Car Reviews

Our initial reactions to the 2022 BMW Alpina B8 were like the overawed exclamations of a street urchin meeting a member of high society. In a Dickens novel, the next scene either would involve being adopted by the Alpina or picking its pockets. Work fast, Artful Dodger, this car may look weighed down by wealth, but it’s got quick moves. You’d have to be seriously jaded to not be just a little impressed by Alpina’s take on the BMW 8-series Gran Coupe. Alpina, longtime collaborators with BMW, has taken the stiff, muscular, fighter of a four-door and helped it relax. That’s what Alpina is known for: tweaking BMW’s best with a little sparkle here, a touch of torque there, and most notably in the B8, a more comfortable ride.
Alpina’s changes to the exterior of the B8 are subtle. It gets larger air intakes up front, a black diffuser in the rear, and a saucy little decklid spoiler joined by an Alpina badge on the trunk. The wheels and tires are specific to Alpina, a 20-spoke design in a standard 21-inch size wrapped in custom Pirelli rubber tuned specifically for the Alpina. For those more worried about inclement weather than grip, 20-inch wheels with all-season tires are also available. Peeking out from the thin-spoked wheels are four-piston Brembo brake calipers in bright cobalt blue that clamp 15.6-inch rotors in the front and 15.7 inches in the rear.

The B8 uses the same engine as the BMW M850i, a twin-turbo 4.4-liter V-8, albeit with Alpina’s own tune. With 612 horsepower and 590 pound-feet of torque, the Alpina is just 5-horsepower short of the M8 Competition, but 37 pound-feet ahead in torque. That’s in keeping with the tuner’s mission, which is not necessarily to outdo BMW’s versions in all-out performance but to make that performance feel more effortless. Alpina says zero to 60 mph takes 3.3 seconds and that the B8 can cruise at a top speed of 201 mph. In our hands, the lighter M8 Competition Gran Coupe has reached 60 mph in 2.7 seconds, so consider Alpina’s estimates conservative. Backing the V-8 is an eight-speed ZF automatic transmission, again with Alpina’s tune for a focus on smooth performance. Changing drive modes adjusts shift points and response; leaving everything in Comfort mode will make you forget the car shifts at all. We were unable to test the top-speed claim while running errands, the Nürburgring sadly not on the way to our local Target, but the car’s stoplight scoot is plenty to get ahead of other traffic in order to nab the best parking spot. (Make it a big one; this is a large automobile.) Even in the Sport settings, there is a slight delay to all that power coming in that might fool an impatient driver into thinking this is not a quick car. Stay in it, pal. Just wait. When you get home, you’ll find all your toaster strudel on the far side of the trunk from where you placed them.
A reoccurring complaint with many performance sedans, and particularly the M8 Competitions, has been ride quality. Gone, it seems, are the days when a big luxury car would float over the roads, cushioning the driver and passengers. The B8 looks back to those days. It’s still a willing partner on a winding road, however, with all-wheel drive, a limited-slip differential, rear-axle steering, and active anti-roll bars that keep it upright and pointed in the right direction. But the best use of the B8 is as it’s intended, to bring elegance to mundane commutes and comfort to long trips. It is a luxurious place to spend time. Why would you want it over quickly?Perhaps if you were a back-seat passenger, you’d be less excited about an extended stay in the B8. Although the ride is just as smooth, the rear seats are smaller, and the bottoms are deeply dished with an extreme rake that looks suave when you open the door, but sitting in them feels a bit like falling through the seat of a worn-out rattan patio chair. Getting out might require assistance. Up front is the best place to be, roomy for both driver and passenger, with plenty of soft, aromatic leather to stroke—especially on the comically thick steering wheel—and lots of private tea-room glamour, like the ridiculous yet compelling cut-crystal shifter knob and faceted infotainment dial. One wants to clink a champagne flute against it.
Don’t get blinded by the glitter, though. The interior is attractive, but you can get leather and glasslike accessories in a Genesis for a third of the B8’s $140,895 starting price. The B8 is almost $8005 more than the M8 Competition Gran Coupe, and some of our same quibbles with other 8-series cars extend to the Alpina as well. The big one being, in a car that starts at $140,000, BMW charges extra for the upgraded stereo system and driving-assistance package. For a customer already shopping the M8 but loathe to suffer a bone-rattling ride in pursuit of the ideal fast four-door, the B8 presents the perfect solution. Alpina doesn’t make thousands of B8s, nor does it want to. It’s looking for just the right buyer, someone who already loves the 8-series Gran Coupe’s style but wants more power, comfort, and crystal. Is that you, guvnah?

Specifications

Specifications
2022 BMW Alpina B8 Gran CoupeVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base: $140,895
ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement: 268 in3, 4395 cm3Power: 612 hp @ 6500 rpmTorque: 590 lb-ft @ 2000 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 119.0 inLength: 200.4 inWidth: 76.1 inHeight: 56.0 inPassenger Volume: 97 ft3Trunk Volume: 16 ft3Curb Weight (C/D est): 4800 lb
PERFORMANCE (C/D EST)
60 mph: 3.1 sec100 mph: 6.9 sec1/4-Mile: 11.2 secTop Speed: 201 mph
EPA FUEL ECONOMY
Combined/City/Highway: 19/17/24 mpg

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From the November 2021 issue of Car and Driver.A mere look at the i4 M50 doesn’t hint at its significance. There’s little to distinguish it from the like-sized 4-series Gran Coupe four-door it’s based on. But this is BMW’s first EV to wear the storied M badge, even if it’s an M50 moniker and not a full-blown M.It earns the M badge, too, as its power and range are a massive leap beyond BMW’s previous i-subbrand offerings. The i4 uses the same 255-hp front and 308-hp rear motors as the iX, but with a higher peak output of 536 horsepower and 586 pound-feet of torque, thanks to a battery that is smaller in capacity but stronger in output. That’s more power than the current M3 and M4 Competition models. Smacking the go pedal brings hard and instant thrust, causing the front end to rise up dramatically as the i4 hurtles ahead. Holding down both pedals when stopped activates launch control, during which it pulses the motors, giving the impression that the car is champing at the bit. Acceleration to 60 mph is expected to be in the three-second range, or as quick as an M3/M4.
The i4 M50’s $66,895 starting price makes it a bit of a bargain in the BMW lineup—that’s less than you’ll pay for even the base M3. There’s also a $56,385 335-hp eDrive40 model with the same 80.7-kWh battery capacity.Adding audio to the experience is a whirring soundtrack whose tone rises and falls with motor speed and gets louder and softer depending on the rate of acceleration or deceleration. Select Sport mode and the sound is overbearing. Switching it off left us marveling at the i4’s silence. There’s no whine from the motors or high-voltage electronics that are usually present in EVs. This is one of the subjectively quietest EVs we’ve ever driven.
The i4 is nearly 1000 pounds heavier than an all-wheel-drive M3, yet the additional mass isn’t obvious when you’re driving. Weight distribution leans rearward, and the center of gravity is 1.5 inches lower than in the 3-series. Like the 3-series, the i4’s steering is light on feedback. Mostly you notice massive grip from the 20-inch Pirelli P Zero PZ4 Elect tires. As in the iX, a curved panel housing two screens dominates the i4’s interior, a setup that will soon proliferate through the BMW lineup.At the rate it sucked energy on a blast from Munich to the Bavarian Alps, the i4 won’t travel much farther than 200 miles. Then again, a Tesla Model 3 Performance, its most obvious competitor, doesn’t do much better.

Specifications

Specifications
2022 BMW i4 M50Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base: $66,895
POWERTRAIN
Motors: 2 synchronous AC, 255 and 308 hp, 269 and 295 lb-ftCombined Power: 536 hpCombined Torque: 586 lb-ftBattery Pack: liquid-cooled lithium-ion, 80.7 kWhOnboard Charger: 11.0 kWTransmissions: direct-drive
DIMENSIONS
Wheelbase: 112.8 inLength: 188.3 inWidth: 72.9 inHeight: 57.0 inCurb Weight (C/D est): 5050 lb
PERFORMANCE (C/D EST)
60 mph: 3.6 sec100 mph: 9.1 sec1/4-Mile: 12.1 secTop Speed: 140 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 85 MPGeRange: 225 mi

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The Toyota Tundra is old. How old? It’s so old, when it was introduced, the Dead Sea was just getting sick. It’s so old, if you park one outside an antiques store, people will try to buy it. It’s so old, it was introduced in 2007. Which is, uh, 14 years ago. The fact that Toyota still sells more than 100,000 Tundras a year is a testament to the effort it expended on that mid-2000s redesign—a 381-hp V-8 was killer then and still relevant now. But it’s (long past) time for an update, and so the 2022 Tundra gets a thorough overhaul that sets Toyota up for another long production run. Maybe not 14 years this time, though.Gone is the V-8, leaving the ancient Sequoia as the only remaining V-8-powered Toyota in the U.S. All Tundras are now powered by a twin-turbo 3.4-liter V-6 paired with a 10-speed automatic transmission. (Toyota, though, incorrectly refers to it as a 3.5-liter.) Hybrid models, dubbed “i-Force MAX,” sandwich a 48-hp electric motor between the engine and transmission, with a small nickel-metal hydride battery mounted beneath the rear seat. The standard configuration makes 389 horsepower and 479 pound-feet of torque. The muscled-up hybrid churns out 437 horsepower and 583 pound-feet of torque. Only the entry-level SR trim makes less power than the outgoing truck, with its V-6 tuned for 348 horsepower and 405 pound-feet.

The other major hardware change concerns the rear suspension, which is now a coil-spring design. Optional air springs enable automatic load leveling but can also be manually controlled, to either lower the rear end to ease loading or raise it for off-roading. Which, given the fixed front ride height, means that the Tundra can Carolina Squat itself.Trim levels mirror the previous-gen truck, starting with the basic SR and the volume-model SR5 and climbing through fancier Limited, Platinum, and 1794 variants. The TRD Pro is now hybrid-only, but the hybrid-adverse can build an SR5 that nearly replicates the TRD Pro’s hardware. The new TRD Off-Road package includes TRD wheels and suspension (though not the Pro’s Fox internal-bypass front dampers and remote-reservoir rears), along with a locking rear differential—the first time an electronic locker has been offered on a Tundra. If you want to go in the opposite direction, there’s also a TRD Sport package that lowers the ride height.
Maximum payload is now 1940 pounds, and that almost-ton of stuff rides in a rugged new aluminum-reinforced composite bed—the “make the whole plane out of the black box” approach to bedliner. Nonetheless, Toyota still offers both a bed mat and a spray-in bedliner as accessories. Why? Because a certain group of people demand so. We won’t say who, but they’d be the ones who make a bunch of money selling you a bedliner for your bed. (They’ll also install a three-inch lift kit, among a portfolio of other accessories.) Those beds are available in 5.5-foot, 6.5-foot, and 8.0-foot lengths, and Tundra buyers can now pair the crew cab with a 6.5-foot bed.

From the outside, the Tundra’s redesign is conservative—huge grille notwithstanding—with a definite Silverado resemblance in the cab, particularly the upward kick of the sheetmetal at the bottom of the rear side windows. But inside, it’s a huge departure from its predecessor. An 8.0-inch center touchscreen is standard, but every truck at the launch event had the optional 14.0-inch infotainment screen. The navigation system is the most obvious upgrade, running a cloud-based system that will automatically store maps offline if you’re heading into an area with spotty connectivity. There’s also a “Hey Toyota” virtual assistant that can understand natural questions and commands. One thing that’s missing from both systems is a tuner knob for the stereo. If you frequently listen to SiriusXM or terrestrial radio, that could be a major aggravation—the hard buttons on the steering wheel scroll through presets, but not from channel to channel. Up above the rearview mirror is the switch to roll down the rear glass, which is nice for talking to hitchhikers riding in the bed.
We didn’t tow with the Tundra, but its 12,000-pound max tow rating is competitive with the other half-ton trucks. It also has a clever backup assist function. Drive around for a bit with your trailer and the truck learns how it behaves, then enables a mode where the truck steers the trailer straight back on whatever heading you put it on. That seems more useful than relearning how to reverse a trailer, which is essentially what Ford’s backup assist requires.With no center differential on any trim, the Tundra’s default on-pavement mode is rear-wheel drive. So, take a rear-drive truck with an open diff, 437 horsepower and 583 pound-feet of torque, and you have a recipe for massive burnouts. The hybrid will lay rubber into third gear—its rear diff is upsized, to handle all that torque—and the standard truck will smoke the tires, too. These things are going to be a handful in the rain. Fortunately, the coil-spring rear end helps imbue the 2022 Tundra with a feeling of precision that was missing in the 2021 model. The whole truck feels more taut and better in control of its mass, both sprung and unsprung.
When it’s time to back off the throttle, the hybrid downplays its electrified nature. Although it’s recapturing energy on deceleration, there’s no display to show that, nor any Prius-style energy deployment graphic. All it has is a gauge showing how much muscle the electric motor is contributing, conspicuously paired with a similar one displaying turbo boost. Where’d that energy come from? Your Tundra won it in a game of poker, or hunted it with a bow and arrow, because that’s what tough trucks do.The fact that Toyota came up with “i-Force MAX” as a euphemism for “hybrid” is a clue that efficiency might not be the main objective here. We still don’t have EPA numbers for the hybrid, but the truck’s own reckoning from its trip computer put the mileage similar to the nonhybrid, which is to say high teens in mixed driving. We’d guess the i-Force MAX picks up 1 or 2 mpg in the city but doubt it betters the 22-mpg highway for the nonhybrid 4×4. The hybrid will go into EV mode at highway speeds, but with only 48 horsepower motivating a 6000-pound truck, it doesn’t take much throttle to awaken the V-6.
Both powertrains are hushed, piping in some synthesized engine noises to provide a little drama when you dig deep on the throttle. So, whether in Eco mode or Sport+, there’s a prominent growl when you floor the accelerator. It’s not bad. And with the windows down, every now and then you catch the sound of the turbos spooling up. Toyota still hasn’t released pricing, but given its approach to the rest of the redesign, we think it’ll land about where you’d expect—ruthlessly benchmarked against the other half-ton full-size trucks. Toyota admits that it doesn’t expect to outsell the domestic trucks, because if the 2007 Tundra couldn’t, what would? Thus, three strategic concessions: air springs only on the rear axle rather than all four corners, no generator function with the hybrid, no full-time four-wheel-drive system that can be used on pavement. Because would any of those things convince longtime Ford buyers to jump to Toyota? Conversely, will their absence drive a loyal Tundra driver to another brand? Probably not. If the 2007 Tundra was ahead of its time, this one is of the moment—however long that should last.

Specifications

Specifications
2022 Toyota TundraVehicle Type: front-engine or front-engine and front-motor, rear- or rear/four-wheel-drive, 5-passenger, 4-door pickup
PRICE (C/D EST)
Base: $37,000
POWERTRAINS
twin-turbocharged and intercooled DOHC 24-valve 3.4-liter V-6, 348 or 389 hp, 405 or 479 lb-ft; twin-turbocharged and intercooled DOHC 24-valve 3.4-liter V-6, 389 hp, 479 lb-ft + AC motor, 48 hp, 184 lb-ft (combined output: 437 hp, 583 lb-ft; nickel-metal hydride battery pack)Transmission: 10-speed
DIMENSIONS
Wheelbase: 145.7–164.6 inLength: 233.6–252.5 inWidth: 80.2–81.6 inHeight: 78.0 inPassenger Volume: 106–122 ft3Curb Weight (C/D est): 5300–6400 lb
PERFORMANCE (C/D EST)
60 mph: 6.2 sec1/4-Mile: 14.9 secTop Speed: 100 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 19–22/17–20/22–24 mpg

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Look past the 2021 Ford Mustang Mach-E’s tenuous connection to the brand’s traditional pony cars and you’ll find a very compelling electric vehicle—one good enough that it earned Car and Driver’s first ever EV of the Year award. But the Mustang badge that it wears conjures images of powerful, speed-addled thrills. The Mach-E simply struggles to deliver those in its lower states of tune, which top out at a mere 346 horsepower. For the Blue Oval’s electric SUV to approach the level of excitement expected from Ford’s galloping pony, you’ll need to step up to this Mach-E, the new performance-oriented GT model with its herd of additional horses.

An abundance of power has been a defining trait of Ford’s best Mustang models over the years. While the Mach-E GT’s all-wheel-drive layout means that tire-smoking burnouts are off the table, its combined pony count does climb to a stout 480 horsepower, thanks to a more powerful motor on its front axle (its rear unit is shared with lesser models). That’s more than enough grunt to startle unsuspecting passengers and draw the attention of roadside tax collectors. Aided by 600 pound-feet of torque, it’s also enough to get the GT to 60 mph in a claimed 3.8 seconds, which is more than a second quicker than we’ve recorded for a non-GT version and as rapid as the last 526-hp Mustang Shelby GT350R we tested. Opting for the GT Performance Edition—a $5000 package atop the $61,000 base GT—adds an extra 34 pound-feet of twist and drops the factory-stated zero-to-60 figure to 3.5 seconds. For reference, a 470-hp 2020 Tesla Model Y Dual Motor Performance, which starts at $62,400, needed 3.6 seconds to reach 60 mph in our testing.
Providing the electrons to the GT’s motors is the larger 88.0-kWh Extended Range battery, which is optional on non-GT models. For the 2022 model year, recalibrated energy management programming will increase the pack’s usable capacity by 3 percent, boosting its storage to 91.0 kWh. (Likewise, 2022 Mach-Es with the standard battery will sport 70.0 kWh of capacity, up from the current 68.0.) Ford says these gains will not alter the car’s quoted range, which is estimated at a respectable 270 miles for the regular GT and 260 for the GT Performance Edition. In addition to their increased outputs, both GT models sit 0.4 inch lower on a sportier suspension setup and feature wider 20-inch wheels with 245/45R-20 tires—all-seasons on the regular GT and Pirelli P Zero PZ4 Elect summer rubber for the Performance Edition, the latter being a first for any Mach-E. Performance models also bring a unique wheel design, larger front brake rotors, and adaptive magnetorheological dampers. You’ll be able to spot Mach-E GTs by their red-painted brake calipers (the fronts being four-piston Brembo units), plus GT badges on their rear liftgates, revised front and rear bumpers, and dark-finished grilles with illuminated pony emblems. Also included are front sport seats with larger bolsters. Performance models feature even more embracing Ford Performance units with grippy inserts.
Mat the accelerator and the GT delivers the instant, neck-snapping thrust that the Mach-E’s Mustang-inspired design promises, quickly erasing short straights on California’s Pacific Coast Highway north of San Francisco. It’s difficult to notice the Performance Edition’s extra torque over the standard GT’s, but its stickier tires and upgraded dampers reveal more of the Mach-E’s handling potential. Carry too much speed into a sharp corner and the girth of this relatively tall, heavy crossover is evident, but its overall balance is pleasantly neutral and provides impressive agility and body control. Although you can activate a one-pedal drive setting with maximum brake regeneration via a tap of the 15.5-inch center touchscreen, the more aggressive Unbridled drive mode (there also are tamer Whisper and Engaged settings) brings a decent amount of standard regen while also sharpening the drivetrain’s responses and upping the steering effort. Ride quality is taut but never harsh in this mode and downright comfy by default, even over the few broken sections of pavement we could find. The regular GT with its passive dampers manages most bumps with a similar smoothness, although we did notice some uncouth hobbyhorse motions over large frequency undulations, such as those you might encounter between pavement seams on the highway. As you’d expect, it’s far easier to overdrive the GT when it’s fitted with all-seasons, as those tires can quickly lose purchase when you abruptly unleash 600 pound-feet of torque accelerating out of a tight bend. Unique to GT models is a new Unbridled Extend mode, which is designed to provide sustained performance over longer runs by optimizing the battery’s thermal management and setting all of its chassis systems to full attack. In this mode, the brakes become more responsive and devoid of regen, the steering gets more linear, and the volume of the love-it-or-don’t powertrain synthesizer that plays through the stereo speakers increases slightly (it can be turned off if you prefer near silence). The front-to-rear power split also becomes rear biased, going from 50/50 to 40/60, and the thresholds for traction and stability control intervention are relaxed. More important, those driver aids can now be fully deactivated via a button next to the headlight controls—a feature that Mach-Es have previously lacked. It will be added to all models for the 2022 model year.

Aided by the GT’s precise steering, stable platform, and deep well of torque, Unbridled Extend made the Performance Edition a hoot to fling around a maze of cones set up in an abandoned parking lot. Ford prevented us from turning off the car’s safety nets and sliding around the course’s hairpins with abandon, but we still had enough fun that we didn’t mind the lack of fire and brimstone under the hood, at least for a moment. If anything, pushing the GT’s limits revealed that the Mach-E’s chassis could handle even more rubber underneath it, although larger tires surely would sap some of its range. There are caveats, though: Unbridled Extend prioritizes consistency over outright power, meaning straight-line thrust is less than in the normal Unbridled setting. And it has very strict activation requirements related to heat and current flowing in and out of the battery, so you’ll need to engage it on startup or after the car has sat and cooled off for a bit. We also learned that the Performance Edition’s seats, while otherwise nicely supportive, could work better still at holding the pilot in place during high-g maneuvers. Given the GT’s greater power and poise versus lesser Mach-Es, its upcharge—nearly $10K more than a Premium all-wheel-drive model with similar equipment and the same range—seems reasonable. Compared to the slightly more expensive Tesla Model Y Performance, it’s better built and far more engaging to operate. As a Mustang, the Mach-E is still earning its place among that nameplate’s storied history. But the GT does prove that, with enough horsepower and handling hardware, even a quiet, accommodating crossover can excite a pony car enthusiast’s grey matter.

Specifications

Specifications
2021 Ford Mustang Mach-E GTVehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
$61,000; GT Performance Edition, $66,000
POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 480 hpCombined Torque: 600 or 634 lb-ftBattery Pack: liquid-cooled lithium-ion, 88.0 kWhOnboard Charger: 10.5 kWTransmissions: direct-drive
DIMENSIONS
Wheelbase: 117.5 inLength: 186.7 inWidth: 74.1 inHeight: 63.5 inPassenger Volume: 101 ft3Cargo Volume: 34 ft3Curb Weight (C/D est): 5000 lb
PERFORMANCE (C/D EST)
60 mph: 3.5–3.8 sec100 mph: 12.0–12.2 sec1/4-Mile: 12.3–12.5 secTop Speed: 124 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 87–90/92–96/81–84 MPGeRange: 260–270 mi

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After driving nearly every car for sale over the last 20 years, it’s natural for the cars of the past to enter into your thoughts when driving something new. Humans compare experiences to gain perspective, which explains why we were daydreaming about Rolls-Royces while driving Mercedes-Benz’s new electric luxury four-door, the EQS450+. Like a Rolls-Royce Phantom, the EQS is a capsule of luxury and silence that pours itself down the road with unerring grace. Unlike a hard-to-swallow Rolls, the EQS looks like an Advil Liqui-Gel. It’s a lozenge of a car with what Mercedes claims is the lowest drag coefficient—0.20—of any car on sale. That slick bod whips through the air, barely disturbing it, and leads to near silence at extra-legal highway speeds.

Mercredes-Benz

The 107.8-kWh battery sandwiched in the floor also helps keep road noise to a minimum. That big battery also allows the EQS450+ to go an estimated 350 miles between charges. While that range bests the other German electrics, Lucid and Tesla both have models that far surpass that number. Find a Level 3 DC hookup and the EQS can go from 10 percent charge to 80 percent in 31 minutes. On a typical Level 2 setup, the EQS take just over 11 hours to go from 10 percent to 100 percent.Moving the electrons around in the battery is a single motor driving the rear wheels that makes 329 horsepower and 419 pound-feet of torque. It’s not nearly as quick as the 516-hp EQS580, but it’ll shove you into the massaging seats. After the initial thrust from a stop the acceleration tapers off, but 60 mph is yours in a claimed 5.9 seconds. In more relaxed driving, the right-now torque affords the EQS the same sort of effortless waftability that Rolls-Royce has been touting for decades.

Mercredes-Benz

Yet what really reminds us of the Spirit of Ecstasy is the suppleness and silence of the suspension as it glides over the tarmac. Not much of the outside permeates the EQS’s cocoon. The long 126.4-inch wheelbase certainly helps attenuate bumps, but it’s the tuning of the standard air-spring suspension that maintains the serenity despite our test car’s 21-inch wheels wrapped in Goodyear summer rubber. Those sticky tires provide excellent grip despite the Benz’s estimated 5600-pound curb weight. Press it hard into a corner and it remains flat, and the low center of gravity born of the massive battery in the floor seemingly drills the car into the center of the Earth. Steering efforts are light and don’t pick up much even in Sport mode, but the easy efforts help mask the heft and size of this S-class-sized hatchback.

Mercredes-Benz

Four-wheel steering turns the rear wheels up to 10 degrees in opposition of the fronts at low speeds, helping to shrink the turning circle to 35.7 feet, making this very big Benz feel like an A-class. There’s an ease and luxury to the whole driving experience, that is only interrupted by the brakes. Hitting the brakes in the EQS starts with energy regeneration from the motors and then blends in the stopping power of the four massive brake rotors. Stepping into the brake pedal is an initially mushy experience that doesn’t slow the car much. Keep pushing and you reach a hard point where the pedal resists being moved further. Press harder and the deceleration finally hits, but it takes a lot of pedal pressure to get meaningful braking, and by then you’re sailing towards that burgundy Corolla at an alarming rate. Using those unnatural-feeling brakes can be largely avoided by pulling on the right paddle behind the steering wheel twice. Do so and you get the maximum regeneration (what Mercedes terms Recuperation) that largely eliminates the need to touch the brake pedal and allows one to speed up and slow down in traffic by using only the accelerator. That max regen mode won’t bring the car to a complete stop though. The system slows the car to about 5 mph and then continues to creep ahead. There is an additional regen mode that requires you to hold the right paddle called Intelligent Recuperation. It utilizes the adaptive cruise-control radar and camera systems to optimize regeneration based on the surrounding traffic, the topography, and the twistiness of the road. When engaged, it’ll bring the car to a stop provided the car in front of you has stopped. It certainly works, but it’s not smart enough to stop at a stop sign or red light and will only react to whatever the car ahead is doing.

Mercredes-Benz

Aside from this being Mercedes’s first car built on its new EV platform, the other big news is the so-called Hyperscreen. The Hyperscreen consists of three screens that are covered in a massive glass panel that spans the width of the dashboard. The three touchscreens control nearly every function in the car, from setting an interior temperature to a game of Tetris. As a new system, it takes a bit of getting used to, but after a few hours of experimentation we became comfortable with scrolling through radio stations, looking up the outside air quality, setting a destination on the native navigation system, and pairing a phone to the system. Once paired, we largely skipped Benz’s system for Apple CarPlay. There is also the option of talking to the EQS. Saying “Hey, Mercedes” wakes the EQS’s virtual assistant that can help with a number of controls from setting the temperature to making a phone call. It works surprisingly well, but talking to your car always seems just a little silly. The Hyperscreen certainly looks like the future, but the instrument display in front of the driver is set high. That elevated cowl is the exact opposite of the low and simple dashboard of a Tesla Model 3 or even a Model S. The brain adjusts to it, but without an engine ahead of you, why does the cowl need to be so high?

Mercredes-Benz

We also questioned the lack of a frunk. A cabin air filter and some other ancillaries live under the fixed hood, but the EQS makes up for that deficiency with an absolutely massive amount of cargo space under the hatch. And, if that’s not enough, the rear seats fold away.There’s also a lot of space in the rear seat—leg-crossing, stretch-out space. Sitting in the rear seat you realize that this car is a reimagining of the S-class. In addition to the S-class appointments, performance, technology, and space inside, the EQS comes with an S-class-like price. The least expensive EQS450+ starts at $103,360, moving up to the Exclusive Level adds $3400, and the appropriately named Pinnacle Level comes in at $109,560. Pricing for the more powerful EQS580 opens at $120,160, requires an additional $3400 for the Exclusive trim, and for those who want it all, the Pinnacle will wear a $126,360 window sticker. Aside from the acceleration, the smaller motor EQS450+ is the same luxurious experience as the EQS580. If you never floor it for more than a couple of seconds, you’ll never feel like you should have gone with the quicker car. The EQS450+ is just as quiet, just as refined, and just and lovely as the more expensive EQS580. So, for those who don’t think every car that’s next to you at a red light is competition, you’ll be just fine.

Specifications

Specifications
2022 Mercedes-Benz EQS450+Vehicle Type: rear-motor, rear-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base: $103,360
POWERTRAIN
Motor: permanent-magnet synchronous AC, 329 hp, 419 lb-ft Battery Pack: liquid-cooled lithium-ion, 107.8 kWhOnboard Charger: 9.6 kWTransmission: direct-drive
DIMENSIONS
Wheelbase: 126.4 inLength: 207.3 inWidth: 75.8 inHeight: 59.6 inCargo Volume: 22 ft3Curb Weight (C/D est): 5600 lb
PERFORMANCE (C/D EST)
60 mph: 5.9 sec100 mph: 11.2 sec1/4-Mile: 14.5 secTop Speed: 130 mph
EPA FUEL ECONOMY (C/D EST)
Combined: 95 MPGeRange: 350 mi

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A lucid dream is one in which you are aware you are dreaming and can exert some degree of control. That seems to describe the state of mind of those who brought the all-wheel-drive Lucid Air Dream Edition to life because, by all rights, it shouldn’t exist. The team that CEO Peter Rawlinson assembled not only was building the airplane while they were flying it, they were also hyping and financing the complicated endeavor at the same time.On paper, the results are just as jaw-dropping as they are easy to disbelieve. How could a first-time carmaker burst out of the gate with a stunner of an all-electric sedan that produces an eye-watering 1111 horsepower and 471 miles of EPA range in Performance spec and delivers an unprecedented EPA range of 520 miles in the 933-hp Range spec? The gracefully styled Air looks long, low, and wide, so it just has to be a portly sled that’s hiding a huge battery pack and a massive pair of motors, right?

Lucid Motors

Actually, no. Each of the two electric drive units has the capacity to produce 670 horsepower apiece, but each one weighs just 163 pounds and can fit into a carry-on suitcase. That’s a power density of 4.1 horsepower-per-pound, folks—about triple that of a 6.2-liter supercharged Hellcat V-8 without its requisite transmission, prop shaft, or rear differential. The Lucid figure, on the other hand, represents complete coaxial drive units that include the electric motor, power inverter, differential, final-drive reduction gear, and a pair of embedded axle drive flanges.What’s more, the battery pack that drives these electric machines is not an unspeakably large monstrosity. Lucid is getting that bonkers range out a 112.0-kWh battery because the Air’s EPA combined efficiency of 125 MPGe for the Dream and 131 MPGe for the Grand Touring are better than compact EVs like the Chevrolet Bolt EV (118) and Hyundai Kona Electric (120). The pack does weigh a smidge over 1500 pounds, but it can be forgiven because it is a stressed member of the body structure that represents some 40 percent of the car’s overall torsional stiffness.

Lucid Motors

According to a Lucid supply chain specialist we talked to, the secret sauce was the decision to design and build all of these powertrain components and the battery pack in-house. Off the shelf or even Tier-1 supplier-developed components would not allow for the design optimization that was necessary to pull off the kind of power, range, and packaging efficiency Lucid was after. Chief engineer Eric Bach summed up the unwavering clean-sheet philosophy by saying that the team started by “targeting the limits of physics, not other vehicles.”The desire for ultimate range and packaging efficiency led to a system that runs at as much as 924 volts instead of the typical 400 volts or the Porsche Taycan/Audi etron GT’s 800 volts. Doubling the voltage reduces the amount of current, and thus heat. That’s one of many reasons why so many of Lucid’s powertrain components are more heat-resistant and compact.The diminutive size of the motors adds up to a remarkable amount of interior space, trunk volume, and frunk volume. Front legroom is absolutely immense, and the only thing that gets in the way of an excellent driving position is the cumbersome touchscreen-based steering-column tilt-telescope and side-mirror adjustment scheme that’s admittedly better than Tesla’s, but not by much. Apart from that, the 34.0-inch floating 5k display screen makes a stunning centerpiece to an exceedingly well-trimmed and attractive cockpit.

Lucid Motors

Rear legroom is nearly as generous, but the posture is somewhat akin to a chaise lounge. The Dream and GT front seats are mounted low against the underfloor battery pack. While this helps facilitate the Air’s ultra-sleek roofline, it means back-seat passengers can’t tuck their feet under the front seats. The upcoming Touring and Pure models solve that with an 18-module battery instead of a 22-module pack, with the four absent ones right where rear passengers’ feet naturally rest. The trade-off will be 400-odd miles of range instead of over 500, but that hardly seems a problem.Underway, the Air Dream immediately impressed with a seemingly bottomless well of torque and ridiculously easy speed. The roads around Lucid’s Casa Grande, Arizona, assembly plant are no place to plumb the depths of this car’s potential, but we did stand on it hard enough to inadvertently test the headrests. Suffice it to say there’s no reason to doubt any of Lucid’s power figures, its 2.5-second 60-mph acceleration claim, or the 9.9-second quarter-mile estimate. Still, those are numbers for the sold-out Dream Performance model. We expect the 800-hp Grand Touring model to rip off a quarter-mile in 11.0 seconds. And the Dream Range model should fall in between.

Lucid Motors

We tried out all three driving modes: Smooth, Swift, and Sprint. Each offers differing levels of motor response, damper calibration, steering effort, and regenerative braking. Smooth offers more regen than Swift or Sprint, the theory being that drivers in a sporting mood want to control and feel the friction brakes. The two systems are not blended in any way, so the pedal feels predictable and authentic. Those who prefer a strong level of regen braking can select a High setting to conjure up 0.30 g in any mode, which we found highly entertaining when hustling through a tight, decreasing-radius freeway ramp. The front suspension is a multilink design with a virtual pivot steering axis that is a boon to steering precision and straight-line stability. The rear uses a different multilink design called integral link. Both make bushing tuning more straightforward when it comes to comfort and performance. Electrically assisted power steering produces consistent feel and a strong sense of straight ahead despite the disparate effects that came with power application, regen braking, and friction braking.

Lucid Motors

We half-expected to see air springs under the Lucid Air, but it uses steel coils. That was fine because there’s no need for height adjustment here. Lucid sourced Bilstein DTSky dampers with independent control of rebound and compression, and the combination delivered an appropriately smooth ride in Smooth mode. Our main gripe was the road noise produced by the optional low-profile (35 series) 21-inch Pirelli P Zero PZ4 Elect tires on one particularly nasty stretch of asphalt. Back-seat occupants noticed it more, but we’re willing to chalk it up to coarse asphalt meeting the sportiest of three tire offerings. If you needed another reason to not go for the 21s, EPA range drops to 481 miles when they are spec’d. The Lucid Air Dream Edition is sold-out, but you can reserve a $139,000 Grand Touring and expect delivery in the early part of next year. You can also reserve a Touring or the $77,400 Pure, but those won’t be added to the production mix until the latter half of 2022.This was a short drive on unchallenging roads. There’s still a lot to learn about the Lucid Air, but what we gleaned from this encounter was huge. Lucid is the real deal and has seemingly redefined how efficient an electric powertrain can be. Others in the EV biz need to wake up.

Specifications

Specifications
2022 Lucid Air DreamVehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base: Air Dream, $169,000
POWERTRAIN
Motors: 2 permanent-magnet synchronous ACCombined Power: 933–1111 hpBattery Pack: liquid-cooled lithium-ion, 112.0 kWhOnboard Charger: 19.2 kWTransmissions: direct-drive
DIMENSIONS
Wheelbase: 116.5 inLength: 195.9 inWidth: 76.3 inHeight: 55.5 inPassenger Volume: 98 ft3Cargo Volume: 23 ft3Curb Weight (C/D est): 5200 lb
PERFORMANCE (C/D EST)
60 mph: 2.5 sec100 mph: 5.5–5.9 sec1/4-Mile: 9.9–10.5 secTop Speed: 168 mph
EPA FUEL ECONOMY
Combined/City/Highway: 111–125/110–126/111–125 MPGeRange: 451–520 mi

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A few years ago, as the world was questioning the announcement that Ford would cease selling cars in the U.S. (except for the Mustang), Ford’s executives must have been concealing a smirk. That’s because they knew that the about-to-be-announced Maverick small pickup would soon be ready to assume the entry-level slot in the lineup.The Maverick is roughly the size of the previous-gen Ranger that Ford dropped a decade ago. It has a very affordable starting price. It is available only as a four-door crew-cab model in three trim levels: XL, XLT, and Lariat. And its arrival is meaningful: With the Maverick, and also the new-for-2022 Hyundai Santa Cruz, small trucks are back.

Walking up to the Maverick, the first impression is how low its roofline is. The new truck sits nearly five inches lower than the current Ranger and almost seven inches below the F-150. If you’re roughly five feet nine or taller, you’ll be able to see right over the top of the cab, an extremely rare occurrence for a pickup today.

The Maverick may be less of a mini-F-150 than an Escape in pickup-truck form, but its capabilities are plenty to convince that this is no mere costume. Based on the same C2 unibody platform, the chassis is largely shared with the Escape but has been beefed up to achieve a compelling 1500-pound payload capability, which betters that of the four-door Toyota Tacoma.The pricing is as big a surprise as the return to the small-truck segment. There’s no 1.5-liter three-cylinder as in its Escape and Bronco Sport platform mates; instead, the $21,490 entry-level Maverick is a front-wheel-drive four-cylinder hybrid. This is Ford’s well-sorted tech that dates back to the 2005 Escape hybrid. Combined output of its 2.5-liter inline-four and two electric motors is 191 horsepower, and the price of the Maverick hybrid is a whopping $7785 cheaper than an Escape with the same powertrain. The step-up option is a 250-hp turbo 2.0-liter inline-four that’s a $1085 upcharge on any trim level.
Morphing a compact SUV into a pickup brings an unusual amalgam of car and truck traits. For example, massive, anti-social levels of wheelspin, even from a rolling start with the front-drive 2.0T. We’d recommend opting for all-wheel drive ($2220) with the more powerful engine. In addition to the added traction, all-wheel drive brings with it an independent rear suspension, which replaces a torsion beam in the front drivers. Over the road, the Maverick has the resolute solidity of a unibody SUV with a firm ride that enables the lofty payload and benefits body control. A flourish is playful lift-throttle rotation at the limit, reminiscent of the compact hatchbacks that Ford no longer sells. But the stability control can’t be completely disabled, so it’s a short-lived thrill. The steering has a truckish imprecision, and efforts are on the high side, while the brake feel from the upsized brakes, relative to the Escape or Bronco Sport, is solid and confidence-inspiring. The 2.0T engine is muted. Wringing it out brings mostly flow noise from the exhaust system. But it’s quick; the sprint to 60 mph should come in at around six seconds flat.The front-drive-only hybrid has a power level better matched to powering only the front wheels. Its 2.5-liter emits more four-cylinder buzz than the quiet 2.0T, but it’s not obnoxious. In general, the Maverick is surprisingly hushed given its low price point. The brake pedal of the hybrid is a bit non-linear, as is the blended-brake norm. And in driving conditions that were light on the highway, but not light on the throttle, we saw an indicated average above Ford’s 40-mpg EPA city claim. Impressive.
With the low price comes a simplified lineup and carefully omitted features. For example, there’s no rear defroster available at all and cruise control is an option on base XL models. To get push-button start and get rid of the key cylinder—remember those?—you have to step all the way up to the top Lariat trim ($26,985). Heated seats and a heated steering wheel are only included with the $2345 Luxury package on XLTs or the $3340 Luxury package on Lariats. There are no interior trim or color options within a trim level, and there’s no leather. The 8.0-inch touchscreen isn’t as high-resolution as Ford’s best and excludes features such as built-in nav, although that’s no real loss with standard Apple CarPlay and Android Auto functionality.And yet, with interesting materials and clever flexibility, the interior is not at all cheap-feeling and is in fact one of the most inventive we’ve seen from Ford. The light trim on the front of the dash trim has scraps of carbon fiber blended into it to create a look like a quartz countertop, and there are splashes of color on the vents and console bin. The top of the dash is hard plastic, but there, too, the graining elevates its appearance substantially. The only typical cheap black-grained plastic is on the center of the parts-bin steering wheel. The door pockets are clever, too; cutting short the typical grab handle leaves a spot to stow tall water bottles. A bike tire can slide into those slots to fit across the rear-seat area. That rear seat is adult habitable, but not compact-SUV spacious—it’s about the same size as the Hyundai Santa Cruz.
There’s also a ton of customization opportunity. Ford accessories can plug into a spot at the back of the center console and in the under-seat storage cubbies, but the company is also going to release the math for that attachment so owners can 3D-print their own creations. The 4.5-foot bed has slots for lumber to divide up the available space horizontally and to create two-tiered storage. The tailgate has a middle position that puts it at the same level as the wheel wells for hauling sheets of four-by-eight-foot plywood. Customers can also tap into an electrical circuit on its own 20-amp fuse, plumbed into the rear of the bed, for whatever accessories they might want to install.The Tow package ($745), which raises the truck’s capability from 2000 to 4000 pounds, is only available with all-wheel drive. It includes upgraded engine cooling, a transmission oil cooler, and a shorter final-drive ratio. We towed 3650 pounds’ worth of ATVs with a 2.0T so equipped and hauled two Jet Skis (2000 pounds) with a hybrid, and in neither case did the truck feel overtaxed. Though front-drive on a boat launch can be a gamble. Will truck buyers—who have had nothing but derision for the clever but homely Honda Ridgeline—be okay with a unibody pickup from Ford? Based on more than 100,000 initial orders, it seems like Ford’s decision to walk away from cars was well founded.

Specifications

Specifications
2022 Ford MaverickVehicle Type: front-engine or front-engine and front-motor, front- or all-wheel-drive, 5-passenger, 4-door pickup
PRICE
XL, $21,490; XLT, $23,775; Lariat, $26,985
POWERTRAINS
DOHC 16-valve 2.5-liter Atkinson-cycle inline-4, 162 hp, 155 lb-ft + 2 AC motors, 105 and 126 hp, 48 and 173 lb-ft (combined output: 191 hp; 1.1-kWh lithium-ion battery pack); turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 250 hp, 277 lb-ftTransmissions: 8-speed automatic, continuously variable automatic
DIMENSIONS
Wheelbase: 121.1 inLength: 199.7 inWidth: 72.4 inHeight: 68.7 inPassenger Volume: 96–100 ft3Curb Weight (C/D est): 3600–3750 lb
PERFORMANCE (C/D EST)
60 mph: 5.9–7.8 sec1/4-Mile: 14.5–16.2 secTop Speed: 120 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 25–37/22–40/29–33 mpg

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Mazda has been slow to jump into the electric-vehicle pool, but now it’s here, albeit at the shallow end. The 2022 MX-30, a CX-30-sized all-electric SUV, offers much of what Mazda is good at—an artful interior, a stylish exterior, responsive steering and handling. All of which makes it more baffling that Mazda didn’t take advantage of electric-motor torque and power delivery to create a truly sporty compact people hauler, choosing instead to dial back the performance and range, resulting in an SUV that quickly runs out of zoom-zoom. The MX-30 starts out promising, with a very different look from the CX-30 it’s based on. Rather than its sibling’s big five-pointed grille and upright liftgate, the MX-30 has the high, small grille and smoothed fascia we’re starting to associate with EVs and a rounded rear almost like a hatchback. It continues to cosplay as a coupe by hiding the rear doors—which hinge at the back, like an early-’00s extended-cab pickup (or like Mazda’s RX-8). Swing those doors wide and admire the airy interior, available in a white-leatherette-and-gray-fabric combo or, in the Premium Plus trim, an optional darker interior in black and cocoa. Both are lovely, and both use a variety of recycled fabrics such as woolly felt on the door panels and sustainable natural materials like cork, which lines the floating console.
The cabin is well equipped, with even the starting trim getting a power moonroof, a leather-wrapped steering wheel, heated front seats, and multiple charging outlets. Phones connect quickly with both Apple CarPlay and Android Auto supported and stow neatly beneath the console. The recycled felt on the doors and the tweedy seat materials not only are fashionable, but colors, material, and finish designer Simona Merker assured us that the plush textiles and the cork-lined door handles and trays are just as durable and easy to clean as more common automotive interior plastics and leathers. The seats are a little firm beneath their center racing stripe, but the seating position is good, and they offer eight-way adjustability with power lumbar support and seat-position memory. The back seats are a bit cramped due to the curve of the roof, and entry through the smaller doors is tight. But there is decent legroom for adults, and egress is easy thanks to powered front-seat position buttons on the seatbacks.
If you get the feeling that we’re lingering over the interior finishes to avoid taking the MX-30 on a drive, well, you’re right, because things get a little disappointing once you’re in motion. It’s not that the MX-30 is unpleasant to pilot—quite the opposite. It rides lightly over bumps and broken pavement, and it turns easily, aided by Mazda’s electric G-Vectoring Control Plus, which adjusts torque and braking at barely perceptible levels to control weight transfer and improve handling feel. This is technology that Mazda uses on its gas-engine cars, but the nature of electric-motor tuning makes for even more precise programming. As a result, the MX-30 takes corners with more poise than the CX-30, despite being claimed some 420 pounds heavier. We drove a CX-30 out to the MX-30 drive program, and while its handling remains a favorite among small SUVs, the new MX-30 feels even better. Braking, too, is excellent on the electric SUV, with regen levels easily adjusted on the fly via the steering-wheel paddles.

So what’s the problem? If your usage case for an EV is what Mazda predicts—30 miles of daily commuting on largely flat terrain, plugging in at work and at home—then there is no problem. But if you want to take advantage of the MX-30’s engaging driving dynamics in a hilly area or enjoy a weekend road trip in its cozy seats, you’ll run into a couple of complaints. Mazda’s EV is currently only available with a single motor making 143 hp and 200 lb-ft of torque. It’s zippy enough around town, but on the highway, or even some of the wider, meaner streets of Los Angeles County, you won’t be passing any Teslas—or even Chevy Bolts. The sluggishness is a surprise, especially since the MX-30’s $34,645 starting price is more than the Bolt’s. We tend to accept a certain lethargy in small gas engines in return for fuel economy or a low buy-in price, but electric motors need to make up for their lack of fun noises with fun acceleration. The drivetrain in the MX-30 feels detuned, maybe to stretch the range of its small battery pack, which leads us to our next performance demerit.

The argument can be made that the average owner doesn’t need more than 100 miles of range, but we aren’t going to make it. It’s 2022, we’re seeing 500 miles from electric cars, and 200 miles should be expected. The MX-30 offers an EPA rated 100 miles of range. Recharging at a Level 3 charger, it can get 80 percent topped up in 36 minutes; this takes 2 hours and 50 minutes at a Level 2. Our ride from home to the test-drive site and back wouldn’t have been a possible round trip in the MX-30. Mazda does offer 10 days of no-cost loans of other vehicles from its fleet for the first three years of ownership, but who wants to swap cars any time you want to leave your neighborhood?Some of the MX-30’s limitations might be explained by taking a bigger-picture view. Mazda is a small company, it’s offering the car in the global market, and the single motor and small battery offer the modularity to go hybrid or even back to a gas engine. There’s no frunk under the hood, which could easily be home to any powerplant combination. We already know there are plans for a plug-in hybrid with a rotary-engine component—maybe that will offer all-wheel drive and a little more zoom. In the meantime, plug it in and pet the seats while it charges.

Specifications

Specifications
2022 Mazda MX-30Vehicle Type: front-motor, front-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base, $34,645; Premium Plus, $37,655
POWERTRAIN
Motor: permanent-magnet synchronous ACPower: 143 hp @ 4500 rpmTorque: 200 lb-ft @ 3243 rpmBattery Pack: liquid-cooled lithium-ion, 30.0 kWh(C/D est)Onboard Charger: 6.6 kWTransmission: direct-drive
DIMENSIONS
Wheelbase: 104.4 inLength: 173.3 inWidth: 70.7 inHeight: 61.5 inPassenger Volume: 86 ft3Cargo Volume: 21 ft3Curb Weight (C/D est): 3650 lb
PERFORMANCE (C/D EST)
60 mph: 9.6 sec1/4-Mile: 16.9 secTop Speed: 90 mph
EPA FUEL ECONOMY
Combined/City/Highway: 92/98/85 MPGeRange: 100 mi

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