Car Reviews

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

Specifications

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

Estimated base: $30,000
ENGINE

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

6-speed manual, continuously variable automatic
DIMENSIONS

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

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

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

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

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

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

Specifications

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

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

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

Specifications

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

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

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

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

Specifications

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

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You might think a Rolls-Royce Ghost Black Badge is dark as the ocean floor, its black paint so deep that you see fish beneath the surface of its fenders, volcanic vents behind the coachline, Atlantis in the decklid. But it doesn’t have to be. If all black isn’t your thing, you can order a Black Badge in green, the bright poisonous pop of a rainforest tree frog or the verdancy of a topiary garden, or any hue between or surrounding on an infinite color wheel, including the Burnout Grey of the model we sampled. Slap on the Black Badge and let other Ghost owners know you’ve got a dark edge—and that you’ve outspent them. Rolls-Royce is all about satisfying its customers’ desires, and it says that more than a quarter of them desire to own a version of a rare, expensive car that’s even rarer and more expensive. Also, they like blacked-out trim. It’s not giving in to marketing to say that driving a Rolls-Royce is unlike driving any other automobile. Like its namesake, the Ghost hovers, absolutely wafts down the street, more silent than an electric car, 12 cylinders of combustion barely whispering their presence. It is a car for people who don’t want to be bothered by, or bother with, the outside world. Yet this creates a conundrum for some would-be buyers. One doesn’t drive a Rolls-Royce to be ignored; can’t this thing rumble just a bit—emanate a little less dusty-haunted-mansion and a little more sexy-hunting-vampire? The standard Ghost intimidates by disdaining to acknowledge you. The Ghost Black Badge exudes an active menace. Of course, menace doesn’t come cheap, and the Black Badge package adds $43,850 to the $398,850 starting price of the 2022 Ghost. The car we drove would put a $492,250 dent in your account balance. But we’re talking about a vehicle that offers a $17,000 umbrella option—money as we know it is meaningless.

Rolls-Royce

For the meaningless $44K, Rolls-Royce adds menace to the standard Ghost with darkened chrome trim and unexpected carbon fiber. Blackout and composite may seem like old news to anyone in the tuner or custom scene, but on a Roller with its history of silver ladies, polished trim, and more leather and wood than an English-manor library, such modern materials represent a big change in aesthetic. Smoked brightwork, the result of a chemical process done during the chroming, includes a dark mirror gloss on the grille, emblems, and retractable Spirit of Ecstasy hood ornament, and Rolls says the finish will not chip or peel. The carbon wheels, composite barrels around a forged aluminum hub, save some pounds but are about as helpful in weight loss as turning down a third piece of pie on Thanksgiving—the car weighs a hefty 5500 pounds. They look good though, accented with a color-keyed pinstripe and always-upright center caps, and make a counterpoint to the Ghost’s prewar-era profile.

Rolls-Royce

Inside, Black Badge cars offer more carbon fiber, here a custom weave of aluminum thread and carbon strand. Interior shiny metals are smoked just like the exterior chrome, although there seems to be some randomness to which pieces go dark and which—like the sill plates in our sample car—remain bright. Like the paint, interior color choices are limited only by imagination. We opened the reflective black doors of one car to find a pumpkin-orange interior, something we should have expected based on the orange coachline down the side and the matching leather-wrapped key. If a Halloween-themed Ghost is too on the nose for you, pick something else—we couldn’t get through all the options in the configurator. Who knew cows came in so many colors? Everything inside the Ghost feels nice: This is what you pay for, a lambswool carpet wasted on those wearing shoes and leather trim even where you barely see it, like on the inside of the B-pillars, a lavish resting place for seatbelt anchors. There is some plastic in the cabin—the spindly turn-signal stalk is a disappointing standout—but most surfaces are decadently soft, smooth, and glittering. Rolls-Royce has moved away from the idea that all its buyers are chauffeured, and the performance aspects of the Black Badge are aimed at increasing driver enjoyment. While the mechanics of the turbocharged 6.7-liter V-12 and all-wheel-drive chassis remain unchanged, the engine tune now offers a 28-hp boost to 591 and a 37-lb-ft increase to 664. It also returns an estimated 14 mpg combined, and that’s the last we’ll say about that. We’ve already established that this isn’t a car to make people like you. Beneath the polished and painted body, the air suspension is stiffer, and while a Sport mode would be uncouth, a Low mode on the gear stalk speeds and tightens up shifts, increases the steering effort from one finger to two, opens baffles in the exhaust, and adjusts the air springs and active anti-roll bars to sacrifice just a smidge of the Ghost’s untroubled float for just a smidge more upright handling in curves. It is black (badge) magic for a car so large and loaded to be even half this maneuverable, although, for a Ghost, it’s a rough and rumbly ride.

Rolls-Royce

While outrageous forward thrust and weighty stability make the Ghost simultaneously thrilling and relaxing on a highway—this is truly a car for a long journey—around town it offers some challenges that hint back to its past as a car to be driven in rather than to drive. Visibility is terrible, all A-pillars and too-wide mirrors in front, nothing but leather-wrapped B-pillars and starry headliner to the rear. The brakes and steering both can be described as soft, pleasant for passengers but requiring more attention from drivers. Parking is saved from nightmare territory by truly excellent cameras, warning not just of curbed carbon-fiber wheels but also of obstacles that might impede the elegant exit of passengers via the rear-hinged doors. It is an amusing car to pilot, but still feels best from the back seat. It’s hard to summon sympathy for car shoppers with half-million-dollar budgets, but imagine for a moment that you’ve made a name for yourself as a rebel, a gangster, proudly one step off from the mainstream, and now here you are, with more money than you can lose on NFTs, trying to hold onto edginess amid the dulling effects of wealth. What a trial it must be to maintain even the slightest hint of counterculture street cred when you’re being massaged under starlight in a car with a little silver lady on the hood. But if the lady were dressed in black? That’s kinda punk rock, right? The 2022 Rolls-Royce Ghost Black Badge aims to satisfy the segment of the customer base who wants to be pampered but is willing to pay more for just a hint of reassurance that they’re still hardcore.

Specifications

Specifications
2022 Rolls-Royce Ghost Black BadgeVehicle Type: front-engine, all-wheel-drive, 4- or 5-passenger, 4-door sedan
PRICE
Base: $442,700
ENGINE
twin-turbocharged and intercooled DOHC 48-valve V-12, aluminum block and head, direct fuel injectionDisplacement: 412 in3, 6749 cm3Power: 591 hp @ 5250 rpmTorque: 664 lb-ft @ 1700 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 129.7 inLength: 218.8 inWidth: 77.9 inHeight: 61.9 inTrunk Volume: 18 ft3Curb Weight (C/D est): 5500 lb
PERFORMANCE (C/D EST)
60 mph: 4.2 sec100 mph: 10.3 sec
Top Speed: 155 mph
EPA FUEL ECONOMY
Combined/City/Highway: 14/12/19 mpg

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[image id=’b88d453b-a60f-43ef-a8dc-b0e7858b6ca0′ mediaId=’f2697b6d-76a0-485b-b062-124c671eb3b9′ align=’center’ size=’large’ share=’false’ caption=” expand=” crop=’original’][/image]From the January 2022 issue of Car and Driver.”Basically, our product plan is stolen from Spaceballs,” Tesla CEO Elon Musk said with a smirk when unveiling the 1020-hp Model S Plaid, referring to the 1987 film parody of Star Wars. In that movie, the fastest faster-than-light speed is called ludicrous speed. When the ship Spaceball I reaches that speed, it appears plaid, leading a character to remark in wide-eyed awe, “They’ve gone to plaid.” Both Ludicrous and Plaid have been names for modes in the swiftest Model S variants.[editoriallinks id=’676ff7e5-d65c-4745-95e6-59e60d664781′ align=’left’][/editoriallinks]Teslas have always been quick, and the company, led by its nerd-in-chief, seems almost equally proficient at pushing inside-joke boundaries and making serious, industry-shifting moves. The Plaid is the result of both, and it absolutely delivers on taking Tesla’s performance to new ridiculous heights. It’s the first Tesla powered by three electric motors, two at the rear and a third at the front axle, all of them now permanent-magnet synchronous AC machines. New in the Plaid are carbon-fiber-sleeved rotors (just like it sounds, that’s the spinning part of the motor). The carbon-fiber shell holds each rotor together to enable rotational speeds of up to 20,000 rpm, about 25 percent faster than before. Because of the dissimilar coefficients of thermal expansion between carbon and copper, Tesla says the motor’s copper wire must be wound at extremely high tension, resulting in a very efficient electromagnetic field. Furthermore, the Plaid addresses the EV shortcoming (particularly in those that employ a direct-drive transmission, like Teslas) that power falls off dramatically with speed. Tesla claims that the Plaid continues to make 1000 of its 1020 horsepower all the way to its 200-mph top speed. Despite the extra motor, the Plaid weighed in at 4828 pounds, 175 pounds lighter than the last Model S Performance we tested.[image id=’16638ef9-ff8e-4000-9a32-18b3dbba7493′ mediaId=’4e0813d6-b16f-41b8-b529-5cf639ab55d2′ align=’center’ size=’large’ share=’false’ caption=’The latest Model S’s instrument panel is simpler than before and shifts the 17.0-inch touchscreen orientation from vertical to horizontal. The audio system features 22 speakers and 960 watts of power.’ expand=” crop=’original’][/image][pullquote align=’center’]HIGHS: Insanely responsive and swift powertrain, plenty refined for everyday use, impressive range.[/pullquote]To unlock maximum acceleration, select Drag Strip mode, which heats the battery to the optimum temperature, then mash and hold the brake and accelerator pedals for about 10 seconds to signal the air springs to lower the front end. The front tires tuck into the fenders in what Tesla calls a cheetah stance (without the waiting, we found it to be just 0.1 second slower to 60 mph and through the quarter-mile). The initial launch hit isn’t the gut punch you might expect, as the power must be ramped in judiciously to maintain traction. The shocking bit is after the Plaid’s 2.1-second flash to 60 mph, when it’s accelerating so quickly that your surroundings start to mimic the silly plaid animation on the dash screen. The VBox test equipment recorded 4.3 seconds to 100 mph and a 9.4-second quarter-mile, a tie with the Bugatti Chiron Sport for the quickest quarter we’ve ever measured.If you’ve been following Tesla, you know that performance tapers off quickly after more than one or two acceleration runs on a full charge. No longer. The Plaid’s radiator is twice as large as before, and our test car ran eight consecutive consistent passes, the last one at an 80 percent state of charge.[image id=’ee4b9879-d4dd-4e16-8411-74f9c11c4531′ mediaId=’da44ae61-1652-41c3-9bed-7d8aeaa43091′ align=’center’ size=’large’ share=’false’ caption=” expand=” crop=’6×4′][/image]The Plaid is certainly the least ostentatious car that can run nines in the quarter-mile. It doesn’t draw envious looks or adulation on the road. All its new tricks are hidden beneath familiar, decade-old sheetmetal. But for a large four-door that seats five, rides comfortably, and starts at $131,440 to mix it up with multimillion-dollar exotics is an amazing accomplishment. The Plaid actually blows the quickest exotics away in our passing tests, where it shot from 30 to 50 mph in 0.9 second and from 50 to 70 mph in 1.0 flat. Those are the quickest times our test gear has ever witnessed, more than twice as quick as the Chiron and about a 30 percent improvement over last year’s Model S Performance and the Porsche Taycan Turbo S.[pullquote align=’center’]LOWS: High-speed wandering, poorly integrated steering yoke, no at-the-limit feel.[/pullquote]But it wouldn’t be Tesla if it didn’t overpromise, and the Plaid can’t get anywhere near the company’s 200-mph claims. Our test car topped out at a governed 162 mph, no faster than last year’s Model S Performance. Tesla is perpetually a few software releases—and new vehicles and assembly plants—away from delivering on its claims, and it of course swears that an update will unlock the true Plaid speed.[image id=’43c283d8-6be3-4a37-bb52-0e56c50aaca6′ mediaId=’f5015b84-b16e-4e04-b8a5-92c0f0ab97d4′ align=’center’ size=’large’ share=’false’ caption=’For $137,440, you get part of a steering wheel. The Plaid offers three interior colors; this one is black.’ expand=” crop=’original’][/image]But, trust us, you don’t want to do 200 mph in this car. Even 162 mph was terrifying, wandering and nervous to the point that we were concerned about our ability to shepherd it between lane lines. The steering doesn’t firm up enough with speed, making the task more difficult. At similar velocities, a Taycan is resolutely stable. Another reason to fear a 200-mph speed is brakes that got soft during our testing. Although our braking regimen isn’t nearly as severe as what a racetrack demands, a warning message reporting the brakes’ demise popped up on the dash. Between the flappability at high speeds and the iffy brakes, our helmets are way off to former FIA GT racing driver Andreas Simonsen, who piloted the Plaid to what must have been a harrowing 7:35 Nürburgring lap.The Plaid’s huge improvement in cornering grip likely played a part in that ‘Ring time. On the skidpad, the Tesla delivered a Corvette-beating 1.08 g’s, up from 0.92 g. The Plaid-spec Michelin Pilot 4S tires are 30 millimeters wider than before with perhaps some Cup 2 magic sprinkled in.[image id=’7d8a43ea-3109-4cb9-ad48-1d0b4e97ae57′ mediaId=’0fcd152b-c80f-400e-9a23-7061274881ef’ align=’center’ size=’large’ share=’false’ caption=” expand=” crop=’original’][/image]Now it’s time for your regular reminder that there’s more to the driving experience than numbers, a drum we beat regularly when we explain why a clear objective champ didn’t win a comparison test. The Plaid is a zombie at the limit, with nothing coming up through the two girthy grips at the end of the steering yoke. Getting that staggering skidpad number took far more runs than is typical because of the car’s unpredictability. Turning right, it would walk itself into oversteer, which would then result in a heavy-handed smackdown from the stability control. Tesla touts that the Plaid’s dual rear motors enable torque vectoring, but there’s none to be had near the limit because of the undefeatable safety net. A Model 3 Performance with the variable (and defeatable) Track-mode settings is far more satisfying and fun.[pullquote align=’center’]VERDICT: There’s more to greatness than quickness.[/pullquote][image id=’ff487da9-cc00-4d0a-bd38-ba5b772d8768′ mediaId=’e91bdec8-934b-4abb-8fec-18b7ce096585′ align=’center’ size=’large’ share=’false’ caption=” expand=” crop=’original’][/image]There’s also that steering yoke, something that doesn’t have to be a terrible idea but becomes one when a manufacturer neglects to pair it with a quicker steering ratio. At speed it works fine, and we quickly acclimated to the touch-sensitive turn signals and other ancillary controls. Plus, the unobstructed view forward is an improvement. But the Plaid and its 2.3 lock-to-lock turns violate the first rule of yokes, which is that you never want to have to turn one past about 180 degrees. This quickly created bad habits, such as reaching across to grab the wrong side of the yoke when initiating a turn that would have otherwise required hand-over-hand confusion.The yoke garners most of the attention inside, overshadowing a much-needed comprehensive overhaul of the Model S’s interior that uses far richer materials. There’s a 17.0-inch center screen that’s now horizontal, a 22-speaker stereo system, and thicker acoustic glass that makes the interior significantly quieter than before.[image id=’e0e9ea58-3242-432c-bec4-3313e17eb69d’ mediaId=’e5345be7-28d2-40dc-a830-2d3d36f29baf’ align=’center’ size=’large’ share=’false’ caption=” expand=” crop=’original’][/image]Tesla loyalists will notice that the Mercedes-Benz-sourced shift and turn-signal stalks and window switches are gone. Shifting into gear is done with a swipe of the touchscreen. That strikes us as a questionable idea, since an infotainment-screen meltdown is not a rare event, for Tesla or any other automaker. At least Tesla has built in a workaround to shift via the center console when that happens.[image id=’6fc0240c-0f5c-491e-abce-205e88c0915d’ mediaId=’1fd67093-37f0-4bed-80b7-4dc1b35a341b’ align=’left’ size=’small’ share=’false’ caption=’Sign up for our new weekly EV newsletter, State of Charge. SIGN UP’ expand=” crop=’1×1′][/image]Despite the added performance equipment, our test car delivered an impressive 280 miles of range in our 75-mph highway test. That’s 80 percent of its 348-mile EPA range, a higher proportion than we’ve seen in our other Tesla tests. Some credit should go to the Plaid’s heat pump, which Tesla claims uses 50 percent less energy to warm the cabin. The Plaid went farther than every other EV we’ve tested except the more efficiency-minded Model S Long Range Plus. Which, considering the Plaid’s speed and sticky tires, is monumentally impressive. The car also delivered on Tesla’s promise of substantially faster recharging ability, nabbing the highest average charge rate we’ve measured.”We have to show that an electric car is the best car, hands down,” Musk said regarding the Plaid’s importance. He cites acceptance of electric vehicles as critical to the future of sustainable transportation. While the Plaid is amazing in many ways, it’s not the best. Among other things, are there flaws more fatal than no power oversteer in a 1020-hp sledgehammer?[mediaosvideo align=’center’ embedId=’97028704-c6f8-4abb-8192-a1a10683ed2d’ mediaId=’df83750c-c33a-40ff-bcda-3925c893661d’ size=’large’][/mediaosvideo]DialogueI expected a launch-control start in this power-crazed Tesla to blow my synapses (it did). I didn’t expect what it was like the rest of the time. A stab of the accelerator at 20 mph or 100 mph—it didn’t matter—caused it to blast off with such instant, cartoon-like, reality-bending ferocity that my neck muscles strained mightily to keep my head level. Whoa! I wish I could give every EV hater a ride in this thing. Its ability to blow minds might also change a few. —Rich CepposThe yoke might be fine when you’re cruising down a straight highway, but a wheel works in that scenario too. Try parking or turning around in the Plaid and you gain a new appreciation for a steering wheel’s rim. Compared with the yoke, the new digital gear selector works fairly well. Although there are times when the system doesn’t understand that you want drive and not reverse, a quick corrective swipe on the left side of the display gets you moving in the right direction. —Drew Dorian [image id=’7f7adac1-ff53-4ba5-ae5f-c0d668bcaea2′ mediaId=’5f696f47-9108-40c5-be11-5d9f8091c696′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][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=’31283575-d630-47d3-9dfb-be31bbebaf07′ align=’center’ size=’medium’ share=’false’ caption=’A car-lover’s community for ultimate access & unrivaled experiences. JOIN NOW’ expand=” crop=’original’][/image] More

Only last year the Genesis G80 was all-new from the ground up. With a choice of two punchy turbo powertrains and the latest iteration of the Genesis design language, we found much to like in the Korean automaker’s third-generation luxury mid-size sedan. All we wanted was a touch more athleticism. Apparently, we rubbed the right lamp, because for 2022 our wish has been granted in the form of the new G80 Sport. More responsive handling leads the list of enhancements. In the Prestige trim, which we drove, the adaptive suspension gains a unique tuning that stiffens the front and rear dampers by 4 percent and 12 percent, respectively. And with the newly available summer-tire option ($500), the Sport is indeed livelier. Blitzing through tree-lined curvy roads just inland of the Central California coast, we appreciated its newfound agility through the corners.

Credit also goes to the Sport Prestige model’s rear-wheel steering, which turns the wheels in phase above 37 mph to enable more stable handling. Below that speed, they’ll turn in the opposite direction by up to 2 degrees. The turning radius is nearly two feet tighter as a result, with a full circle complete in a relatively trim 36.2 feet. One change we didn’t wish for: All-wheel drive is now standard on every G80 Sport. And since every V-6-powered G80 is now a G80 Sport, that means if you want rear-wheel drive, you’ll have to settle for the 300-hp turbocharged 2.5-liter four-cylinder model. Rather unsportsmanlike, if you ask us. But genies are known for loose interpretations.
At least the 375-hp twin-turbo 3.5-liter V-6 remains a powerful and willing accomplice. Its peak torque of 391 lb-ft is available from 1300 to 4500 rpm, delivering a reassuring amount of thrust in practically any situation. Midrange passing is where it truly excels, providing a punch of seamless power on demand accompanied by a pleasing, muted growl. The engine note is electronically enhanced through the speakers, and we appreciate the ability to turn it off completely. Take note, BMW.While we lament the loss of a true rear-wheel-drive model, at least the AWD system can shuttle 100 percent of the engine’s torque to the rear wheels. The eight-speed automatic is also quick to respond, though the tiny shift paddles require a long reach and will have you wishing for longer fingers. Exclusive to the Prestige trim is a Sport+ mode that features an aggressively quick shift pattern, a true manual mode, and a more permissive stability control. Those chasing pink slips on Friday nights will appreciate the addition of launch control. Choose your opponents wisely, however. In our previous testing, a 4321-pound 2021 G80 with rear-wheel drive managed only a 4.9-second sprint to 60.
The handsome sheetmetal receives a mild steroidal injection at each end. Up front, the lower valance now tucks up on either side toward the center for a more muscular look. The rear bumper is equally as sculpted, featuring beefy cutouts for a glimpse of the tire contact patches. A saucier color palette includes Siberian Ice and Cavendish Red, a hue reportedly inspired by the rubicund mud of Prince Edward Island.Inside, bolder colors and materials continue this sportier theme. Metal-finished pedals add bling beneath your feet. Aluminum or carbon-fiber trim replaces wood throughout the cabin, while a new steering wheel has three spokes instead of two. The herringbone pattern on the seats has been dialed up to 11, with sharply ribbed diagonal lines converging in a V-shaped exclamation point. When decked out in red or black with contrasting stitching, the look exudes retro alienlike form that fans of the 1983 miniseries V will appreciate. The “ergo motion” seats trade the pokes and prods of traditional massage for subtle, constant movements meant to gently activate the back muscles. We found the touch-sensitive seat controls to be surprisingly useful: Just grazing a fingertip over a switch reveals its corresponding function on the 14.5-inch touchscreen.
And while that display remains a bit of a reach for casual inputs, the console-mounted rotary knob is easy to master. We find it curious that wireless Apple CarPlay and Android Auto connectivity is still absent, considering its prolific availability on lower-end Hyundai models. Elsewhere, previously optional amenities are now standard, including heating for the steering wheel and rear seats, a surround-view camera, and the superb 21-speaker Lexicon audio system.These upgrades, however minor, might seem fruitless in a market increasingly dominated by SUVs. In their short time on the scene, the GV70 and GV80 have already commanded roughly 60 percent of Genesis sales. But reps for Genesis insist that the SUVs have also provided a halo effect for the rest of the lineup, luring in buyers new to the brand. Offering a viable sedan alternative is an important part of the portfolio, they claim, and justifies such an investment in the G80 only one year after its launch. The new G80 Sport adds spark to an already impressive package. And with its starting price of $64,495, we think the G80 Sport is a viable competitor to the six-cylinder offerings from Audi, BMW, and Mercedes.

Specifications

Specifications
2022 Genesis G80 SportVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base: $64,495
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injectionDisplacement: 212 in3, 3470 cm3Power: 375 hp @ 5800 rpmTorque: 391 lb-ft @ 1300 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 118.5 inLength: 196.7 inWidth: 75.8 inHeight: 57.7 inPassenger Volume: 104–108 ft3Trunk Volume: 13 ft3Curb Weight (C/D est): 4500 lb
PERFORMANCE (C/D EST)
60 mph: 4.8 sec100 mph: 11.9 sec1/4-Mile: 13.5 secTop Speed: 155 mph
EPA FUEL ECONOMY
Combined/City/Highway: 20/17/26 mpg

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Electric cars are supposed to be quiet, but this one isn’t. This very loud EV is the Mission R, a 1073-hp one-of-one concept/racer that provides a look at a potential future for customer sports-car racing, a niche that Porsche usually feeds with 911s. While the Mission R might not sound like any race car we’ve ever driven, the same advice applies: Wear earplugs. From inside it sounds like you’re sitting next to a washing machine with a bad bearing as it kills itself during a spin cycle. Credit the two straight-cut reduction gears (one front and one rear) that transmit power to mechanical limited-slip differentials.Hitting the brakes really makes the thing scream. Like every EV, the Mission R’s two electric motors work to convert speed into electricity through regenerative braking. As the motors fight against the car’s inertia, the noise cavitates your eardrums. As a result of the aggressive regen, the friction brakes are barely stressed. Porsche doesn’t even fit dedicated brake ducts. A full 60 percent of the braking in front is done by the motor, and all the rear braking is handled by the motor—Porsche suggests starting with the battery charged to 85 percent so that regen is always available. The brake pedal is race-car firm and easy to modulate, which is good because there’s no ABS.

Properly slowed, the Mission R turns in instantly with a small movement from the yoke. In goes the nose and then it tucks into the bend. Suddenly, the straightaway calls and it’s time to send the battery’s juice to the motors. The two motors thrust the horizon into the foreground and strain your neck in a way that will lead to a funny conversation with your physical therapist. The 1073 horsepower is available in Qualifying mode, but in Race mode (the one we ran in) peak power is 671 horses. Porsche claims a top speed of more than 186 mph, but this prototype is governed to 62 mph to protect Porsche’s $10 million investment. The Mission R maxes out in a couple of places on the track, but the course at the Porsche Experience Center Los Angeles (PECLA) is tight enough to make us feel like we’re not missing out on much. Accelerating to 62 mph from a stop is claimed to happen in less than 2.5 seconds.

Another odd part of the experience is the lack of gear shifts. Chasing a new 911 Turbo S around the track, you notice how much the 911 is upshifting and downshifting because the Mission R is a direct-drive setup. There’s no need to reach for a wooden shift knob or a paddle, there’s no tachometer to monitor, no shift lights, and you don’t need to think about keeping the engine near its torque peak. The arresting thrust of the motors is there no matter how fast you’re going, a seemingly endless rush of power. To ensure that the power out of the motors doesn’t taper off, Porsche bathes the motor windings in oil to keep things cool. The battery cooling strategy involves a fluid bath too. Porsche promises that the Mission R’s 82-kWh battery makes a 30-minute track session possible.
Based very loosely on a production car—the floorpan is lifted from the current 982 Cayman—the roughly 3300-pound racer is 170.3 inches long, a couple of inches shorter than a Cayman. At only 46.9 inches high and styled to kill, the Mission R looks like a Le Mans prototype left in the dryer a little too long. Inside, the concept has a 3D-printed race seat and some switchgear that does nothing more than look good on the auto-show floor. Clear polycarbonate roof panels let the light shine in. Compact and mean looking, aside from the shrieking drivetrain, the Mission R is easy to drive quickly. There are no tricky handling characteristics, the 40/60 front-to-rear balance isn’t easily upset, and the race slicks hang on tight.
Provided the pits have a fast-charging hookup, the onboard charger can swallow 350 kilowatts, allowing the 900-volt battery to go from five to 80 percent in a claimed 15 minutes. The connection is at the back and the battery isn’t far away, mounted transversely behind the driver. As a proof of concept, the Mission R works. It’s fun and fast and shows us what electrification will be like on a track. The sounds it makes aren’t particularly pleasant, and from outside all you hear is what sounds like gear whine. In terms of mechanical music, a ripping flat-six will always outplay an electric motor. We imagine that fans of piston aircraft felt the same sort of way as roaring turbines began to invade their airspace. We’re at the beginning of a similar shift, but at least early jets sounded like really loud blowtorches and not dying appliances.

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