Car Reviews

The rally-car spotter’s guide saved in our mental database is flush with images of Subaru Imprezas, Audi Quattros, and Ford Cosworths—race cars synonymous with getting air over a backwoods roller, carrying triple-digit speeds through a tunnel of trees, and turbos whooshing with brapipipbrappinganti-lag flames firing from the exhaust. But a Toyota Prius rally car? Error 404: File not found. Before we go further, don’t confuse this Prius with the aero-equipped freakazoid and factory-backed Toyota Gazoo Racing Yaris World Rally Challenge (WRC) racer or the Yaris GR set to compete in the Australian Rally Challenge. The Prius Rally is an after-hours project car created by three Michigan-based Toyota engineers tasked with pushing the hybrid hatchback to dirty heights. Adapting a stock Toyota for rallying is nothing new for this team. Their previous dirt-spewing creation was a Corolla iM rally car.
To create the Prius Rally, the team selected the all-wheel-drive Prius AWD-e. From there they gutted the interior and transformed the cockpit into a safe space by welding in a FIA-spec roll cage, bolting in Sparco racing seats with five-point harnesses, and replacing all the windows with lightweight plexiglass. The exterior remains largely unchanged, the exception being some LED lights, a tow hook, skid plates, and a roof scoop. The scoop is mostly for looks; the Rally retains the Prius’s air-conditioning system to keep the pilot and navigator comfortable and also the 1.3-kWh nickel-metal hydride battery pack cool and happy. To endure the thrashing it would receive running a rally stage, the team modified the Rally’s suspension. Since the Prius is built on Toyota’s New Global Architecture (TNGA) which is shared with many vehicles, there are abundant suspension components that will bolt right on. The team settled on RAV4 TRD dampers on the front and rear axles with Camry and Avalon TRD springs, respectively. The combo adds 0.7 inch of ground clearance. To keep the suspension from bottoming out on impacts, an additional half of a bump stop was added at each corner. To allow the suspension to work more independently, the stock anti-roll bars were removed at both ends.
A Prius AWD-e might be out of place on a wet and slick rally-cross course in a limestone parking lot, but the Rally-tuned fuel miser feels at home here. The suspension works and dulls impacts over undulated surfaces rather than crashing through them. There’s a surprising amount of surefootedness even when the rear unloads while transitioning from corner to corner. The team deemed the standard 15-inch wheels were tough enough for off-road duty and fitted them with medium-compound Cooper Rally rubber. Yanking a few fuses disabled the anti-lock braking and stability-control systems, enabling the rare opportunity to throw a Prius into a corner with a Scandinavian flick. Sadly, the handbrake was removed, but the engineering team envisions eventually using the regenerative braking from the rear motor to assist directional changes. Dive hard onto the brakes while adding a quick right-left input into the steering wheel and the Prius Rally will go into an epic slide. The Cooper tires toss up dirt and rocks that ping off the bare sheetmetal like a hailstorm in a mobile-home community. Making a Prius go fast in the dirt is like going fast in Mazda Miata on a road course: Maintain speed at all costs. The Prius Rally’s stock powertrain is far from inspiring. The hybrid powertrain up front generates 121 horsepower while the rear motor pumps out a puny seven horsepower and removes itself from the party above 40 mph. In a previous test, a stock Prius AWD-e crawled to 60 mph in not-so-racy 10.7 seconds. Add some dense soil and slow corner exits to the equation and the Prius Rally is simply overwhelmed, like a tired animal mired in quicksand.

Toyota

The lack of power is something the team plans to address, and the TNGA platform offers options. The lovely 302-hp powertrain found in the RAV4 Prime seems like a no-brainer, or at least its larger battery pack and 53-hp rear motor. But first, the team needs to figure out where the American Rally Association (ARA) will classify their creation. To date, the Prius has competed in one event, but because a hybrid rally car is uncharted territory—WRC is going hybrid in 2022—they were only allowed to run in the untimed exhibition class. With BMX superstar and X Games gold-medalist Jamie Bestwick behind the wheel, the team says the car performed reliably, which made for boring pit stops. After each stage, nothing required mending, it barely used any fuel, and only consumables such as tires and brake pads needed to be replaced. The work done to create the Prius Rally has transformed an otherwise dull appliance into a deeply entertaining experience. The team hopes to compete in more races and add more power in the coming months. And while more power can’t come soon enough, the Rally is less about what the car is than what it could be. We’ll happily come back for whatever it becomes.

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The Alfa Romeo Giulia GTAm is a car that is more about the past than it is about the future. It’s a gas-burning, fender-flared winged beast of a sports sedan whose origins can be traced back to the 1960s. Back then, Alfa’s racing engineers slimmed down the weight of the Alfa Romeo Giulia Sprint GT, upgraded its engine considerably, and anointed their creation the Giulia GTA. One of the most successful touring cars of its time, the GTA had everyday life and checkered-flag greatness baked in.

Alfa Romeo

Alfa Romeo engineers recently applied the spirit of that GTA, which stands for Gran Turismo Alleggerita, the final word meaning lightened in Italian, to the Giulia Quadrifoglio. The GTA cut a claimed 220 pounds while adding various aerodynamic aids. To drop the pounds, the doors are aluminum and the drive shaft, hood, roof, front bumpers, and wheel-arch extensions at the front and rear are carbon fiber. New engine electronics, higher boost pressure, and an Akrapovic titanium exhaust system tickled out 533 horsepower from the twin-turbo 2.9-liter V-6, 28 horses more than the standard Quadrifoglio. Only 500 of the Giulia GTA will be made, and included in that short run is the even more extreme GTAm, a race-ready and street-legal version that ditches its rear seat to shed another 55 pounds compared to the GTA.In place of the GTAm’s back seat is a roll cage, helmet rack, and fire extinguisher. The rear windows are made of lightweight polycarbonate. The carbon-fiber racing bucket seats only move fore and aft, but there’s plenty of Alcantara trim and carbon-fiber bits to take in. Fabric loops replace the interior door handles, a very Porsche touch.

Alfa Romeo

Our test car offers a choice between a full harness and a three-point seatbelt. On the street we reach for the regular belts. Like a Ferrari, the GTAm engine starts with the push of a steering-wheel-mounted start button. The V-6 engine roars, much more aggressively than in the Quadrifoglio, before falling to a stable idle. Pedestrian heads swivel, other drivers glance into their rearview mirror in response to the new exhaust system that ends in the center of the carbon-fiber diffuser. A conversation with your passenger is pretty much impossible. Companionship in this car is about the GTAm and the driver, not another person. It makes us wonder if the weight savings actually came from completely removing all of the sound insulation.The claimed weight reduction would put the GTAm at about 3600 pounds, comparing to previous Giulia Quadrifoglios we’ve tested with our own scales, and the twin-turbo six pushes it forward like hell. Alfa says the launch-control programming for the ZF eight-speed automatic transmission will call up 60 mph 0.2 second quicker than in the Giulia Quadrifoglio, which would put the GTAm at 3.3 seconds.

Alfa Romeo

Michelin Pilot Sport Cup 2 tires (265/30R-20 front and 285/30R-20 rear) practically weld the GTAm to the asphalt. Alfa boasts that the GTA and GTAm are the only production sedans in the world to wear wheels with center-lock hubs. The inch-wider track at the front and nearly two inches wider at the rear helps ensure outstanding directional and cornering stability. Stiffer springs, shock absorbers, and suspension bushings contribute to a coarse and firm but still acceptable ride. The sharp steering is a delight and allows extreme precision in corners, which the GTAm negotiates with unerring ease and without a whiff of body roll. Select the Race driving mode and the rear end will playfully step wide when accelerating hard out of corners. Switch off stability control entirely and the GTAm will go into entertaining drifts that are easy to control. At higher speeds, drivers can safely rely on the aerodynamic improvements on the GTAm. Alfa Romeo’s Formula 1 partner, Sauber, developed the parts in the wind tunnel, and Kimi Räikkönen from Alfa F1 Team Orlen fine-tuned them. The changes increase the downforce of the significantly lightened body and foster high-speed stability. The larger and manually adjustable front splitter on the GTAm and the huge rear wing—both made of carbon fiber—are not just to distinguish it from the GTA.

Alfa Romeo

Despite its racetrack prowess, the four-door two-seater Giulia GTAm can justifiably be considered workable for the street provided you can accept its shortcomings in refinement. The upside is a car that challenges and rewards a commitment to driving. Despite being inspired by times that are long behind us, the Giulia GTAm is a fully modern piece down to its infotainment system. An 8.8-inch touchscreen controls includes Apple CarPlay and Android Auto. The usual driver aids are present, including attention assist, but if you’re not paying attention while driving this car, you probably shouldn’t be on the road. Bring money. The GTAm starts at roughly $225,000 in Europe with the slightly less-extreme GTA costing $6000 less. Extras like a fireproof racing suit, a helmet with a GTA design, gloves, racing shoes, and a car cover help make up for the painfully high price, but not really. That’s a pretty tough sell against a Porsche 911 GT3. Then again, we don’t have the choice, as it’s only available in Europe.

Specifications

Specifications
2021 Alfa Romeo Giulia GTAmVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 4-door sedan
PRICE
Base (Europe): $225,000
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection
injectionDisplacement: 176 in3, 2891 cm3Power: 533 hp @ 6500 rpmTorque: 443 lb-ft @ 2500 rpm
Transmission: 8-speed automatic
DIMENSIONS
Wheelbase: 111.0 inLength: 183.8 inWidth: 75.7 inHeight: 55.0 inPassenger Volume (C/D est): 53 ft3Trunk Volume (C/D est): 13 ft3Curb Weight (C/D est): 3600 lb
PERFORMANCE (C/D EST)
60 mph: 3.3 sec100 mph: 7.7 sec1/4-Mile: 11.5 sec
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 19/16/23 mpg

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The all-new 2022 Volkswagen Taos is the product of a familiar pattern in the car business. As a particular vehicle segment grows in popularity (in this case, crossovers), manufacturers tend to enlarge and differentiate their entries to make room for new models that fill the newly created gaps in their lineup. With VW’s range of SUVs in the United States swelling to include the compact Tiguan, mid-size Atlas and Atlas Cross Sport, and the electric ID.4 (sort of an SUV, we guess), a vacancy opened up in the increasingly popular subcompact space, among the likes of the Jeep Compass, Kia Seltos, and Subaru Crosstrek. It also helps that VW won’t be offering Americans a regular TSI version of its latest Golf hatchback, which we’re still sore about. At least the Taos is a compelling little crossover on most fronts.

“Little” is sort of misleading, though, as the Taos is one of the larger players in its class. Its MQB-based architecture rests atop a wheelbase of either 105.6 inches for the all-wheel-drive variant or 105.9 inches for the front-driver. It has a huge back seat for a subcompact SUV, and its capacious and easily accessible cargo hold can swallow 25 cubic feet of stuff behind the rear seats (28 cubes if you forgo all-wheel drive). On the road, if you don’t know to look for its distinguishing design cues—a broad LED lightbar that connects the standard LED headlights plus chrome TAOS lettering on the rear liftgate—you can easily mistake it for a (slightly) larger Tiguan. VW says the name Taos refers to the rugged, picturesque town in New Mexico. We didn’t go there for our drive, but we did traverse our local Michigan haunts in both of the vehicle’s primary configurations.

Volkswagen

Powering the Taos is a new 1.5-liter version of the EA211 turbocharged inline-four—a 1.4-liter EA211 is found in the Jetta sedan. Aided by the boost of a variable-geometry turbocharger, the engine purrs willingly to its 6000-rpm redline and produces a respectable-if-not-quite-spirited 158 horsepower and 184 pound-feet of torque, the latter from just 1750 rpm. That’s less grunt than you’ll get from a top-spec 175-hp Seltos 1.6T or a 250-hp Mazda CX-30 Turbo, but it’s perfectly adequate for casually merging onto highways. Standard front-wheel-drive models pair the turbo-four with a conventional eight-speed automatic transmission. All-wheel-drive versions get a seven-speed dual-clutch automatic, which VW calls a direct-shift gearbox (DSG). The company says this split allowed it to focus both on greater fuel efficiency with the eight-speed and a sportier driving character with the dual clutch. Indeed, the front-driver is the fuel miser’s choice, earning an EPA combined estimate of 31 mpg, versus 28 mpg for all-wheel-drive models. But the DSG isn’t as convincing in its role as a sporty transmission. While its shifts are generally quick and well-coordinated at speed, it lacks the eight-speed’s unobtrusive smoothness, being relatively clumsy around town and under quick on-off-on throttle applications. Only all-wheel-drive variants get a drive-mode selector with Normal, Eco, Sport, and Individual settings, but even in its most aggressive mode the dual clutch hesitates between upshifts when accelerating briskly. There are no steering-wheel paddle shifters, so we mostly let the DSG pick its own gears rather than use the shifter’s sluggish manual gate.

Volkswagen

The other significant difference between the two drivelines is the rear suspension. The front-wheel-drive Taos features a torsion beam at the rear, while the all-wheel-drive model employs a multilink setup. This is why there are two wheelbase lengths. The multilink’s greater composure and more substantial feel make the all-wheel-drive Taos our clear choice. Though the all-wheel-drive Taos adds a claimed 255 pounds of additional mass, its more sophisticated suspension fosters greater driver confidence by bringing better body control. Braking ability feels adequate and is controlled via an easy-to-modulate pedal, despite some mushiness in the first inch or so or travel. Both examples we drove had 18-inch wheels (17s are standard, 19s are optional) wrapped with all-season tires. With decent ride comfort and tolerable levels of road noise, road isolation is about on par for a vehicle that starts at $24,190. Just don’t expect Golf levels of agility from the Taos’s extra girth and higher center of gravity.From the low liftover height of its cargo floor to its rear climate-control vents to its ability to easily accommodate six-plus-footers front and rear, the Taos’s interior is highlighted by its functionality. This subcompact feels solidly built, and material quality is mostly commensurate with its price, although the hard, shiny plastic dashtop panel looks chintzy, especially in the top-spec SEL models that go for more than $30,000. While not boldly inspired, the Tao’s cabin does benefit from contoured trim pieces and contrasting colors that lend it some character. Soft-touch materials are soft enough and well placed, and there’s VW’s familiar and nicely thick-rimmed steering wheel. Seating choices include cloth upholstery for base models, leather at the top of the range, and a leatherette/cloth combo with grippy inserts for mid-level SE trims. All offer good comfort and excellent visibility.

Volkswagen

At 72.5 inches, the Taos is actually a hair wider than the one-size-up Tiguan and feels similarly spacious in terms of elbow space. Unlike the Tiguan, there’s no available third row of seats. Base models get an 8.0-inch digital instrument cluster and a 6.5-inch center touchscreen, with the displays in higher trims increasing to 10.3 and 8.0 inches, respectively. We like that the Taos sticks with VW’s more familiar infotainment system rather than adopting the newer, less-intuitive version in the ID.4 that we’re still warming up to. Ambient lighting, automatic headlights, and VW’s App Connect smartphone integration system all are standard.Additional microprocessors, the general shortage of which VW says won’t affect the Taos’s first deliveries in June, control the IQ.Drive bundle of active-safety features: stop-and-go adaptive cruise control with semi-automated assistance, active blind-spot monitoring, lane-keeping assist, automatic forward-collision warning, and emergency braking. IQ.Drive is a $895 to $995 option on lesser S and SE trims and standard on the top SEL. Notable extras include a heated steering wheel, a panoramic sunroof, and a yet-to-be-released Basecamp appearance package that will add a touch of off-road flair.

Volkswagen

Coincidentally, the starter S model’s competitive $24,190 base price is the same as that of the outgoing Golf hatchback that the Taos more or less replaces. Budget $28,440 for the SE trim and a somewhat substantial $32,685 for the SEL, plus another $1450 to $2045 if you want all-wheel drive. Depending on the configuration, those prices position the Taos awfully close to certain versions of the grander Tiguan, which starts at $26,440. Yet, considering the Taos’s generous packaging and strong roster of equipment, potential Tiguan buyers won’t have to sacrifice much if they step down to this new lower rung in the brand’s model range. The Taos isn’t the fun-to-drive substitute for the Golf that we’d prefer, but it does make a solid anchor for VW’s SUV lineup.

Specifications

Specifications
2022 Volkswagen TaosVehicle Type: front-engine, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: S, $24,190; SE, $28,440; SEL, $32,685
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 91 in3, 1498 cm3Power: 158 hp @ 5500 rpmTorque: 184 lb-ft @ 1750 rpm
Transmissions: 7-speed dual-clutch automatic, 8-speed automatic
DIMENSIONS
Wheelbase: 105.6–105.9 inLength: 175.8 inWidth: 72.5 inHeight: 64.4–64.6 inPassenger Volume: 99 ft3Cargo Volume: 25–28 ft3Curb Weight (C/D est): 3200–3450 lb
PERFORMANCE (C/D EST)
60 mph: 7.8–8.1 sec1/4-Mile: 16.1–16.5 secTop Speed: 120 mph
EPA FUEL ECONOMY
Combined/City/Highway: 28–31/25–28/32–36 mpg

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Specifications
2021 Genesis G80 3.5T
Vehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE
$60,145/$66,645Options: Prestige package, $6000, Saville Silver, $500
ENGINE
twin-turbocharged DOHC 24-valve V-6, aluminum block and head, direct fuel injectionDisplacement: 212 in3, 3470 cm3Power: 375 hp @ 5800 rpmTorque: 391 lb-ft @ 1300 rpm
Transmission: 8-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 14.2-in vented disc/13.6-in vented discTires: Pirelli P Zero All SeasonF: 245/40R-20 99W M+S GOER: 275/35R-20 102W M+S GOE
DIMENSIONS
Wheelbase: 118.5 inLength: 196.7 inWidth: 75.8 inHeight: 57.7 inPassenger Volume: 104 ft3Trunk Volume: 13 ft3Curb Weight: 4321 lb
C/D TEST RESULTS
60 mph: 4.9 sec100 mph: 11.8 sec1/4-Mile: 13.4 sec @ 106 mph120 mph: 17.4 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.7 secTop Gear, 30–50 mph: 2.9 secTop Gear, 50–70 mph: 3.6 secTop Speed (C/D est): 155 mphBraking, 70–0 mph: 174 ftRoadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY
Observed: 25 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 22/19/27 mpg
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2021 Mercedes-Benz E450 4MaticVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $63,050/$75,390Options: Premium package, $2300, Driver Assistance package, $1950, AIR BODY CONTROL air suspension, $1900, Nut Brown/Black leather, $1620, Acoustic Comfort package, $1100, panorama roof, $1000, 19-inch AMG 10-spoke wheels, $1000, Graphite Gray metallic paint, $720, augmented video for navigation, $350, MBUX interior assistant, $200, Inductive wireless charging with NFC pairing, $200, $100 credit for missing standard hands-free access (-$100)
ENGINE
turbocharged DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 3000 cm3Power: 362 hp @ 6100 rpmTorque: 369 lb-ft @ 1600 rpm
Transmission: 9-speed automatic
CHASSIS
Suspension, F/R: multilink/multilinkBrakes, F/R: 14.2-in vented, cross-drilled disc/14.2-in vented discTires: Goodyear Eagle Sport All-Season RunonflatF: 245/40R-19 98H M+S MOExtended ★ RSCR: 245/40R-19 98H M+S MOExtended ★ RSC
DIMENSIONS
Wheelbase: 115.7 inLength: 194.3 inWidth: 73.7 inHeight: 57.8 inPassenger Volume: 97 ft3Trunk Volume: 13 ft3Curb Weight: 4318 lb
C/D TEST RESULTS
60 mph: 4.3 sec100 mph: 11.0 sec1/4-Mile: 12.9 sec @ 108 mph120 mph: 16.5 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.2 secTop Gear, 30–50 mph: 2.8 secTop Gear, 50–70 mph: 3.6 secTop Speed (gov ltd): 129 mphBraking, 70–0 mph: 195 ftRoadholding, 300-ft Skidpad: 0.84 g
C/D FUEL ECONOMY
Observed: 27 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 26/23/30 mpg
C/D TESTING EXPLAINED More

If, as Socrates reckoned, contentment is natural wealth and luxury is artificial poverty, then the Aston Martin V12 Speedster is very luxurious indeed. This pared-back roadster does without a roof, windows, or even a windshield, the last omission being the most obvious when driving it in England while trying to avoid frequent rain showers. As with the similarly naked Ferrari Monza and McLaren Elva, the V12 Speedster is designed for those in search of something truly different. We imagine the sort of affluent collectors who already have garages filled with fully glazed exotica. Inspiration for its design was drawn from Aston’s DBR1, which is high in the running for the title of best-looking race car of the 1950s. The Speedster also bears a more-than-passing resemblance to the CC100 one-off that Aston built to celebrate its centennial in 2013. The company’s current design director Miles Nurnberger oversaw the creation of both that car and the Speedster. He also cites some influences from the One-77 in the latter’s swoopy carbon-fiber bodywork.

Aston Martin

Underneath the V12 Speedster is a version of the Vantage roadster’s bonded aluminium chassis, along with most of the front-end structure of the DBS Superleggera grafted on to accommodate the extra bulk of its twin-turbocharged 5.2-liter V-12 engine. The car we drove was a late-development prototype but one we were told was representative of the cars that customers will receive later this year, each one priced at the equivalent of about $950,000. Practicality was predictably low on the V12 Speedster’s list of design priorities. Luggage space is limited to pods behind the seats that are sized to transport helmets. There is also a removeable leather bag where the glovebox would normally be. More surprising is the presence of a full climate-control system and even the Vantage’s infotainment suite. Our drive took place close to both Aston’s engineering center at the Silverstone race circuit and the company’s Gaydon headquarters some 25 miles away. This quickly proved that the best efforts of the car’s heater and audio system were quickly overwhelmed by the buffeting slipstream at any speed beyond 40 mph.

Aston Martin

More surprising was the lack of engine noise. Aston’s V-12s have long been some of the planet’s finest sounding internal-combustion powerplants, and at low speeds it can be heard purring and rasping in the way we’ve reveled in before. But at speed the V-12’s growl is almost entirely swept away, with only the hardest use producing an exhaust note that can get past the rushing airflow and the padding of a helmet. Driving without head protection improved things a bit, but bystanders are still likely to get greater aural enjoyment from this car than its pilot.The Speedster’s V-12 has also been retuned at the insistence of Aston’s new CEO, Tobias Moers, who disliked the DBS Superleggera’s abrupt power delivery when he initially drove one after taking control of the company. The Speedster develops slightly less horsepower than the DBS—690 ponies to the Superleggera’s 715—and substantially less torque, with the new peak of 555 pound-feet arriving at a much higher 5000 rpm. (Aston quotes 664 pound-feet at 1800 rpm for the DBS.) The result is a car that feels less savage than Aston’s other V-12-powered models but with cleaner low-speed throttle response and significantly improved traction. The V12 Speedster’s other chassis settings are also softer than those of the Vantage roadster. This is more the result of how Aston figures Speedster buyers will want their cars to behave than from any structural weaknesses of the car. Aston’s special vehicles head David King says the Speedster is as rigid as the Vantage.

Aston Martin

Ride quality is impressively pliant, even with the adaptive dampers in their firmest Sport Plus mode, and the Speedster’s body control is excellent when tackling bumpy and heavily cambered roads at high speeds. There’s good weight and feel to the steering, and although its front-end responses felt less sharp than in the Vantage, the Speedster’s Pirelli P Zero summer tires generate huge amounts of grip. Standard carbon-ceramic brakes seem like overkill for a car that will probably rarely be driven flat-out, but they deliver strong deceleration and didn’t grumble under gentle use. The Speedster is best thought of as the equivalent of a fairing-free naked motorcycle. Performance likely will only be exploited in small doses; faster straights are to be endured more than enjoyed. But corners make it feel truly special, with the rushing airflow increasing the sense of both speed and the driver’s connection to the road. Visibility proved unsurprisingly excellent, with the Speedster revealing how the pillars and windshield frames of conventional roadsters limit their outward view even with their roofs stowed.

Aston Martin

Such an unencumbered perspective proved to be a benefit as the English weather closed in on us, as we were able spot and track approaching rain clouds and even take evasive action. Well, mostly. Having weaved successfully around several heavy showers, the Speedster got caught in an unavoidable deluge a couple of miles from the end of our journey. A conventional roadster might have been able to maintain some dryness in such situations through steady forward progress, but the Aston confirmed this is only possible with a functional windshield. Fortunately, its cabin was undamaged by the soaking.It was a useful reminder of just how eccentric this striking piece of English automotive sculpture is. The lack of a windshield means the V12 Speedster won’t be officially sold for road use in the United States, although Aston says it is working with American buyers seeking to import it under show-and-display regulations. Those buyers surely will have plenty of alternative means of transportation for when the weather turns foul, but the exclusive draw of the V12 Speedster is undeniable. Act fast and you may be able to secure one of your own. Aston says a few of the 88 examples to be built are still available.

Specifications

Specifications
2021 Aston Martin V12 SpeedsterVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door roadster
PRICE(C/D EST)
$950,000
ENGINE
twin-turbocharged and intercooled DOHC 48-valve V-12, aluminum block and heads, port fuel injectionDisplacement: 318 in3, 5204 cm3Power: 690 hp @ 6500 rpmTorque: 555 lb-ft @ 5000 rpm
Transmission: 8-speed automatic
DIMENSIONS
Wheelbase: 106.5 inLength: 178.1 inWidth: 78.3 inHeight: 47.0 inCurb Weight (C/D est): 3900 lb
PERFORMANCE (C/D EST)
60 mph: 3.4 sec100 mph: 8.2 sec1/4-Mile: 11.7 secTop Speed (mfr’s claim): 198 mph

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It doesn’t have power steering, there’s barely any sound deadening, and the turbocharged engine roars like Earth, Wind & Fire. Not just the epic R&B, soul, funk, jazz, disco, pop, dance, Latin, and Afro-pop band but those combined mighty elements of the universe, too. It’s raw and direct and all the things those of us addicted to cars are supposed to love. Not that very many of us spent actual money to buy it. And now the Alfa Romeo 4C has gone out in a blaze of red carbon fiber and Rosso Villa d’Este tri-coat paint.The 4C has been on sale since 2014, so it’s not like you didn’t have a chance to buy one. But you didn’t buy one, did you? You can’t have one of these final 4C Spider 33 Stradale Tributo models, either. All 33 for North America have already been sold. Considering the 4C’s microscopic sales through the years, that these last ones have been snapped up immediately is surprising, too.

Alfa Romeo

To those of us with taste, a sense of history, and the courage of our convictions, Alfa Romeo’s original 33 Stradale is the most beautiful four-wheeled vehicle ever conceived. There isn’t a straight edge on it, the glass itself swoops and swirls improbably, and it was powered by a 2.0-liter V-8 that made sounds Verdi would have included in La Traviata had he been around to hear them. There’s some 33 Stradale in the appearance and appeal of the 4C, but only some. The Tributo adds sugar to the 4C in the form of gorgeous red carbon fiber that envelops the cockpit like a continuous ribbon of cherry Jolly Rancher candy. The Tipo 33 was beautiful in shape and form. The 4C 33 Stradale Tributo is gorgeous in detail and finish.With that in mind, this still isn’t a civilized everyday two-seater. It’s tiny, there’s barely any storage space, and the carbon-fiber structure transmits every mechanical vibration straight into the driver’s body. If there’s any sound insulation aboard, it has surrendered to the inevitable racket. Seeing forward is fine. Seeing out the back? That’s a tiny window and a tall rump. There’s no giant navigation screen, no radar monitoring the enormous blind spots, and it would be criminally difficult to get into and out of with the top attached. It’s a real sports car, not just in the tradition of Alfa Romeo but in old mid-engine Italian machines like the ragged Fiat X1/9, heartbreaking Lancia Scorpion, and the stuff cobbled together by Milanese high-school shop classes. And yet, despite such frustrations, it’s lovable.

Alfa Romeo

The turbocharged 1.7-liter engine isn’t some lugging lump pulled out of a SUV; it’s a nervy and sometimes nervous tweaker—without the dental damage that comes with meth abuse. There’s little in the way of low-end torque, but when the turbo joins in (apparently randomly), the road becomes a party path. The manual steering needs some effort but responds instantly. It takes concentration to keep the engine boiling, and the brakes engage with the subtlety of John Gotti out for revenge. It rides so low that, from the driver’s seat, a Mazda CX-5 looks like a mining truck. And all of that completely engages the driver’s senses and mind. So much fun.It’s the sheer quickness with which everything happens that’s so amusing. The dual-clutch six-speed transmission’s shifts are hardly subtle, but they are instantaneous. Immediacy is a talent too few vehicles offer today. The 4C sacrifices all civility in exchange for it. It sucks for commuting, it should never be allowed within a mile of a Costco, and you’re better off keeping the kids blissfully ignorant rather than hauling them to school in this thing.

Alfa Romeo

Although the 4C Spider is lightweight—the last one we tested back in 2015 weighed in at 2504 pounds—there’s 237 horsepower available. So it’s quick, with a zero-to-60-mph time that should play out to 4.1 seconds, but not daunting or intimidating.The $81,590 4C Spider 33 Stradale Tributo is the best 4C yet. And it’s exactly the car so many of us say we want but never buy—even if you could actually buy one. It’s a kick-ass car, and the ass it kicks, for good and ill, is the driver’s.

Specifications

Specifications
2021 Alfa Romeo 4C Spider 33 Stradale TributoVehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE
$81,590
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port and direct fuel injectionDisplacement: 106 in3, 1742 cm3Power: 237 hp @ 6000 rpmTorque: 258 lb-ft @ 2200 rpm
Transmission: 6-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 93.7 inLength: 157.0 inWidth: 73.5 inHeight: 46.7 inPassenger Volume: 47 ft3Cargo Volume: 4 ft3Curb Weight (C/D est): 2500 lb
PERFORMANCE (C/D EST)
60 mph: 4.1 sec100 mph: 11.0 sec1/4-Mile: 12.8 secTop Speed (mfr’s claim): 160 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 28/24/34 mpg

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Porsche knows how its customers tick. When the affluent masses demand a Cayenne that is faster, more powerful, and even more thrilling to drive than the current, already mighty Cayenne Turbo coupe, the German manufacturer tends to listen. This is how Porsche describes its decision to build atop its most powerful non-hybrid Cayenne models with a new ultra-high-performance version, which is aimed at bringing the fight to the Cayenne’s Volkswagen Group platform-mate, the Lamborghini Urus.Set to sell alongside the existing Cayenne Turbo coupe when it goes on sale in the United States late next month, the idea for the new four-seat model was triggered by customers seeking even-greater performance in a road-going SUV, according to Cayenne product line manager Rico Loescher. “It’s a logical progression to the various performance-enhancing options we already have for the Turbo coupe,” he says. To experience the new über-Cayenne for ourselves, we went to Porsche’s hometown of Stuttgart, Germany, to sample a near-production prototype. We won’t know the exact name of the new model until it’s formally unveiled at the end of June, but we can confirm it will be offered only in the Cayenne’s coupe body style.

Our development mule sports a mild disguise, as is usual at this late stage of development. However, the key changes are easily recognizable. First, there’s an updated front fascia with a revised splitter and larger cooling ducts for the engine and front brakes. The existing coupe’s optional carbon-fiber roof also is featured, and the rear roof spoiler has gained additional side extensions. Although it’s only visible at speed when it deploys from the tailgate, there’s also a larger active rear spoiler for increased downforce. Rounding off the exterior tweaks is a modified carbon-fiber diffuser, which Porsche claims reduces turbulence and speeds the flow of air beneath the SUV for added high-speed stability. It also houses a pair of centrally mounted tailpipes that form part of a new titanium sports exhaust system. Rolling stock consists of standard 22-inch Neodyme wheels shod with sticky Pirelli P Zero Corsa summer tires, sized 285/35R-22 in front and 315/30R-22 at the rear.Modifications to the interior are rather subtle. Porsche remains proud of the changes it made to the cabin of the third-generation Cayenne, and it clearly doesn’t think the new performance model requires any major alterations. There is some new Alcantara trim with contrasting stitching and a thicker-rimmed sports steering wheel with a Sport Response button. But it’s not far removed from the standard model. Reflecting its sporting brief, the new model will only be available with four seats; the three-across rear bench is replaced by two individual thrones.
It’s the engine, however, that Loescher is keen to detail as we begin to make our way out of Stuttgart in search of smooth German country roads and empty autobahns. He says the Cayenne Turbo’s twin-turbocharged 4.0-liter V-8 has received a series of detailed changes that liberate an additional 90 horsepower, upping it from 541 to 631 horses. That’s 40 more ponies than the same engine produces in the Audi RS Q8 but 10 fewer horses than in the Urus. It’s also 14 and 28 horsepower more than you’ll get in a BMW X6 M Competition and a Mercedes-AMG GLE63 S coupe, respectively. But this still isn’t the most powerful Cayenne model. That honor continues to rest with the Turbo S E-Hybrid models, which combine a slightly less stressed version of the V-8 with an electric motor and a 17.9-kWh battery to deliver 670 horsepower. The Cayenne Turbo coupe’s increase in power is accompanied by a 60-lb-ft bump in torque for a total of 627. We know that some of the major changes include a new engine control module and more turbocharger boost, but Porsche is holding back on specifics until closer to the SUV’s launch. A conventional ZF eight-speed torque-converter automatic transmission handles shifting duties and features revised programming. The front-to-rear torque split of the standard all-wheel-drive system will vary from a nominal 40/60 percent to a heavily rear-biased 20/80 percent when you’re pushing hard.
The prototype’s updated engine is smooth and hugely flexible, with the generous reserve of torque giving it outstanding low-rpm grunt. But its explosive midrange power is what really highlights the driving experience. Bolstered by the revisions to the transmission, acceleration is simply ferocious. Porsche has yet to make any performance claims, but Loescher suggests it should be quicker than the Urus to 60 mph. For the record, the Lambo currently is the quickest production SUV we’ve ever tested with a 3.1-second run to 60 mph.As you’d probably expect, for this new range-topping Cayenne to achieve Porsche’s goals of providing “best-in-class performance” and a “high level of everyday usability,” it receives a number of chassis updates that have been honed on the Nürburgring Nordschleife. We didn’t visit the ‘Ring on our drive, but we did get to probe the Cayenne’s limits at Porsche’s driver training facility at the Hockenheim Ring. Underpinning the new model is an upgraded adaptive air spring with six adjustable ride heights, the most performance-oriented of which receives a 0.3-inch lower ride height than the regular Cayenne Turbo coupe. Active anti-roll bars and rear-wheel steering plus gigantic carbon-ceramic brakes will be standard.
Let loose on the track or a suitably clear and windy road, the first thing you notice is the chassis’s sharper responses. Regardless of the drive mode, the new king-of-the-hill Cayenne always feels more urgent in its actions than the existing Turbo coupe. Its steering feels more heavily weighted, and its turn-in behavior is crisper. According to Loescher, this can be attributed in part to an additional half-degree of negative camber at the front wheels, as well as the slightly wider track provided by the new wheel and tire package.Feedback is minimal through the prototype’s thick-rimmed steering wheel, but there’s plenty of bite at the front end. Rear-wheel steering continues to make the Cayenne feel much smaller on the road than it actually is. Updated to provide a greater degree of rear-steering angle, it quickly rotates the rear end to help quell any understeer when pushing hard on challenging roads. Combined with the lowered ride height, the prototype’s revised active anti-roll bars and torque-vectoring rear differential almost eliminate body roll and lend the SUV a terrifically neutral attitude in corners.
Ride quality is predictably firm. Loescher says that the dampers are 15 percent stiffer than those used by the current Cayenne Turbo coupe. Despite the added firmness, the new model still manages to deliver sufficient compliance over bumps. The tradeoff is a high level of road noise. The firmer underpinnings and performance tires may do wonders for the handling without destroying the ride, but refinement suffers in the process, especially on coarse road surfaces.Porsche has yet to reveal how much the new super Cayenne Turbo coupe will cost. But going by the extent of the changes, it’s likely to carry a handsome premium over the existing model. Figure a starting price somewhere between the current $167,550 Cayenne Turbo S E-Hybrid coupe and the $222,004 Urus. We’ll know for sure soon enough. But given its awesome handling and power delivery, we’re already certain that this will be a highly compelling performance vehicle, one that has the potential to set new, very high standards for hot SUVs—just as Porsche’s customers apparently demand.

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Acura keeps sending forget-me-nots. First came the second-generation Acura NSX, a 573-hp mid-engine sign that the brand had been working on itself, made some big changes, and wanted to have a heart-to-heart talk about performance. Now, the 2021 TLX Type S sports sedan has arrived at our doorstep, and its 355-hp V-6 and torque-vectoring all-wheel-drive system are the kind of wooing that totally works on us. Not to be confused with the relatively mild-mannered 272-hp TLX introduced last year, the Type S brings back Acura’s high-performance line. Set up for use on the street and not necessarily with track driving in mind—that’s where the brand’s Type R moniker comes in—the TLX Type S is intended to compete with the Audi S4s, BMW M340is, and Cadillac CT5-Vs of the world, not more extreme RS models, M cars, or Blackwings.

Strong acceleration and only a hint of low-rpm turbo lag is our first impression of the TLX’s V-6. Engineers assure us that this DOHC V-6 is a new design, sharing only its bore spacing with older Honda/Acura engines. A single twin-scroll turbo feeds the cylinders with 15.1 psi of boost. To reduce the height of the engine, the cam cover now incorporates the upper camshaft bearing. It saves space, reduces the number of parts, and makes us wonder why this hasn’t been done in the nearly 120 years of overhead-cam engines.Acura’s all-wheel-drive system puts the power down with zero fuss, and the conventional 10-speed automatic transmission flutters through its gears imperceptibly. A rush of turbocharged torque at low engine speeds helps keep the gearbox from having to hunt for lower gears on hilly freeways. Power builds aggressively, and the surge is eye-opening, but the V-6 is working against a claimed 4200-pound curb weight. We’ll fit our test equipment to a Type S soon, but our calibrated Levi’s say 60 mph should fall somewhere in the mid-4-second range. A few turns of the TLX’s thick-rimmed steering wheel, and it’s obvious that the Type S is more than about going straight, thanks in part to Acura’s return to a control-arm front suspension in place of the previous struts. There’s a sweetness and liveliness to this car’s steering and turn-in that makes it seem lighter than its curb weight. Grip levels from the optional 255/35R-20 Pirelli P Zeros are high. Opting for those $800 summer tires also scores you NSX-inspired 20-inch wheels that save a little more than five pounds per corner compared to the standard alloys.
Slightly wider and longer than the German competition that it’s priced against, the TLX is about the length and width of an Audi A6 or BMW 5-series. While the added width means that the TLX doesn’t seem as nimble as its smaller rivals, the body control is excellent. Compared to the regular TLX, Acura fits 40-percent-stiffer front springs and larger anti-roll bars front and rear. Acura’s all-wheel-drive system overdrives the rear end to give the Type S a rear-drive attitude when you’re hard on the throttle. Punch the gas out of corners and the system resists power understeer by shifting torque rearward, which then is split side to side by its torque-vectoring rear differential to create a rear-steer effect. Basically, just stomp the accelerator and the TLX does all the hard math to turn your foot’s request into speed. Hitting the brake pedal erases speed quickly and confidently. An electrically assisted brake booster is tuned to provide a very firm pedal with good bite. While the minimal brake-pedal travel takes some getting used to, after a few miles we’re adjusted and appreciative. The front rotors measure 14.3 inches (1.3 inches larger than the regular TLX) and are grabbed by four-piston calipers. Acura had us play at WeatherTech Raceway Laguna Seca for a few laps to fully experience the all-wheel-drive system in a safe environment, but in the interest of surviving journalistic abuse on a road course, those on-track TLXs were fitted with track-oriented pads that Acura promises to recommend to interested customers. Back on the street and fitted with the stock pads, the brakes didn’t show any signs of fade on brief canyon-road blasts.
Set the Type S’s Dynamic Control knob to Sport+ mode and its adaptive dampers tighten up and react more quickly to inputs from accelerometers at each corner. Sport+ also makes the car more apt to rotate around corners by upping the rear-steer effect of the torque-vectoring rear end. The 10-speed also responds better in Sport+, but you’ll also want to separately select the transmission’s Sport mode, which seemingly channels racer Alexander Rossi’s brain as it calls up the right gears under braking and fires off quick upshifts at the engine’s redline. Paddle shifters on the back of the steering wheel are included, but the gearbox does such a fine job of picking through its 10 ratios that we didn’t see a pressing need to override it. Dial back to Normal mode, and a mellower Type S emerges. The active exhaust remains less prone to shouting, and the steering effort decreases while maintaining its tactility. But even in its softest setting, the ride remains on the firm side and the occasional bump will ripple through the suspension and structure. Acura stiffened the Type S’s body over the standard car with gussets, cross bars to tie the front shock towers together, floor stiffeners, and an A-brace behind the rear seatback. The structure is certainly stiff. But when driven back to back with a showroom-fresh Audi S4 that Acura brought out for a Pepsi challenge, the Audi’s suspension isolation and structure felt just a little more buttoned up. Although we did find the TLX had livelier and more talkative steering, stronger and more satisfying brakes, and similar acceleration.
The TLX’s size is obvious inside, where a wide center console houses Acura’s difficult-to-use touchpad infotainment controller. That interface is not getting easier to operate with practice, and it never seems to respond to your finger the same way twice. A spacious and comfortable front seat with an easily tailored seating position is the perfect place to appreciate high Gs, whether it’s g-forces or music. Start turning the volume knob, conveniently positioned next to the touchpad, to hear the fabulous Panasonic ELS audio system. It has the punch and clarity to turn you into a stereo snob, and it probably won’t take long before you find yourself searching for Free Lossless Audio Codecs (FLAC) files to play through the system’s 14 speakers. Simple and elegant analog gauges might buck the glass-cockpit sports-sedan norm, but leather and Ultrasuede seats, metal pedals and trim, and a stitched instrument panel are right in line with competitors. Rear-seat riders get a supportive bench, but the legroom and space in back isn’t what we’d call generous, despite the car’s 113.0-inch wheelbase. At highway speeds, the Type S’s cabin remains hushed, although working the engine or switching to Sport or Sport+ will increase the amount of V-6 sound pumped into the cabin.
Acura’s desire to be considered and remembered by sports-sedan buyers is obvious in the Type S’s price. The entry point is $53,325, and the only extra-cost bits are $800 wheels and tires. Comparably equipped, the German competition is more expensive, although a bare-bones S4 can be had for less than the TLX Type S. A Cadillac CT5-V can undercut the TLX’s price, but again, with all-wheel drive and similar trimmings, the Cadillac rises beyond the Acura and into the mid-$50Ks. A fully loaded Genesis G70 3.3T costs less than the TLX, but it’s closer in size to a smaller BMW 3-series.After a brief exposure to the TLX Type S, we’re eager to spend more time with it and to subject it to our battery of instrumented tests and a comparison test. Fun to drive, quick, and athletic, Acura’s new sports sedan is another sign that the brand is getting serious about going after performance-car buyers.

Specifications

Specifications
2021 Acura TLX Type S
VEHICLE TYPE
front-engine, all-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE
$53,325
ENGINE TYPE
turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement
183 in3, 2997 cm3Power
355 hp @ 5500 rpmTorque
354 lb-ft @ 1400 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 113.0 inLength: 194.6 inWidth: 75.2 inHeight: 56.4 inPassenger volume: 93 ft3Trunk volume: 14 ft3Curb weight (C/D est): 4250 lb
PERFORMANCE (C/D EST)
60 mph: 4.6 sec100 mph: 13.5 sec1/4 mile: 13.7 sec
EPA FUEL ECONOMY
Combined/city/highway: 21/19/25 mpg

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