume: 89–90 ft3Cargo Volume: 25–27 ft3Curb Weight (C/D est): 3150–3350 lb
PERFORMANCE (C/D EST)
60 mph: 8.0–8.3 sec1/4-Mile: 16.3–16.6 secTop Speed: 115 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 30–32/29–31/32–33 mpg

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What’s a Polestar? That was the follow-up question from a curious couple who asked us to identify the 2022 Polestar 2 we were driving in and around Santa Fe, New Mexico. To paraphrase, we explained that Polestar is an all-electric subsidiary of Volvo, and the Scandinavian-designed squat vehicle in question is currently the sole mass-produced model in its portfolio. Only the Volvo reference appeared to register, so we skipped the stuff about the Polestar 2 being the company’s first EV, being built in China, and being sold directly to customers via the internet.For 2022, new configuration choices and other notable improvements make the Polestar 2 more competitive in the premium-EV space, particularly versus the popular Tesla Model 3. Previously, the Polestar 2 was offered only as a feature-laden Launch Edition with dual motors and a $61,200 starting price. Now that many previously standard features are instead divided between the new $4000 Plus and $3200 Pilot packages, the starting point of the dual-motor powertrain configuration is $10,000 less. Making the ’22 Polestar 2 even more accessible is the new single-motor, front-wheel-drive variant that goes on sale in January. It starts at $47,200 (an amount that drops below $40K when you consider the available $7500 federal tax credit).

Since we’ve already driven and tested a dual-motor 2 with the $5000 Performance package and Polestar says the 2022 alterations don’t affect its driving behavior, during our New Mexico rendezvous we focused on the single-motor example. The experience was less satisfying from an enthusiast perspective, but the differences are likely inconsequential to most shoppers. The single motor delivers 231 horsepower and 243 lb-ft of torque to the front wheels, producing the immediate thrust characteristic of electric vehicles. The sensation is available on demand from a dead stop or when passing on the interstate. The effect is simply amplified when two motors make a combined 408 ponies and 487 lb-ft, sending our aforementioned tester to 60 mph in 4.1 seconds. With only one motor, we expect the fastback hatchback to be about 2.6 ticks behind that mark.
The front-drive Polestar 2 also lacks the point-and-shoot dynamics that make its all-wheel-drive counterpart feel more playful. With the stability-control system set to ESC Sport, the AWD model’s tail will wag in a controlled manner for maximum entertainment value. For anyone not interested in such juvenile antics, the FWD version still feels athletic and refined. In fact, even with the standard 19-inch wheels, it’s remarkably planted and sure-footed, thanks in part to standard summer tires. The worst road imperfections are more pronounced with the optional 20-inch wheel-and-tire combo, but overall the cabin is impressively isolated from the outside world. The accurate steering includes three adjustable levels of effort—light, standard, and firm—but none generate any actual feedback. The most aggressive regenerative-braking setting provides 0.3 g of deceleration and enables true one-pedal driving. The brake pedal’s firm action and short travel also feel more assuring than that of many other EVs.Regardless of motor count, every Polestar 2 features a 75.0-kWh battery pack. While that net capacity is unchanged for 2022, Polestar credits increased range to “controller software and vehicle efficiency improvements.” Although the EPA hasn’t certified the single-motor’s 265-mile estimate, the dual-motor car gets a 249-mile rating (16 more than before)­. Plus, thanks to the magic of over-the-air updates, 2021 models can unlock that extra range too. The same applies to the car’s maximum DC fast-charging speed, which rises from 150 to 155 kW. Polestar says charging the battery from 10 to 80 percent at 150 kW should take 33 minutes. Our single-motor example began the day with close to a full charge, and after two trips cruising back roads and highways between Santa Fe and Los Alamos, New Mexico (approximately 180 miles total), our battery’s charge stood at about one-third.
Racking up those miles in the Polestar 2 is enjoyable thanks to an elevated seating position and a tall greenhouse with good forward visibility. The back seat is comfortable enough for two adults, and there’s lots of cargo space under the rear hatch. The 2’s interior looks minimalistic, but the space has distinctive finishes and sturdy panel fitment. It feels like sitting in a Scandinavian coffeehouse­–except there’s only one easily accessible cupholder between the front seats; a second is hidden under the center-console lid. The centerpiece of the cockpit is the vertically mounted 11.2-inch touchscreen, which features an innovative Google-developed OS infotainment system meant to replicate the feel of a smartphone or a tablet. While that’s familiar to most folks, the Polestar brand and this high-riding hatchback aren’t so much. Polestar acknowledges the lack of brand awareness and says increasing it was a top priority this year. After what can be considered a soft launch of the Polestar 2 more than a year ago, the company says it has been ramping up marketing in 2021, with a majority of its advertising money allocated for this final quarter. Likewise, it has been expanding its North American network of “Polestar Spaces” (a.k.a. dealer showrooms) from three in 2020 to what should be 30 by year’s end. The effort isn’t expected to make Polestar the new Tesla, but it should improve sales and drum up interest for future models such as the forthcoming Polestar 3 SUV. Then maybe Polestar 2 early adopters won’t have to answer so many questions.

Specifications

Specifications
2022 Polestar 2Vehicle Type: front- or front- and mid-motor, front- or all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base: $47,200; dual motor: $51,200
POWERTRAIN
Motor/s: 1 or 2 permanent-magnet synchronous AC, 231 or 408 hp, 243 or 487 lb-ft Battery Pack: liquid-cooled lithium-ion, 75.0 kWhOnboard Charger: 11.0 kWTransmission/s: direct-drive
DIMENSIONS
Wheelbase: 107.7 inLength: 181.3 inWidth: 73.2 inHeight: 58.0–58.2 inPassenger Volume: 96 ft3Cargo Volume: 16 ft3Curb Weight (C/D est): 4400–4700 lb
PERFORMANCE (C/D EST)
60 mph: 4.1–6.7 sec100 mph: 10.5–13.1 sec1/4-Mile: 12.7–15.3 secTop Speed: 100–127 mph
EPA FUEL ECONOMY [C/D EST)
Combined/City/Highway: 89–94/94–99/84–89 MPGeRange: 249–265 mi

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As Infiniti’s bestselling model, there’s no question that the QX60 is hugely important to the brand. But the mid-size, three-row SUV’s sales peaked back in 2018, at 47,370 units, and newer competitors have pulled far ahead of it in terms of mechanical technology and interior execution. Infiniti’s cash cow needed a redo. Fortunately, after taking a hiatus for 2021, the QX60 enters the 2022 model year with a full redesign that helps lend it a far more compelling proposition. For the latest QX60, Infiniti has replaced the previous generation’s bulbous exterior design with a more muscular look. Graceful, purposeful undulations in the sheetmetal flow rearward from the new model’s grille, culminating in a tweezer-like treatment gracing the D-pillar. And you’ll be hard-pressed to miss the giant “INFINITI” lettering splayed across the tailgate. Senior design Director Taisuke Nakamura says that the new QX60’s styling was inspired by the Japanese minimalist concept of “Ma,” which emphasizes negative space over ornate touches, although we wish that philosophy had also been applied to the faux-chrome tailpipes in the rear bumper, as they look a bit gaudy. Size-wise, the QX60 is now a little taller and not as long as before, though it still rides on a 114.2-inch wheelbase. Ground clearance increases slightly, to 6.7 inches, but this is still very much a pavement-pounding utility vehicle.

Sliding behind the wheel reinforces this mission. A low step-in height leads to a hushed cabin that the company says is now slightly quieter around town, courtesy of thicker side-window glass and additional sound insulation. The thoroughly redesigned interior exudes a cohesive elegance that the previous version lacked. The quilted stitching atop the seats and dash in top-tier Autograph models works harmoniously with the abundance of organic shapes and other soft-touch materials, with only the unimpressive trim on the steering wheel marring the otherwise upscale experience. Though passenger volume is down nearly 10 cubic feet, Infiniti has made good use of the remaining space, carving out room for a purse-sized cubby under the center console plus capacious storage compartments in the doors. While we like the additions of the optional massaging front seats and a 10.8-inch color head-up display, we’re less enamored with the capacitive-touch buttons for the radio and climate control functions that require a decisive poke to activate. And although the new QX60’s upgraded tech is long overdue, there’s still room for improvement. Wireless Apple CarPlay is accessible through a new 12.1-inch touchscreen, but you’ll still need a cord to mirror Android devices. Curiously, both interfaces can only occupy the first two-thirds of the touchscreen, with the other third solely relegated to displaying the audio source. Even though its lesser platform-mate, the similarly redesigned Nissan Pathfinder, features dedicated knobs for volume and tuning, the QX60 makes do with only a small volume spinner.

Nissan’s corporate 3.5-liter V-6 continues as the QX60’s only engine. It makes 295 horsepower here. The engine’s a little peaky, with 270 pound-feet of torque peaking at 4800 rpm. A new nine-speed automatic transmission (thankfully) replaces the old CVT; it routes torque to either the front or all the wheels. Although this engine remains a relatively smooth one in normal use, winding it out close to its redline does result in a guttural groan from beneath the hood. Fortunately, the transmission shifts smoothly and exhibits a willingness to downshift once you toggle the most aggressive Sport drive mode. In its standard setting, the nine-speed rushes to reach top gear and prefers to stay there unless prodded. We expect the QX60 to hit 60 mph in the mid-six-second range, similar to the slightly less powerful Pathfinder we recently tested. With fuel-economy estimates of 21 mpg city and 26 highway for front-wheel-drive models, the new QX60’s ratings fall by 1 mpg on the interstate yet improve by the same amount around town; subtract 1 mpg in both measures with all-wheel drive. On the road, the QX60 exhibits somewhat of a split personality. Infiniti has upgraded the suspension with double-piston dampers to better control body motions. But the result on the optional 20-inch wheels (18s are standard) may be a touch too firm for some. While this heightened sense of agility can be at odds with the action of the numb, lifeless steering, we suspect that if prospective buyers can overlook the stiff ride they probably won’t be bothered by the lack of steering feel.
The 2022 Infiniti QX60 will go on sale later this year, with prices starting at $47,875 for the Pure model and its standard panoramic moonroof, power liftgate, heated front seats, and three-zone automatic climate control. That outlay represents a $2500 increase over the base price of the 2020 model. All-wheel drive is a $2000 option on any trim level, and checking that box also unlocks a $900 towing package that allows the QX60 to tug a solid 6000 pounds, up from the standard 3500. The priciest Autograph version includes both that package and all-wheel drive at its $64,275 starting point. As before, the QX60’s price spread puts it in hotly contested territory. A loaded Hyundai Palisade, for example, costs less than $2K more than the QX60’s base price yet features many of the amenities found in the Infiniti’s top trim level. And additional competitors abound, from the Lincoln Aviator to the Volvo XC90. But with its attractive new design, both inside and out, plus a generous roster of modern amenities, the QX60 is now a much more competitive player. Infiniti expects that the QX60’s changes will not only help secure this SUV’s top-selling position in its lineup, but also attract new buyers to the brand. After our initial stint behind the wheel, that confidence seems justified.

Specifications

Specifications
2022 Infiniti QX60Vehicle Type: front-engine, front- or all-wheel-drive, 6- or 7-passenger, 4-door wagon
PRICE
Base: Pure, $47,875; Luxe, $53,925; Sensory, $57,375; Autograph, $61,375
ENGINE
DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 213 in3, 3498 cm3Power: 295 hp @ 6400 rpmTorque: 270 lb-ft @ 4800 rpm
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 114.2 inLength: 198.2 inWidth: Tk.T inHeight: 69.7 inPassenger Volume: 140 ft3Cargo Volume: 15 ft3C/D est): 4500–4650 lb
PERFORMANCE (C/D EST)
60 mph: 6.6–6.7 sec1/4-Mile: 16.5–16.7 secTop Speed: 120 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 22–23/20–21/25–26 mpg

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