Car Reviews

20,000-Mile UpdateSince we last checked in, the CR-V has led an unremarkable life. We mean that somewhat literally, as only two people have taken the time to comment in its logbook: the first to complain about more hiccups with Apple CarPlay, the second to note the Hybrid’s lackluster passing power on the freeway and its long-winded and “incredibly obnoxious engine note” as you hustle to merge into 70-mph traffic. That said, you have to wonder if this staffer has particularly sensitive ears, as most everyone else finds the cabin a comfortable, quiet place to spend time. Honda even padded the interior with extra sound insulation, and the audio system’s active noise-canceling works to keep engine droning down to 72 decibels at full throttle. This is a huge improvement over the turbocharged 1.5-liter in the base CR-V, which helps generate 78 decibels’ worth of racket when the pedal’s on the floor.[image id=’763a52b7-b289-4831-a184-6fe1bef204db’ mediaId=’2440fae5-2e5a-4db5-ac4d-11d2c5bc7390′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image][editoriallinks id=’cd25e052-b015-4996-a635-b0d1dded3485′ align=’left’][/editoriallinks]Opinions also differ when it comes to the center console. Some like its flexibility and open shelving. Others would prefer a dual-level enclosed setup, thinking it would better utilize the space, but we’re scraping the barrel for critiques here.As for fuel economy, the compact crossover continues to impress around town, with some drivers seeing nearly 50 mpg. When speed ticks up, though, our average tanks. Our 75-mph highway test returned 29 mpg, six shy of the EPA’s highway rating. We’ve mentioned this poor showing before, but it bears repeating, given that the hybrid model is supposed to be the efficient choice. We’ve played around a bit with the steering-wheel paddles, which adjust the level of regenerative braking you experience and should ostensibly improve fuel economy. They’re a nice thought, but without looking at the owner’s manual, we found it difficult to decipher how they function. The system attempts to mimic how a conventional automatic would downshift, but it doesn’t make it easy for the driver to know what’s going on.[image id=’076a1604-8b06-446e-9021-349f69df347e’ mediaId=’57271ffd-49da-4738-b3cb-356785853f54′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]The car uses chevron graphics in the instrument cluster to show you the amount of regen at any given time, which is odd and imprecise. Numbers would be much easier to read and interpret at a glance. Then, when the system decides its work is done, you receive no feedback that it’s “shifting” back to normal coasting. One commenter noted: “It makes sense that in its default mode, the regen system prevents an accidental paddle slap from locking in unnecessary regen, messing with economy and drivability, but for Honda to design it this way—with the expectation that the user will not understand it—is a bad place to start. Instead, the result is unpredictable, lacks the feedback you’re accustomed to, and is unintuitive to use even if you’ve read the manual.”Since our last update, we took the CR-V to the dealer again for regular maintenance. Dictated by the car and not the mileage, these visits have revealed nothing untoward. After our first appointment, at 10,350 miles, the vehicle asked for another trip to the service bay just over three months and 11,000 miles later. The so-called B1 service required a bit more work and expense than the first stop. For $237, the dealer changed the oil and oil filter, rotated the tires, and inspected the battery connections, brakes, tires, and coolant levels. The tech also replaced the rear-diff fluid. [image id=’b1c0429b-0ffe-42e3-bc5a-d7576128d586′ mediaId=’9797f422-dbef-488e-806b-5991b5df9150′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]It’s a good thing when service histories are unexciting, but less so on the driving front. As if in hopes of conjuring some old-school Honda feistiness from the electrified CR-V, someone slapped a Type S sticker on its butt. Which is mildly amusing, seeing how this “performance” variant—with 22 more horses than the nonhybrid CR-V—doesn’t inspire spirited driving of any sort. It’s transportation, not entertainment. ­A journey to the store likely passes in a blur, and as you walk through the automatic doors back into the parking lot to a sea of white and silver crossovers, you may wonder which one is yours. We certainly did.We’ll update you with another riveting chapter of the CR-V Hybrid story in about 10,000 miles. We’d hazard a guess they’ll be just as amiable and uneventful as the first 20K.Months in Fleet: 8 months Current Mileage: 23,444 milesAverage Fuel Economy: 30 mpgFuel Tank Size: 14.0 gal Observed Fuel Range: 420 milesService: $309 Normal Wear: $0 Repair: $0Damage and Destruction: $0View Specs10,000-Mile Update[image id=’035a8513-5476-496a-b096-301943d55aba’ mediaId=’071a3183-fc52-44b7-abfa-fe3a25c0e8ea’ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]During the long and gray winter months, the long-term Honda CR-V Hybrid spent most of its days traversing Michigan’s flat, straight, and pockmarked roads, eliciting logbook responses of “perfectly fine,” “good enough,” and “I feel nothing when I drive this.” To find out if a much-needed change of scenery would inspire more feelings for the CR-V, we took the Honda on a two-week road trip to Colorado’s mountains.The CR-V fit everything we needed for the 4500-mile trip—a giant duffel, a carry-on suitcase, a large shopping bag, two backpacks, bike helmets, and more—under the cargo-hold privacy screen with room to spare. We had a decent success rate with Honda’s kick-under-to-open-hatch feature, but my passenger noted: “It’s nice when you need it, I guess, but we didn’t. Plus, you look extra silly when you try it and it doesn’t work.” By day four, the novelty had worn off, and we did the much easier thing of using our hands to hit the button on the liftgate or the fob.[image id=’d8c47466-c883-4a4c-aa16-853fafef3bd9′ mediaId=’fbf0350b-c9b4-4f27-b90d-f1e230efbc30′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image][editoriallinks id=’750d3a51-83c4-4cf5-8878-196f84176130′ align=’left’][/editoriallinks]Up front, we had plenty of places to stash our phones, masks, and snacks. While none of the actual cupholders will accommodate Nalgene’s rather large water bottles, the deep bin between the seats will hold two of ’em and a Costco-size bag of Goldfish. What more could you want out of a road-trip vehicle? Comfort?Sit in any seat long enough and your backside will begin to ache. How long a chair staves off pain is a good way to measure comfort, and the Honda’s front seats kept the soreness at bay for an impressive amount of time. Discomfort began to set in late on day two, after we’d accumulated 15 hours of saddle time in a 36-hour period.[image id=’a0e06d5e-9ae1-4a00-a1c8-2ceb3b40e36b’ mediaId=’393f652c-890e-4ce4-ba90-b0051f6b9763′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image] Once in the mountains, we found we had to constantly fiddle with the automatic climate-control settings, as the cabin felt much warmer than the set temperature. The HVAC didn’t have to work against extreme conditions—the ambient temperature varied between the high 50s and low 70s—but Colorado’s brightly shining sun likely played a role, as did the oft-elevated body temperatures of the two out-of-shape hikers in the vehicle. All the same, we wished for ventilated seats—something Honda offers on the Accord, Odyssey, Pilot, and Passport. The Touring model’s standard wireless charging pad is a good place to set your device—so long as it’s encased. If you’re among the 20 percent of people who don’t wrap their phones in some kind of grippy material, consider relegating one of your cupholders to phone-holding duty. Otherwise, your device will likely slide off the pad even in gentle turns. Wireless charging is great for those times when everyone in your party is out of mobile range and they forget to turn on Airplane mode, thus resulting in several dead batteries. But given you need a cable to use Apple CarPlay in this Honda and that wireless charging is finicky unless the phone is perfectly aligned, the pad is best left to occasional use by passengers.[image id=’6ca2edd0-3408-41c6-bbab-7386ec5bbca4′ mediaId=’d78256bf-79f1-4774-b453-4a04c70b82d1′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Honda’s infotainment system isn’t the worst out there, but it’s also not the easiest to use. One logbook commenter described it in less forgiving terms, saying it’s “ugly and slow and nonintuitive.” For this reason—and because we wanted to binge-listen to the podcasts You’re Wrong About and Conan O’Brien Needs a Friend—we bypassed Honda’s native system and used Apple CarPlay for most of the trip. We made the switch to satellite radio on the last morning of our two-week adventure, when the infotainment system—which had worked flawlessly until this point—suddenly wouldn’t activate CarPlay for either of our iPhones. A simple ignition cycle wasn’t enough to correct the issue. Searching online forums for a solution, we discovered how to reboot the infotainment system. Simply press and hold the volume knob for 10 seconds and you’ll be back to hearing Michael Hobbes explain how you’re wrong about the maligned Ford Pinto.[image id=’1e57962f-ea22-4e87-b657-69065b451fab’ mediaId=’1dbd8a4e-b88b-45d9-a821-835d2d5250a0′ align=’right’ size=’large’ share=’false’ caption=” expand=” crop=’6×4′][/image]Should you become enthralled with a podcast, the CR-V offers assistance with several aspects of driving. Enable lane keeping and the CR-V will tug at the wheel to keep you from wandering. The adaptive cruise control works to slow and accelerate based on what’s in front of you. Like all of these systems, it leaves a large-enough gap (even if you select the shortest following distance) for traffic to cut in ahead of you, which then causes the Honda to brake, slowing things further. The hybrid powertrain works seamlessly, handling the handoff between gas and electric operation without a peep, but the car’s fuel economy has caused some disappointment. Print director Eric Tingwall went so far as to call it abysmal after he averaged less than 20 mpg on a tank. He wrote: “That was at a near constant 85 mph on winter tires with strong crosswinds, but still.” To be fair, Honda didn’t optimize the CR-V Hybrid for 85-mph cruising, but Tingwall points out that our recently departed long-term M340i averaged 30 mpg at 90 mph. Those of us who drive at lower speeds have fared better. Going west on I-80’s flat stretches, we observed 35 mpg, matching the crossover’s EPA highway estimate. Once we hit the mountains, the number fell well below 30 mpg. [image id=’62e5f9b0-f7bc-4b1f-b06b-322b655d699f’ mediaId=’50e8baef-9506-4c97-851d-a7127f9f2f35′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image] While the CR-V might not have us crafting love sonnets or jealously fighting at the sign-out board, its comfortable, smooth, and unobtrusive manners are winning our respect. And thus far, the CR-V has upheld Honda’s reputation for reliable transportation, having no mechanical issues. We’ve taken it to the dealer for its first service visit, wherein the technician performed an oil change, tire rotation, and inspections for $69. Stay tuned for more updates as we put on the miles.Months in Fleet: 7 months Current Mileage: 19,091 milesAverage Fuel Economy: 30 mpg Fuel Tank Size: 14.0 gal Observed Fuel Range: 420 miles Service: $69 Normal Wear: $0 Repair: $0Damage and Destruction: $0Introduction[image id=’99368921-a1ef-466f-a5f3-5d752eb05279′ mediaId=’69e0e4d6-4aef-4429-836e-598d0c34b269′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]We invited a 2021 Honda CR-V to join our long-term fleet so we could spend some quality time (and 40,000 miles) with Honda’s bestseller and the fifth-bestselling vehicle in the United States. We chose the hybrid because it’s new to the lineup and because we liked the 212-hp fuel-sipping powertrain in the Accord. In the CR-V, the system boosts fuel economy and performance, making it the choice for buyers who want efficiency and power. Those customers will have to shell out for it, though, given the CR-V Hybrid sits at the top of the range. In addition to shaking down the powertrain and seeing if it can deliver the promised fuel economy, we’re hoping this compact crossover—the brand’s first with hybrid power to make it to the U.S.—will give us a glimpse at the future of Honda, which will soon phase out gas-only powertrains in Europe. We ordered a top-of-the-line Touring model loaded with just about everything: leather seats (heated up front), navigation, wireless phone charging, Android Auto and Apple CarPlay integration, a nine-speaker audio system, a liftgate that opens when you wave your foot under the bumper, proximity key entry, remote start, the Honda Sensing suite of driver-assistance features, and more. Our $37,920 example has but one option: white paint for $395. Perhaps it’s because all of southeast Michigan is currently covered in two feet of snow or because half the vehicles in the grocery-store parking lot are also painted in America’s favorite automotive hue (and shaped like tall boxes), but the CR-V blends in a little too well with its surroundings. We wouldn’t call the color choice regrettable but maybe a bit forgettable.[image id=’ff2ff0dd-fe2a-4bc2-a3ba-20751206a03b’ mediaId=’89c90da5-7407-496b-88c9-7b7f50775fe6′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’original’][/image]Inside, Honda’s inoffensive design, easy-to-use 7.0-inch touchscreen, and highly adjustable center console should satisfy most shoppers in this class if not the nit-pickiest staffers on our masthead. Hybrid versions differ from regular CR-Vs in a few subtle ways. A unitless battery gauge replaces the tachometer in the digital instrument cluster and tells you vaguely how much juice you’re using at any given moment. Honda also opted for a push-button transmission instead of the chunky gear lever used in the core model. Staff reaction to push-button shifters is mixed, but the setup at least makes for a tidy, unobtrusive center console. In the same way a light color creates the illusion that a room is larger than it is, the Ivory surfaces in our CR-V make the cabin appear adequately spacious, which, granted, it is, offering 103 cubic feet of passenger volume. Provided that light-beige leather can withstand the dye in our Levis, the simplicity of this interior all but ensures it will age well.A couple of hybrid caveats to note: Choosing this powertrain nullifies the nonhybrid CR-V’s 1500-pound tow rating, so technical editor David Beard will have to look elsewhere when he wants to tow his snowmobile. Which is just as well, considering the cargo hold probably wouldn’t fit all of his gear. The gas-electric CR-V sacrifices six cubic feet of cargo space (and its spare tire) to the battery. The upside is that, compared with a regular all-wheel-drive CR-V, you gain 9 mpg in combined driving by the EPA’s yardstick. That said, if you drive like we do, you can expect much worse results: We’re currently averaging a mere 27 mpg.[image id=’6bd357c9-6932-4e0f-8a4d-53b67be656ee’ mediaId=’9df72e59-e963-40fa-833b-38a63069fb64′ align=’center’ size=’medium’ share=’false’ caption=” expand=” crop=’6×4′][/image]The Honda’s road manners are in line with the amiable-but-boring norm of the segment. Its smooth ride and secure handling are immediately apparent, but there’s nothing here that’ll make an enthusiast grin—unless of course you’re reading its VIN, which by dumb luck contains a bit of bathroom humor. Floor the accelerator and the powertrain fills the cabin with 75 decibels of sound. That’s quieter than the regular CR-V’s 78-decibel moan at full throttle. Due to COVID-19 restrictions, we haven’t had as many butts in these seats as we’d like, but after soft-shoeing it through the break-in period, we sent the Honda to the test track. The hybrid’s drive motor can contribute 232 pound-feet of torque from the get-go, which helps this ute reach 60 mph a tenth of a second quicker than the unelectrified model, but the latter catches up by 70 mph and pips the hybrid at the quarter-mile, 15.9 seconds to 16.1. Our long-termer also lagged behind the regular CR-V in braking (170 feet versus 165) and roadholding (0.80 g versus 0.85). Given both cars wear identical Continental CrossContact LX Sport tires, we suspect the hybrid’s extra 190 pounds are primarily to blame. Fortunately, in the real world, this CR-V seems more athletic than the gas-only version, and its quicker 5-to-60-mph time bears that out. As we put more miles on the odometer, we hope to see some of these numbers improve—particularly the observed fuel economy.Months in Fleet: 2 months Current Mileage: 5131 milesAverage Fuel Economy: 27 mpgFuel Tank Size: 14.0 gal Observed Fuel Range: 370 milesService: $0 Normal Wear: $0 Repair: $0Damage and Destruction: $0[vehicle type=’specpanel’ vehicle-body-style=” vehicle-make=” vehicle-model=” vehicle-model-category=” vehicle-submodel=” vehicle-year=”][/vehicle]

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A car like the Toyota GR 86 isn’t supposed to happen in this age of SUVs and electrification. Small and affordable coupes like the rear-drive GR 86 are pretty much dead. And yet Toyota has just refreshed its almost one-of-a-kind sports car, and it isn’t just good, it’s great.We adore high-powered coupes such as the 760-hp Ford Mustang Shelby GT500, but more than often their massive outputs make exploiting their capabilities on the street a lawyer-on-retainer task. In a car such as the 228-hp GR 86, there isn’t a big engine to make up for your cornering mistakes. What you do get is a sensation of speed that runs through the car’s chassis and controls.

Since the structure of the GR 86 is largely the same as the 86 that preceded it, we’d call it a major refresh and not a redesign. It does look new as Toyota changed enough of the exterior design to distinguish the new car from the old. It’s a well-proportioned and downright handsome car with a sleeker greenhouse. Toyota also strengthened the structure with front and rear reinforcements. Previously, the 86 featured an aluminum hood. The new car adds an aluminum roof and fenders to help offset the weight of the new structural components.A very important change is under that aluminum hood. The old 2.0-liter flat-four that thrummed and moaned has been bored out to displace 2.4 liters. Horsepower rises from 205 for the manual version to 228 across the board. (Previously, the automatic made 200 horsepower.) Aside from the sound of the old engine, it had to be revved to 5400 to yield its 156 pound-feet of torque. The larger engine makes 184 pound-feet of torque at a much more usable 3700 rpm. The intake and exhaust plumbing has been smoothed out to improve airflow, and a plastic intake manifold replaces the former aluminum plenum equipped on manuals and features larger ports that feed a revised valvetrain.
From behind the wheel, the changes are obvious. The added 23 horsepower may not sound like much, but an 11 percent gain is a meaningful improvement in a 2800-pound car. We expect the manual-equipped GR 86 to shave time off the last 86 GT’s 6.2-second run to 60. The extra power should be good for a 5.8-seconds run to 60 mph, and the engine is livelier, more responsive, and happier as it spins to the 7500-rpm redline. It sounds better too. There’s a speaker to amplify the engine sound, and that sound intensity varies depending on the selected drive mode, but it’s good enough to believe it’s the real thing.Automatic buyers, which Toyota predicts will be the majority, will find six speeds and paddles on the steering wheel. Revisions include additional clutch plates and a new torque converter to cope with the newfound, well, torque. With the automatic-specific Sport mode engaged, the shift strategy smartens by holding on to gears and wisely downshifting during hard braking. Automatic buyers will also be able to add safety features such as adaptive cruise, collision warning, and lane-departure systems provided by Subaru’s EyeSight dual cameras peering through the windshield.
We naturally gravitate to the six-speed manual gearbox, which has also been treated to refinements and strengthening. The shift lever travels through the gates with a smooth and positive movement. The clutch pedal is on the lighter side, but the engagement is spot on. The GR 86 lacks active rev matching, so you’re on your own for throttle blips when downshifting. The pedal positioning makes heel-toeing somewhat tricky, but with some tweaks to your foot placement, it’s possible. Both the automatic and manual retain the Torsen limited-slip differential, now with taller gearing.The GR 86 will be offered in two trims: Base and Premium. Both of which will supply front and rear LED lights, a digital instrument cluster that changes depending on drive mode, an 8.0-inch touchscreen infotainment system that no longer looks like it’s from the dial-up internet era, and a tastefully executed, no-thrills interior that puts function first. The Base model rolls on slide-happy Michelin Primacy H/P tires size 215/45R-17. Moving up to the Premium nets a duckbill spoiler on the decklid, aluminum pedals, heated leather seats with suede inserts, and most important, 18-inch wheels and sticker Michelin Pilot Sport 4 shoes size 215/40R-18.

Piloting the GR 86 around the winding roads of the Catskill Mountains reveals the revised damper tuning is well adept for daily use: not too soft nor too firm. But the true revelation is navigating the straights and curbing of Monticello Motor Club. Toyota tells us they’ve tuned the GR 86 differently in comparison to the BRZ by using a stronger front knuckle, stiffer front anti-roll bar, and different springs. We’ll need to get the two next to each other to sniff out any differences, but when punching it around Monticello, the GR 86 is a delight.A new column-mounted steering motor controls the marginally quicker steering rack. Turn-in is crisp and quick, body roll is contained, and the thin-rimmed leather-wrapped steering wheel sends positive communication as the front tires begin to give up grip. But the most talkative feedback comes through the seat pan as the chassis proudly alerts you’ve reached the limit. The rear tires step out as the GR 86 threatens to move forward sideways only to be reeled back in by subtle steering-wheel motions. It’s the neutral cornering balance, which can be easily upset into oversteer by aggressive throttle applications, that makes these cars so much fun to drive at the limit.
All versions of the GR 86 come with the identical brake package as the previous car. Sliding two-piston calipers clamp 11.6-inch rotors in the front, and 11.4-inch rotors are pinched by sliding single-piston units in the rear. While street driving or autocrossing may never expose much fade, Monticello’s full course did. Previously, Toyota offered a Brembo brake package with larger rotors and fixed calipers front and rear, and we’d like to have that option return. Slowing down from Monticello’s fast straights is enough to overtax the GR 86’s brakes. Toyota promises a track pad will be sold as an accessory. Other bolt-on options include a cold-air intake, short-throw shifter, and cat-back exhaust system. When the GR 86 arrives at dealers, it’ll start at less than $30,000 and come with a one-year membership to the National Auto Sport Association and one performance driving class. Two years of no-cost maintenance is part of the deal too. The GR 86 is proof that the budget coupe isn’t extinct, at least not for a few more years.

Specifications

Specifications
2022 Toyota GR 86Vehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE (C/D EST)
Base: $29,000
ENGINE
DOHC 16-valve flat-4, aluminum block and heads, port and direct fuel injectionDisplacement: 146 in3, 2387 cm3Power: 228 hp @ 7000 rpmTorque: 184 lb-ft @ 3700 rpm
TRANSMISSIONS
6-speed manual, 6-speed automatic
DIMENSIONS
Wheelbase: 101.4 inLength: 167.9 inWidth: 69.9 inHeight: 51.6 inPassenger Volume: 78 ft3Trunk Volume: 6 ft3Curb Weight (C/D est): 2800–2850 lb
PERFORMANCE (C/D EST)
60 mph: 5.8–7.0 sec1/4-Mile: 14.3–15.3 secTop Speed: 140 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 22–25/20–21/27–30 mpg

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Jeep says that the all-new 2022 Wagoneer drives like the “smallest big car.” After spending a day with Wagoneers and Grand Wagoneers, we’d probably drop “smallest” from the phrase. This is because at their core, these 214.7-inch-long SUVs employ the segment’s proven formula: take a full-size pickup frame, include all the big V-8 powertrain options, and build a box on top.It’s hardly that simple, of course. Unlike the Ram 1500, which the big Jeep’s frame is derived from, the Wagoneer benefits from an independent rear suspension that uses a lot of aluminum, as well as a number of other chassis tweaks to improve rigidity and on-road manners. Still, these aren’t lightweight trucks any more than they are small ones. Even with its composite liftgate and aluminum hood, fenders, and doors, the Wagoneer checks in at 6200 pounds. Further up the line, the more feature-filled Grand Wagoneer can rise as high as 6450. All of that heft is hard to ignore when maneuvering these brutes, independent suspensions or not.

Around town, a little residual body-on-frame jiggle runs through the structure after abrupt inputs or bumps. Out on twisting roads, the big truck rolls—you should really let the inertia settle before turning the wheel in the opposite direction—and to maintain the vehicle’s path, the steering needs constant attention. That softness pays dividends on the highway, where the ride is quite plush and appropriate for road trips. The throwback two-spoke steering wheel offers a vague connection to what’s happening at the tires, and the overall feel is light. Buyers will have to parse through seven Wagoneer and Grand Wagoneer trim levels to find their best match. Wagoneers come three ways, all powered by Chrysler’s Hemi 392-hp 5.7-liter V-8, which is backed by the company’s 48-volt eTorque hybrid system and an eight-speed automatic transmission. The electric assist adds 130 lb-ft of torque on initial throttle application and makes for one of the more seamless start-stop systems we’ve experienced. Equipped with the optional 3.92:1 axle ratio, the combo moves the Wagoneer’s mass off the line smartly, and the smooth V-8 doesn’t leave you wanting on the highway.
Grand Wagoneers come in four versions, each with a beefy 6.4-liter V-8. A GW-exclusive intake manifold and exhaust cap the fun at 471 horsepower and 455 lb-ft of torque—14 horses and 20 lb-ft short of what the engine makes in a Scat Pack Challenger. A robust torque curve gives an easy initial surge; stay in it and you’ll find that the big V-8 loves to run to the top of its rev range. It sounds great, too, if a little out of place. There’s no hybrid system here, but like the 5.7-liter, cylinder deactivation and variable valve timing help make the most out of a gallon. The Grand Wagoneer feels a bit livelier with its larger engine—Jeep claims a 60-mph time of 6.0 seconds—but the lesser Wagoneer, with its electrically assisted 5.7, seems quicker than its claimed 7.3-second time to 60. Buyers might be more interested in the EPA fuel-economy numbers: Four-wheel-drive Wagoneers carry labels of 15 mpg in the city and 20 on the highway; their 17-mpg-combined rating is 1 mpg short of the Chevy Tahoe with a 5.3-liter and the Ford Expedition. Grand Wagoneers manage up to 15/13/18 mpg (combined/city/highway), which makes them similarly less efficient than the Cadillac Escalade and Lincoln Navigator. The soon-to-be-released rear-wheel-drive Wagoneer Series I will be good for an additional 1 mpg combined.

In a move that attempts to elevate the Wagoneer above the rest of the Jeep lineup (marketers call the Wagoneer a “premium extension of the Jeep brand”), there isn’t a single Jeep badge on it. Yet there’s no mistaking it for anything but a Jeep, and all-terrain tires are offered on the Wagoneer Series II, with 18-inch wheels, and on the Wagoneer Series III, with 20s. There are three optional drivelines: Quadra-Trac I brings full-time all-wheel drive to the Series II, the Quadra-Trac II in the Wagoneer Series III adds a two-speed transfer case and hill-descent control, and at the top of the line, any Wagoneer can be had with Quadra-Drive II, a four-wheel-drive system that nets an electronically controlled locking rear differential. That’s standard on the Grand Wagoneer, optional on lesser models. Wagoneers come standard with a load-leveling setup for the rear suspension. Four-corner Quadra-Lift air springs are optional on the Series II; Series III and Grand Wagoneer models get it standard. The system can raise the truck by 1.7 inches to give it 10.0 inches of ground clearance and up to 24 inches of water-fording capability. Additionally, it’ll drop the truck 0.6 inch at speed for better aerodynamics, plus it can lower the vehicle when parked an additional inch to aid ingress and egress.
But all of that kind of misses the point: If you’re shopping cars this big, the last thing you’re thinking of is hitting fire roads—or for that matter, performance on winding country roads. No, it’s what’s inside the box that matters, and Jeep designers nailed it.The Grand Wagoneer in particular offers a legitimately luxurious experience, not just for its many creature comforts, but in the interior design itself. There’s a lot of wood flowing through the dash and center console. If sculpted American walnut isn’t your taste, you can opt for aluminum trim instead. The seats are large and comfortable, and as you might guess, all rows inside the gigantic cabin are easily accessible. High-end details are dotted throughout, such as the knurled-aluminum gear-selection knob and the leather-wrapped start button (yes, you read that correctly). In typical Jeep fashion, the cabin is filled with reminders of what you’re driving. “Grand Wagoneer” appears in large lettering on the steering wheel, the sides of the seats, and inlaid in the wood in front of the passenger’s seat.
The upright, boxy exterior shape is sure to polarize, but that form gives the Wagoneer best-in-class overall passenger volume, second- and third-row legroom, third-row headroom, and cargo volume behind the third row. It’s seriously roomy inside, enough so to warrant an optional camera for front-row passengers to see who threw something at them from the wayback. The Grand Wagoneer features four screens up front. In addition to the digital gauge cluster, there’s the big center touchscreen—12.3 inches in the Grand and 10.3 in Wagoneer—and, below it, a smaller screen for secondary controls such as seat heaters and massage. An unexpected feature: The bottom screen can flip up, revealing a useful storage cubby with power outlets behind it. Front-seat passengers get their own display flush mounted in the dash.
The sheer amount of equipment that Jeep’s leviathans offer is impressive. Each trim has an extensive list of options, many unique to particular trim levels. There’s an available head-up display with night vision, all the driver-assistance stuff you can imagine, Amazon Fire TV integration in the middle-row screens, and two high-end McIntosh audio systems, the grandest being a 23-speaker, 1375-watt monster with a 12-inch subwoofer. Any lingering small-big-car thoughts will be crushed by the pricing structure. Wagoneer Series II and III 4×4 models arrive at the end of the summer and start at $72,995 and $77,995, although the rear-drive version will drop the entry point to just below $59,995 when it goes on sale in the first half of 2022. Grand Wagoneer models open up at $88,995, with the top-of-the-line Series III starting at an appropriately grand $105,995.

Specifications

Specifications
2022 Jeep Wagoneer and Grand WagoneerVehicle Type: front-engine; rear-, all-, or 4-wheel-drive; 7- or 8-passenger; 4-door wagon
PRICE
Base: Wagoneer Series I, $59,995; Wagoneer Series II, $69,995; Wagoneer Series III, $74,995; Grand Wagoneer Series I, $88,995; Grand Wagoneer Series II, $95,995; Grand Wagoneer Obsidian, $100,995; Grand Wagoneer Series III, $105,995
ENGINES
pushrod 16-valve 5.7-liter V-8, 392 hp, 404 lb-ft; pushrod 16-valve 6.4-liter V-8, 471 hp, 455 lb-ft
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 123.0 inLength: 214.7 inWidth: 83.6 inHeight: 75.6 inPassenger Volume: 179 ft3Cargo Volume: 27 ft3Curb Weight (C/D est): 6200–6450 lb
PERFORMANCE (C/D EST)
60 mph: 5.9–7.1 sec1/4-Mile: 14.8–15.4 secTop Speed: 105 mph
EPA FUEL ECONOMY
Combined/City/Highway: 15–18/13–16/18–22 mpg

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The Tasmanian devil is not a subtle animal. Loud, ferocious, and unabashedly carnivorous, this Australian marsupial often wears out its prey over a long chase, then devours it whole, bones and all. When trapped, its teeth are strong enough to chew through metal. Then there’s the animated Looney Tunes character, who expresses this surly demeanor through gloriously inhuman noises. Fire up the 2022 Hyundai Kona N and you’re greeted with a similar level of auditory insouciance. As the latest vehicle to come from Hyundai’s N performance subbrand, this civilized subcompact crossover has been transformed into a rowdy, rambunctious creature. But what it may lack in subtlety it makes up for with a highly competent and enjoyable driving experience.

Give the Kona N a foot full of throttle and it absolutely rips. It blasts forward in a gleeful melee of snorts and pops that would make a Tasmanian devil proud. With 286 horsepower on overboost (more on that later) and 289 pound-feet of torque routed through the front wheels, torque steer is present yet manageable. Its eight-speed dual-clutch automatic, the only transmission choice, is almost always in the right gear; grab one of the appropriately large paddle shifters on the back of the steering wheel to orchestrate its crisp action yourself. Sadly, there is no manual-transmission option as in the mechanically similar Veloster N. But with only a claimed 150-pound weight disadvantage versus its hatchback sibling—the automatic version of which weighed 3186 pounds on our scales—the slightly larger Kona N should be only a hair or two slower to 60 mph, likely hitting that mark in five seconds or less.

The Kona’s slightly taller profile versus the Veloster doesn’t affect its handling much. Chucking the N through corners reveals a mostly neutral balance with just a touch of at-the-limit understeer. The steering transmits a fair amount of feedback through the wheel, but its tiller could stand to be a touch quicker and more direct. In tighter and off-camber turns, the electronic limited-slip differential works well to put the power down, helping to keep the Kona tight to apexes. As with the Veloster N, this hot Hyundai might not be as unflappable as a Honda Civic Type R, but in a way, it’s more fun.
Push it hard and the Kona N is smart enough to respond in kind. The dual-clutch’s N Track Sense Shift programming automatically activates after multiple high-g inputs and adapts the shift points and gear selections to best support performance driving. The system also primes the brakes to make the most of the available pedal travel. Unsurprisingly, we activated it several times during our drive and found it particularly useful when we forgot to select one of the car’s N performance modes, which are engaged via two dedicated N mode buttons on the steering wheel. In addition to the default N mode, there are two fully customizable programs that allow you to dial in the right balance of reflexes, responsiveness, and sound. You’ll definitely want to crank up the responsiveness of the front diff and, of course, the active exhaust, but we found the stiffest setting for the adaptive dampers to be way too brutal over even the slightest of bumps—so, similar to what we observed over 40,000 miles with a 2019 Veloster N. Accessing N mode through the 10.3-inch touchscreen provides even greater adjustments and information. A readout for brake-pedal travel displays just how hard you’ve been pummeling the 14.2-inch front rotors. Other data includes performance graphs, lap times, and track maps.
If instant gratification is what you’re after, there’s also a large red button on the steering wheel simply labeled NGS, which stands for N Grin Shift. Available regardless of the drive mode, this feature provides 20 seconds of overboost and a 10-hp bump over the turbocharged 2.0-liter inline-four’s usual 276 horsepower. Think of activating NGS as poking a Tasmanian devil with a sharp stick. Even with its exhaust in the most subdued setting, the Kona N refuses to fully shut up. Generous turbo whistles are ever-present, as if the impeller is determined to scrounge up every possible bit of air and cram it through the intake. We’re glad Hyundai saw fit to retain this endearing quirk, even if it’s not to everyone’s tastes. It’s only when you get the Kona N up to highway speeds that you discover other, less appealing sounds. Air rushes loudly over the side mirrors, while road noise creeps in and reverberates throughout the cabin. The Kona N suffers the same curse of countless economy-cars-turned-hot-rods: There’s simply not enough sound insulation to keep all of the unwelcome frequencies at bay. Fortunately, the performance tradeoff makes this acceptable, and the Kona N remains easy enough to live with day to day.
No one will mistake the Kona N for one of its lesser-powered siblings, though. Its chunky wheel wells are filled with 19-inch alloys wrapped with Pirelli P Zero summer tires, and an arching roof spoiler sits prominently atop the rear hatch. Up front is a trio of nostrils above the grille and a massive lower air intake. Moving from the Veloster N up to the taller, boxier Kona N is like loosening your belt a notch, though the increase in interior space is less dramatic than you might think. Two proper rear doors and a higher step-in height allow for easier access to the Kona’s innards, but the three-door Veloster is down only about an inch of rear legroom and two inches of headroom. At 19 cubic feet, the Kona even gives up one cubic foot of cargo space to its sibling. Pricing has yet to be announced, but we expect the Kona N to cost slightly more than the Veloster N when it goes on sale this fall, probably starting around $35,000. Competition will be limited—and pricier. Crossover-like alternatives include the BMW X2 M35i, the Mercedes-Benz GLA35 and GLB35, and the Mini Countryman John Cooper Works All4, all of which cost north of $40K to start and come standard with all-wheel drive. While we need no excuse to celebrate the obnoxious nature of this Hyundai, our feelings are further justified by how well it goes, stops, and turns. In an era of evermore popular electric vehicles that promise a future of soothing silence, the Kona N is determined to do the exact opposite.

Specifications

Specifications
2022 Hyundai Kona NVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
Base: $35,000
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1998 cm3Power: 286 hp @ 6000 rpmTorque: 289 lb-ft @ 2100 rpm
TRANSMISSION
8-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 102.4 inLength: 165.9 inWidth: 70.9 inHeight: 61.0 inPassenger Volume: 95 ft3Cargo Volume: 19 ft3Curb Weight (C/D est): 3350 lb
PERFORMANCE (C/D EST)
60 mph: 4.9 sec100 mph: 12.1 sec1/4-Mile: 13.5 secTop Speed: 149 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 22/20/26 mpg

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https://www.caranddriver.com/r…Breaking into the lucrative truck market isn’t for the faint of heart. Subaru’s Baja lasted four short years, Honda had to butch up the looks of its Ridgeline to secure a seat at the table, and even Toyota’s T100 stumbled until it became the V-8-powered Tundra. And who can forget the Ford Explorer Sport Trac? It would seem that to succeed in this segment, your truck had better look and perform like, well, a truck. In what may be an attempt to manage expectations, Hyundai isn’t using the “t” word to describe its new entry, instead referring to it as a “Sport Adventure Vehicle.” Hyundai even goes so far as to claim the Santa Cruz wasn’t designed as a mid-size truck competitor, but one look at the package and it’s hard to classify it as anything else.
Drive it and you’re not so quick to throw out the “t” word. The Santa Cruz rides on an extended version of the Tucson crossover’s platform, with struts up front and a multilink suspension with self-leveling dampers out back. Its 118.3-inch wheelbase (nearly 10 inches longer than the Tucson) contributes to a calm and composed ride, with none of the rear-end skittishness sometimes present in a full-size pickup with an empty bed. Maneuverability in town is carlike. At 195.7 inches long and 75.0 inches wide, the Santa Cruz easily slots into parking spots. Driven with haste along two-lane back roads, the Santa Cruz is agile, remaining relatively flat through the corners.

The top-range Limited example we drove had plenty of punch to go along with its moves. Borrowed from the larger Santa Fe, its turbocharged 2.5-liter inline-four kicks out a meaningful 281 horsepower. An eight-speed dual-clutch automatic channels the torque to all four wheels. Off the line, this powertrain will wait a beat before its turbo starts charging, but it quickly builds a head of steam, delivering a stout 311 pound-feet of torque from 1700 to 4000 rpm. Lesser models ditch the turbo and the dual clutch for a 191-hp 2.5-liter and a conventional eight-speed automatic. The base 2.5-liter musters just 181 pound-feet of torque and is something we’d skip. In an all-wheel-drive Tucson, the nonturbo 2.5-liter results in a sluggish 8.8-second time to 60 mph. Front-wheel drive is standard here, with all-wheel drive a $1500 option. There’s no hybrid variant, but since the Tucson features both hybrid and plug-in versions, we predict the closely related Santa Cruz will follow suit in the future.
Despite its Tucson underpinnings, the Santa Cruz is capable of trucklike activities. Turbo all-wheel-drive models are rated to tow 5000 pounds, and even the base front-drive setup can tow 3500 pounds. Trailer sway control, a function of the stability control system, helps mitigate untoward trailer motions and comes standard on all models. Off-road excursions are also possible, as 8.6 inches of ground clearance is enough to get you into the rough stuff. A decent 23.2-degree departure angle will ensure you’ll probably get out of most moderately difficult situations without leaving the rear bumper on the trail. The journey itself might not be entirely smooth, as we found that the stickiness of the Santa Cruz’s floor-mounted throttle pedal can make it difficult to maintain a smooth crawling speed. Duality of purpose notwithstanding, the true make-or-break feature here lies out back. Where most truck beds are a blank canvas, this is more of an artist’s toolkit. As the Santa Cruz is designed exclusively for the North American market, the development team worked to bake in a vast array of usable versatility that would appeal to the outdoor-adventure set that marketers love to target. Key to this mission is a dent-resistant molded composite bed (as opposed to stamped steel), which allowed the team to utilize every square inch of the space—whether it’s in, under, or atop the bed.
Packed with cubbies and hidden compartments, the Santa Cruz’s plastic bed is more intricate than a puzzle box. Just as in the Honda Ridgeline, there’s a lockable underfloor storage space located close enough to the tailgate that it’s easy to retrieve items without straining yourself. Drain plugs make it a perfect place to keep drinks on ice. More storage can be found on the sides of the bed behind the wheel wells, along with an AC power outlet with enough current to run a small refrigerator. There are tie-downs throughout, as well as an adjustable cleat system. The space above the wheel wells is wide enough to accommodate four-foot-wide sheets of plywood.

Hyundai also went bonkers on the accessories. Whatever item your hobby requires, the Santa Cruz can likely secure, store, and transport it. With the tailgate down, it can accommodate a couple of dirt bikes or kayaks. A factory tonneau cover retracts to the front of the bed and is a lot easier to use than the folding jobs seen on some pickups. Precut tabs on the top of the bed rails can be punched out to add a canopy system. And when was the last time you saw a truck with roof-mounted crossbars? Climb in and you’ll discover an interior largely shared with the Tucson. The instrument panel and infotainment screen are neatly tucked into the dash, rather than being mounted on top. The result is a clean, low-profile dashtop, which allows for excellent forward visibility. The Santa Cruz accommodates tall passengers in both rows, with plenty of headroom and decent legroom in the rear. Like many pickups with small sliding rear windows, objects that pass through are limited to things the size of soccer balls and six-packs.
The center stack features all of Hyundai’s latest tech. Most models feature an 8.0-inch touchscreen, with wireless Apple CarPlay and Android Auto standard. Exclusive to the Limited trim is a 10.3-inch screen with navigation. As with the Tucson, the system with the larger screen can’t do wireless phone mirroring; you’ll have to plug in your phone like it’s 2018. Most controls surrounding the system are of the capacitive-touch variety, which look sleek but attract their fair share of fingerprints. In what’s a first for Hyundai, a tiny little Santa Cruz emblem adorns the buttons for air recirculation and hill descent control. The Santa Cruz’s interior and exterior is peppered with other Easter eggs. Despite what Hyundai claims, those little illustrations indeed resemble the shape of a truck because the Santa Cruz’s silhouette says truck. But the exterior lacks the upright and squared-off look that characterizes traditional pickups. The styling is a muscular and bulked-up take on Hyundai’s latest design language, and the big, bold grille full of brightwork is handsome. But the Santa Cruz looks like a crossover-turned-pickup. It makes no attempt to hide its roots.
Arguing how truckish it is or isn’t might be fun for internet arguments (Please comment below—Ed.), but the biggest obstacle for the Santa Cruz could be its price. Base SE versions begin at $25,175 and include a good amount of standard equipment, but opting for the turbo requires an additional $10K. Top-spec Limited models begin at a steep $40,905. This pricing becomes an issue when you consider a world where the similarly sized Ford Maverick exists. A Maverick starts at just a hair over $20,000 and features a standard hybrid powertrain. It also features more conventional truck styling, which might make it more attractive to more conventional truck buyers. But Hyundai is taking another tack—it remains to be seen if its gamble will pay off. So perhaps the question becomes: Do you want a truck, or do you want a Santa Cruz?

Specifications

Specifications
2022 Hyundai Santa CruzVehicle Type: front-engine, front- or all-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base: SE, $25,175; SEL, $28,375; Limited, $40,905
ENGINES
DOHC 16-valve 2.5-liter inline-4, 191 hp, 181 lb-ft; turbocharged and intercooled DOHC 16-valve 2.5-liter inline-4, 281 hp, 311 lb-ft
TRANSMISSIONS
8-speed dual-clutch automatic, 8-speed automatic
DIMENSIONS
Wheelbase: 118.3 inLength: 195.7 inWidth: 75.0 inHeight: 66.7 inPassenger Volume: 104 ft3Curb Weight (C/D est): 3750–4100 lb
PERFORMANCE (C/D EST)
60 mph: 7.5–8.9 sec1/4-Mile: 15.5–16.9 secTop Speed: 120 mph
EPA FUEL ECONOMY
Combined/City/Highway: 22–23/19–21/26–27 mpg

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It’s a bittersweet symphony. Hearing the supercharged small-block’s raunchy and bellowing soundtrack reverberate against pit wall is as thrilling as it is sad. Every pass reminds us that the Cadillac CT5-V Blackwing will be the 18-year-old subbrand’s last go at a gas-powered performance sedan. At least Cadillac saved the best for last—the new CT4-V Blackwing is just as wonderful—as the CT5-V Blackwing will be remembered as one of best sports sedans ever made, period. Before you accuse us of getting carried away, consider that the Blackwing’s segment, one that used to be filled with high-revving V-8s and V-10s and plenty of manual transmissions, has changed into something entirely different. When the first-gen CTS-V arrived for the 2004 model year, the competitive set featured rear-drive BMWs and Mercedes-Benzes, naturally aspirated engines were the norm, and Jaguar still built super sedans. Lexus hadn’t given an F yet, and that’s pretty much still true. Audis predicted the turbo and all-wheel-drive future, and it’s a recipe the segment now follows, except for Cadillac. Instead of following the crowd, Cadillac doubled down on rear drive, the manual gearbox, and sports-car dynamics.

Investment and constant improvement has brought us to the point that the automatic transmission is now the performance option, and the CT5-V Blackwing is no different. Cadillac’s 10-speed automatic carries a $2275 option price, but the real cost (apart from atrophy of your left leg and your car-loving soul) is $1875 because the auto carries a gas-guzzler tax of $1700 to the manual’s $2100 tariff. Faster around a track and in a straight line, sprints to 60 mph will take less than 4.0 seconds with a few tenths advantage going to the automatic. From just above idle to its 6500-rpm redline, the engine delivers big, supercharged smacks of instant power in a way that will make you forget about electric motors.
While the automatic can be considered a performance option, the manual is what you really want. Shifts are positive and mechanical, and Cadillac gives three-pedal buyers more goodies, including a no-lift feature that allows you to safely keep your right foot buried as you upshift and automatic rev matching on downshifts for those of you who have yet to master the heel-and-toe downshift. Purists can turn off rev matching if they are put off when a car does something that they enjoy doing. At 4150 pounds, the big Blackwing is just that: big. In fact, we haven’t driven a car this large with a manual in some time. It’s as about the size of a short-wheelbase BMW 7-series from the 1990s. Fond memories of youth return, including remembrances of the rad dads in the ’80s and ’90s who would rip through the gears of a manual-transmission sports sedan on the way to school.
Part of the big Blackwing’s magic is that it acts like a smaller car. Body motions are kept in close check, the front-to-rear balance doesn’t overly stress the front or the rear end in cornering, and every component is tuned to hide the effects of the mass from the driver. Understeer is resisted to the point that the chassis is daringly neutral, but meter in even a whiff too much power and the tail will step out in a controllable manner. Both the steering and brakes are electrically assisted, but you’d ever know from the natural efforts and I-can’t-believe-it’s-not-analog feedback.While you may be stuck choosing between a manual or an automatic, the rest of the car demands no such commitment. General Motors’s latest magnetorheological dampers can read and react to inputs 1000 times a second and are smart enough to automatically change the ride as the task demands. Leave the suspension alone, it’s clever enough to provide ride comfort appropriate for taking grandma to get her hair done. Should you want to give grandma helmet head, it’ll do that too. A five-step variable exhaust system takes the 668-hp V-8’s operatic voice from pianissimo to fortissimo and everything between. Mercedes’s engineers will envy the Blackwing’s ride quality, while the ones at Porsche will be in awe at how engaging the car is to drive.

There are additional settings to modify the steering, powertrain, and suspension. Cycle between Tour, Snow, Sport, and Track and you’ll notice a change in ride quality, steering heft, and transmission aggression. There are also two driver-configurable modes to store your secret sauce, but we found that Tour worked well on the roads between Raleigh, North Carolina, and Virginia International Raceway—proving that great chassis engineers know a great setup. Giving owners the ability to tailor settings is one place where Cadillac followed the competition, but it didn’t need to. It’s just as possible that a million monkeys with typewriters will eventually write Shakespeare as it is that an owner will find something better than the settings created by GM chassis engineers.To keep owners from screwing up on track, Cadillac offers Performance Traction Management. These additional settings for the traction and stability control systems gradually remove the electronic safety net that keeps your talent, or lack of, in check. A Ferrari-like toggle on the steering wheel makes it easy to select the appropriate PTM setting. Previously, the system required a sequence of taps reminiscent of ’80s video-game cheat codes.
Those PTM modes work so well, GM development drivers used the most permissive Race setting when setting lap times. Cadillac did some development at VIR and probably spent several sets of Blackwing-specific Michelin Pilot Sport 4S tires chasing the 2:49.3 lap laid down by the Mercedes-AMG GT63 S at Lightning Lap a few years ago. In the hands of development engineers, the CT5-V Blackwing turned a 2:49.5. Not impressed? The Blackwing costs $87,090, or about half as much as the AMG GT sedan did in 2019. GM engineers also claim that the car that set the fast lap wasn’t quite final spec and that a lot had been done since its last trip to VIR. Regardless, the CT5-V Blackwing has a decent chance of taking the four-door crown from the AMG. “Nobody sweats the details like GM” used to be an advertising tagline that nobody really believed. But it definitely applies to the Blackwing. The mesh on the grille went through some 40 variations until engineers decided that they’d achieved the best possible flow. Mufflers were prototyped, cut open, reworked, and resealed many times before finding the perfect sound. Driving one makes it clear that it’s the sum of thousands of details, thoughtfully considered and executed. Tony Roma, Mirza Grebovic, Bill Wise, Chad Christensen, Sim Gill, Brandon Vivian, Scott Sier, and Blaine Heavener are just a few of the people on the team that made this car happen and sweat the details. The resulting CT5-V Blackwing is one of the best sports sedans of recent memory. Buy one while you still can.

Specifications

Specifications
2022 Cadillac CT5-V BlackwingVehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base: $87,090
ENGINE
supercharged and intercooled pushrod 16-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 6162 in3, 376 cm3Power: 668 hp @ 6500 rpmTorque: 659 lb-ft @ 3600 rpm
TRANSMISSIONS
6-speed manual, 10-speed automatic
DIMENSIONS
Wheelbase: 116.0 inLength: 194.9 inWidth: 74.1 inHeight: 56.6 inPassenger Volume: 98 ft3Trunk Volume: 12 ft3Curb Weight (C/D est): 4150 lb
PERFORMANCE (C/D EST)
60 mph: 3.4–3.6 sec100 mph: 7.5–7.7 sec1/4-Mile: 11.4–11.6 secTop Speed: 205 mph
EPA FUEL ECONOMY
Combined/City/Highway: 15–16/13–13/21–22 mpg

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Mid-size pickups have the luxury of not needing to be too, well, luxurious. As versatile, value-centric machines, they trade more on the fundamentals of truck use than the leather and tech niceties found in their full-size brethren. Sure, you can still get a bare-bones half-ton rig these days, but there are no air-spring suspensions and massaging seats in the small-truck segment, at least not yet. A prime example is the previous-generation Nissan Frontier, a humble workhorse that continued to sell well despite receiving only modest updates since 2005. While a redesign for the 2022 model year makes for major changes, the new Frontier is more of a modernization of the former Frontier’s proven, old-school formula.

We’ve already broken down the new Frontier’s specifications and model range, but we imagine the trucks we spent most of our time with in Utah will be a popular configuration: four-wheel-drive crew-cab models with the off-road-oriented Pro-4X kit. This being the top trim level, you’ll find all-terrain tires on 17-inch wheels, Bilstein dampers, skid plates, and an electronically locking rear differential, plus one of the nicer versions of the Frontier’s thoroughly revamped interior (new for 2022 is a two-wheel-drive Pro-X variant that looks similar yet does without some of the off-road gear).
You’ll have to move down the lineup if chrome trim is your thing, as the two crew-cab-only Pro models eschew shiny exterior bits in favor of a more rugged appearance with darkened trim and red accents throughout. Squint and you might mistake it for its main competitor, the Toyota Tacoma—we did, at first glance—but more than a few passing motorists on our drive spotted the truck from a distance, giving us the thumbs-up or waving us down for a closer look. Brand loyalists who have been patiently awaiting this refresh will find a much improved, if familiar, pickup. Think of it as a remastered edition with better graphics, sharper action, and more features. The outgoing truck’s ladder-type frame carries over with several revisions, including stronger mounting points for the suspension, new bump stops, and hydraulic body mounts that better insulate the cab from the road. Coil springs remain up front with a conventional leaf-type setup out back. Along with revised chassis tuning and the addition of a rear anti-roll bar to go with a stiffer front unit, the result is a more refined, composed ride with well-managed wheel control, be it on road or off. Compared to the previous model, the new Frontier’s standard laminated front side windows help stave off wind and road noise on the highway. And the old-school hydraulically assisted steering, though a bit heavy at low speeds, is now quicker and more direct, as well as more prone to communication than many newer electric systems.
The new Frontier isn’t much larger than its predecessor, and its 19- to 20-mpg EPA combined fuel-economy estimates are pretty much the same too. Power comes from the standard 3.8-liter V-6 in last year’s truck. It makes 281 pound-feet of torque and a class-leading 310 horses, and pairs with a nine-speed automatic transmission. We tested this powertrain combo in the 2020 Frontier and found that it didn’t improve performance or efficiency over the previous 4.0-liter V-6 and five-speed automatic. That said, the 2022 Frontier’s acceleration feels adequate, and its naturally aspirated engine revs smoothly even when being worked hard, albeit without the low-rpm surge common to turbocharged powerplants. Given that the trucks we drove were pre-production units that lacked the final drivetrain tuning buyers will experience, we’ll hold off on a final judgment until we have a production-ready example to test.

Put to intensive use, the Pro-4X can bomb down fire roads and climb steep, rocky trails with relative ease. It’s no Chevy Colorado ZR2, but the Pro-4X’s off-road prowess comes with little compromise to its on-road refinement, and at $38,415 it costs about $7000 less to start than that Chevy. Although some shoppers may wish for a more advanced four-wheel-drive transfer case with a full-time Auto setting, as most full-size pickups have adopted, the Frontier has the driver switching from rear-drive to either a high- or low-range part-time four-wheel drive. Nissan claims that full-time four-wheel drive has not been a priority for its customers. Payload and towing capacities max out at 1610 and 6720 pounds, respectively, which aren’t tops in the segment but still sufficient for pulling and hauling most moderate loads. As with all less-than-full-size pickups, you’ll want to go big if you regularly plan to tow a car hauler or a larger camper.
The Frontier’s attractive new interior is both its greatest enhancement and most necessary update. Some reminders of yesteryear remain—a steering column that tilts but doesn’t telescope; the snug, upright confines of the back seat; and an elevated seating position that provides a towering view over the hood—but Nissan’s supportive Zero Gravity front seats are a revelation, and thoughtful soft-touch points and finishes effectively draw your attention away from the scattered chintzier plastics. A 7.0-inch display highlights the instrument cluster, and the intuitive touchscreen for Nissan’s latest infotainment system spans 8.0 or 9.0 inches, depending on the configuration. Ergonomics are straightforward, large storage cubbies are plentiful, and available nods to modernity include wireless device charging, Wi-Fi connectivity, and a 10-speaker Fender audio system. Pricing for the 2022 Frontier’s entry-level S trim starts at $29,015—less than a grand more than last year—for a rear-drive, extended-cab model. Less expensive small pickups exist in the marketplace, but many are not as well equipped or limit you to a wheezy four-cylinder engine—or, in the case of the also-new Ford Maverick and Hyundai Santa Cruz, are unibody SUVs with cargo beds. Fully loaded with leather, a heated steering wheel, and adaptive cruise control, Pro-4X models top out at less than $45K—an amount that sits just below the threshold where similarly outfitted full-size trucks become tempting alternatives. We’ll need to perform a comparison test to properly rank the new Frontier among its peers, but it strikes us as a solid update that keeps things simple. As the success of the outgoing model proved over what seemed like forever, simple still works for mid-size pickups.

Specifications

Specifications
2022 Nissan FrontierVehicle Type: front-engine, rear- or rear/4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base: S, $29,015; SV, $31,715; PRO-X, $35,415; PRO-4X; $38,415
ENGINE
DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 222 in3, 3799 cm3Power: 310 hp @ 6400 rpmTorque: 281 lb-ft @ 4400 rpm
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 126.0–139.8 inLength: 210.2–224.1 inWidth: 73.0–74.7 inHeight: 71.4–72.9 inPassenger Volume: 86–101 ft3Curb Weight (C/D est): 4350–4800 lb
PERFORMANCE (C/D EST)
60 mph: 7.0–7.4 sec1/4-Mile: 15.2–15.7 secTop Speed: 112 mph
EPA FUEL ECONOMY
Combined/City/Highway: 19–20/17–18/22–24 mpg

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Ferruccio Lamborghini never believed that racing improved the breed, with the cars his eponymous company built under his leadership all being designed more for street theater than circuit thrills. That ethos slowly changed over the years, yet Lamborghini’s first major motorsports victory came about only relatively recently. This may explain why the Italian brand’s 2021 Huracán STO is arriving conspicuously late to the street-legal, track-focused supercar party, joining the ranks of Porsche’s RS cars, long-tail McLarens, Black Series AMGs, and Ferrari’s Challenge/Scuderia/Pista/Speciale models. Previous Lambos have proven to be blisteringly quick around many racing circuits. Think of the Huracán Performante and Aventador SVJ, both of which set lap records for production cars at the Nürburgring Nordschleife. But the Huracán STO—Super Trofeo Omologata—is the first Lamborghini designed around the specific demands of regular track use, existing essentially as a homologated version of the Huracán Super Trofeo Evo and GT3 Evo race cars.

We were briefly introduced to the STO last year when we drove a prototype at the Nardò test track in Italy. The car’s naturally aspirated 5.2-liter V-10 makes no more power and slightly less torque than the Performante—631 horsepower and 417 pound-feet of torque, to be exact—but has been tuned for sharper responses. The car also comes only with rear-wheel drive, its body is almost entirely carbon fiber (including a one-piece front clamshell), and the cabin has been largely gutted. Lamborghini claims these modifications shave 95 pounds of mass over the 3429-pound Performante, despite the STO’s addition of a new rear-axle steering system.

Lamborghini

Other key changes relate to the STO’s critically important relationships with the ground and air. The first is the fitment of model-specific Bridgestone Potenza tires in two track-oriented specifications, the more aggressive of which being little more than slicks with a few grooves cut in them. The other is the replacement of the regular Huracán’s active aerodynamics with a vast rear wing that can be manually adjusted between three positions. The most aggressive of these, working in conjunction with the front splitter and sizeable underfloor diffuser, produces a claimed 925 pounds of downforce at 174 mph.To experience the full production STO in its natural environment, we headed to the Vallelunga Circuit near Rome, the same place we recently drove the track-only Aventador-based SCV12 Essenza. Air temperature was more than 100 degrees Fahrenheit, and the track surface climbed above 140 during our time in the car. Yet even under hard use in brutal conditions, the STO refused to lose its cool, literally. Unlike many committed, track-focused cars, the STO retains its climate-control system. Still, beyond leather seats and a microfiber-trimmed dashboard, its interior is otherwise stripped of unnecessary items. There is no carpet, and the door panels have been replaced with naked carbon-fiber pieces with pull straps for door releases; the windshield glass is 20-percent thinner than in the regular Huracán. A central touchscreen interface remains and has been reconfigured to provide a variety of data options, including one that will automatically prompt gear selections when approaching corners on circuits catalogued in its memory.

Lamborghini

We expect the rear-drive STO to be fractionally “slower” to 60 mph than the all-wheel-drive Performante—figure a mere 2.6 seconds to the Performante’s ballistic 2.2—but subjectively, it feels quicker. This is largely due to the increased savagery of its exhaust note, particularly in Trofeo mode above 4500 rpm when the flaps in its active exhaust open. This Lambo will pummel your eardrums even through a helmet. But the STO also features a far more direct throttle map that removes almost all of the top-end play that even the most potent street cars generally have for real-world driveability. The result in the STO is some minor driveline shudders but scintillating responses to prods of the accelerator. Fully unleashed, this Lambo devours the ratios of its seven-speed dual-clutch automatic at a rate that makes it genuinely hard for human hands to keep up with when using the paddle shifters.Cornering is equally impressive. The STO’s steering is pinpoint accurate—if a bit short of low-speed feedback on Vallelunga’s super smooth asphalt—and grip levels from the Bridgestone rubber are huge. What’s more, the balance of grip between the car’s axles is excellent and can be finely metered with accelerator and steering inputs.

Lamborghini

The STO is working plenty hard in the background to make all of this seem easy. In tighter turns, we could feel its limited-slip differential and rear-wheel steering working to combat understeer when early throttle openings nudged the car wide of our chosen line. The V-10 lacks the low-down torque of a modern turbocharged engine, but it also has a more linear power build, which helps when pushing the car to the edge of adhesion in longer corners. The Trofeo driving mode allows some oversteer even with the stability control switched on, but even this is more easily controlled than it probably should be in something with so much power and only two driven wheels.Faster corners also reveal the contribution of the STO’s aerodynamic package, with faith in the atmospheric assistance growing more through experience than feedback. The car’s steering doesn’t grow noticeably heavier as cornering forces rise nor does the ride get much harsher. But Vallelunga’s first turn, the hugely fast Curva Grande that the STO was happy to take in fifth gear, felt much easier to navigate than we remember it being when we drove a McLaren 720S here back in 2017.

Lamborghini

As you’d expect of a track car, braking performance is another high point. The STO gets near-competition-spec Brembo carbon-ceramic brake system—six-piston calipers grabbing 15.4-inch discs in front, four-pot on 14.2-inch discs in rear—which proved to be both massively powerful and seemingly tireless, even under severe use. Lamborghini designed a color-coded brake temperature display for the STO, and only at the end of Vallelunga’s longer straights would only briefly turn this readout from green to yellow. Lamborghini admits that a majority of STO buyers likely won’t track their cars much, if at all. They will be drawn more by the sound, fury, and outrageous design of this 631-hp wedge with a giant wing and roof-mounted intake. In other words, its attraction lies with it being a Lambo, just a rather wild one. But we’re sure those who do choose to use the STO as intended are going to have a magical experience. This is a Lamborghini that truly is born for the racetrack.

Specifications

Specifications
2021 Lamborghini Huracán STOVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base: $331,133
ENGINE
DOHC 40-valve V-10, aluminum block and heads, port and direct fuel injection Displacement: 318 in3, 5204 cm3Power: 631 hp @ 8000 rpmTorque: 417 lb-ft @ 6500 rpm
TRANSMISSION
7-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 103.1 inLength: 179.1 inWidth: 76.6 inHeight: 48.0 inPassenger Volume: 46 ft3Cargo Volume: 1 ft3Curb Weight (C/D est): 3350 lb
PERFORMANCE (C/D EST)
60 mph: 2.6 sec100 mph: 6.0 sec1/4-Mile: 10.4 secTop Speed: 193 mph
EPA FUEL ECONOMY
Combined/City/Highway: 15/13/18 mpg

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