Car Reviews

Diesel passenger cars were barely more than a statistical blip in the United States, but they conquered the European market. The peak came in 2011, when no fewer than 56 percent of the cars sold across the European Union had compression-ignition engines. In some countries the proportion rose much higher; pity anybody selling spark plugs in France in 2008, when a full 77 percent of new cars ran on diesel.Things have changed dramatically since then. Last year just under 14 percent of the cars sold in Europe were diesel—a smaller percentage than EVs—and yet it remains a popular choice in some parts of the market. These include luxury sedans and the reason that brings us here—the Mercedes S450d L we recently got the chance to experience in some wintry conditions in Germany and Switzerland. Despite this fall from fashion, there remains a huge amount to like about a good diesel engine—and very few are better than the turbocharged six-cylinder that Mercedes offers in the S-class for certain markets. This is a 3.0-liter turbodiesel that was introduced in 2017—just months after Volkswagen had agreed to pay $4.3 billion to settle its infamous emissions-cheating scandal in the U.S.—and since then it has been offered in most of the company’s larger models in Europe. The 2024 S-class offers two different specs of the same base engine, the S350d making a peak of 308 horsepower and the brawnier S450d we drove rated at 362 horsepower.That number is impressive by itself, especially for anybody old enough to remember the 300SD and its 120-hp five-cylinder turbodiesel that was launched in the States in 1979. But the S450d’s maximum power output is also a largely irrelevant statistic, as owners are likely to only rarely push their cars to 4000 rpm, the point at which it’s delivered. But they will experience the peak torque—a mighty 553 pound-feet available between 1350 rpm and 2800 rpm—every time they drive the car. This relaxed muscularity defines the way the long-wheelbase S450d L drives—and suits its luxurious purpose perfectly (shorter-wheelbase, non-L models with 4.3 fewer inches between their axles are available in some markets). The car’s low-speed manners are exemplary, with gas and brake allowing for almost imperceptible starts and stops. Once rolling, the software controlling the standard nine-speed automatic transmission upshifts early to keep revs low, yet the rate of acceleration barely seems to diminish as speed rises. This is a car that can accelerate from rest to a 100-mph cruise without the engine ever going past 2000 rpm or the driver needing to press the accelerator more than a quarter of the way to its stop. As a definition of effortless, that’s hard to beat. There are no obvious compromises on refinement compared to the standard S500 model. No current-generation S-class is vocal under anything except hard use, and at idle the S450d is no louder than its gasoline sibling. On the move, the diesel engine produces a subdued hum, its cabin staying as hushed as that of any other current-generation S-class. Only when pushed hard does the S450d develop a distinct voice, a muscular thrum a little like that produced by a hard-working but well-insulated turbine. We weren’t able to confirm Mercedes’s claimed 155-mph top speed on the autobahn, but only because our test car’s winter tires were only rated to 149 mph. So we drove at 149 mph instead.But the diesel S-class was almost equally impressive when asked to deal with heavy snow in the Swiss Alps. Conditions were bad enough to cause the cancellation of the St. Moritz ice concours we were meant to be attending—one held on a frozen lake that it was feared would struggle with the weight of the snowfall. But even in treacherous conditions on unplowed roads the S450d’s all-wheel drive and stability management found grip and traction—even as many of the generally well-prepared Swiss drivers were struggling to keep rolling. Beyond badging, and the fact the digital tachometer’s redline is marked at a lowly 4000 rpm, the S450d is effectively identical to look at and touch as its gasoline-powered siblings. The beautifully finished cabin is supremely comfortable and a great place to spend serious time—we still felt fresh after multi-hour stints behind the wheel. But the diesel also shares the same frustrations as the rest of the range, including the overly complex UI system, the continued experience of which has not made us grow any fonder of it. But a definite highlight in tight-fitting European towns and cities is the rear-axle-steering system, which makes the S-class impressively wieldy for something so large.More on the S-ClassIn Germany, the S450d costs less than comparative S500 models; the S450d L opens at the equivalent of $128,500. Yet for most buyers the diesel’s most impressive virtue in its European homeland is its fuel economy. The official mileage number of the continent’s generous WLTP test cycle is the equivalent of 38 mpg. While we didn’t achieve that, we did see the onboard trip computer reporting 27 mpg after a 200-mile journey that had included long stretches of high-speed autobahn cruising. We know that diesel is dead and almost certainly buried when it comes to passenger cars in the U.S., and Europe won’t be much further behind. But the S450d is a reminder of just how good the best diesels are. SpecificationsSpecifications
2024 Mercedes-Benz S450d L 4MaticVehicle Type: front-engine, all-wheel-drive, five-passenger, four-door sedan
PRICE (Germany)
Base: $128,500
ENGINE
turbocharged and intercooled DOHC 24-valve diesel inline-6, aluminum block and head, direct fuel injectionDisplacement: 182 in3, 2989 cm3Power: 362 hp @ 4000 rpmTorque: 553 lb-ft @ 1350 rpm
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 126.6 inLength: 209.4 inWidth: 76.9 inHeight: 59.2 inPassenger Volume, F/R: 61/59 ft3Trunk: 19 ft3Curb Weight (C/D est): 5050 lb
PERFORMANCE (C/D EST)
60 mph: 4.9 sec100 mph: 11.8 sec1/4-Mile: 14.0 secTop Speed: 155 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 32/28/40 mpgOur man on the other side of the pond, Mike Duff lives in Britain but reports from across Europe, sometimes beyond. He has previously held staff roles on U.K. titles including CAR, Autocar, and evo, but his own automotive tastes tend toward the Germanic: he owns both a troublesome 987-generation Porsche Cayman S and a Mercedes 190E 2.5-16. More

There’s a first time for everything. Honda’s latest alt-fuel creation is the first hydrogen fuel-cell vehicle in the U.S. to also include a battery and a charge port. This is also the first time we can recall seeing a colon in a model name. One of these advancements is more interesting than the other.Oh, the Flexibility!Like the FCX and Clarity FCEV before it, the CR-V e:FCEV will be available here exclusively as a lease and only in California. That’s where you’ll find the overwhelming bulk of the country’s light-vehicle hydrogen refueling infrastructure, but even that’s sparse and trending in the wrong direction—Shell recently shuttered its H2 operations in Cali, reducing the number of stations in the state by seven, a 9 percent drop. For those times when you’re not near a hydrogen station, or in the case they’re out of fuel, the e:FCEV lets you plug in. Its 17.7-kWh battery, which can also be recharged using the fuel cell while on the go, is good for 29 all-electric miles, per the EPA, while the two hydrogen tanks combine for for an additional 241 miles of range. Recharging takes under two hours at 240 volts or about 10 hours on 120. Hydrogen refueling is much quicker.The e:FCEV is Honda’s attempt to break the chicken-and-egg infrastructure cycle—if hydrogen stations aren’t proliferating (and they’re not), then drivers need an alternative to that alternative fuel. In this case, the addition of a rechargeable battery is meant to reduce range anxiety. How the tables have turned.It’s not a coincidence that this latest fuel-cell vehicle uses the very popular CR-V crossover, Honda’s bestselling model, as its basis. It’s likely to attract a wider audience than the Clarity fuel-cell sedan while blending in better with traffic in SoCal and the Bay Area, where hydrogen stations are most concentrated.About that initial-heavy name: Honda reps tell us the lowercase e preceding the colon is meant to denote that the vehicle is electrified. Elsewhere around the globe, the CR-V hybrid is badged e:HEV, while the not-for-U.S.-consumption plug-in-hybrid version is the e:PHEV. Fully parsed, that makes this one the Honda Comfortable Runabout Vehicle Electrified Fuel-Cell Electric Vehicle. We’ll stick with e:FCEV.A Nose Job and Bespoke AssemblyAnother first: This is the initial and so far only consumer application of the fuel-cell stack developed through a Honda-General Motors joint venture. The powertrain modules are assembled in Michigan and then shipped down to Marysville, Ohio, where the e:FCEV is hand-assembled in the same Performance Manufacturing Center that turned out the NSX and a handful of special-edition Acura sedans and crossovers.Honda had to lengthen the front overhang nearly four inches to accommodate the fuel cell, so the designers took the opportunity to restyle everything ahead of the A-pillars. Fenders and hood are aluminum to save weight, the hood is lower and a little longer, and the hexagonal grille opening extends lower down on the fascia, giving it a distinct look somewhere between that of the standard CR-V and the Prologue EV. The taillights get a clear treatment, and there’s a new tailpipe-less rear fascia. Water, the only hydrogen-oxygen byproduct, exits inboard of one of the rear wheels. The Clarity spit its liquid out under the rear bumper, where it had a tendency to land on the footwear of anyone opening the rear hatch.The 10,000-psi hydrogen tanks reside below and behind the rear seats, impinging not a whit on passenger space but reducing cargo capacity. You still get a flat-ish load floor with the rear seats folded thanks to an adjustable shelf that can sit level with the bump created by the topmost of the two carbon-fiber tanks. Honda didn’t have a cargo-volume figure available, but we can confirm that it is less than the nonhybrid CR-V’s 39 cubic feet.Honda plans to produce around 300 e:FCEVs per year. It will be available in a single spec, Touring, meaning it’s fully loaded. Interior differences are relatively minimal aside from updated digital interfaces. The e:FCEV is the only CR-V in the U.S. to include a fully digital gauge package (it measures 10.2 inches), as well as a heated steering wheel, the latter of which is borrowed from the global parts bin and covered in synthetic leather. Shift buttons replace the console lever we’re used to in U.S.-spec CR-Vs. Paint is applied by humans in either white (to accommodate the expected municipal customers) or a handsome charcoal. The door is potentially open to add a more interesting hue in coming years.Quiet ReassuranceThe first thing we noticed after setting off in the e:FCEV was that the CR-V hybrid’s artificial steering feel, which wants to click into faux detents off-center, is thankfully not present. In its place is the steering system from the European CR-V e:PHEV, which doesn’t resist your inputs and feels more natural.Then there’s the quiet. Most of what you hear in the cabin is generated sound and the occasional gurgle of the fuel cell. The European e:PHEV also donates its battery pack, situated low down and providing some sound deadening.Engineers retuned the suspension from the e:PHEV to accommodate the different weight distribution; Honda estimates the fuel-cell model will weigh about 500 pounds more than a comparable CR-V hybrid—for reference, the last CR-V Sport Touring hybrid we tested weighed in at 3914 pounds. The added weight wasn’t too noticeable during our short drive, likely aided by the smoother steering setup.Fuel-cell CR-Vs include the same drive modes as the hybrid—Normal, Sport, Econ, and Snow—as well as a handful of battery settings. Save keeps some battery-electric range in reserve, Charge runs the fuel cell to top up the battery, EV keeps the fuel cell off if possible, and Auto makes its own decisions. Fancy zinc-alloy paddles behind the steering wheel offer four levels of brake regeneration. Like in the CR-V hybrid, the effect is only temporary, allowing for brief stints of one-pedal driving before the vehicle reverts to a low-regen setting.More on the CR-V e:FCEVThe e:FCEV is both heavier and less powerful than its turbo and hybrid brethren, making 174 horsepower, and its 229 pound-feet of torque about splits the difference between the other powertrains’ totals. As such, the fuel-cell model’s acceleration feels only adequate, although pedal response is smooth, and the modest torque hits immediately.Zero Emissions, Two Fuel SourcesHonda hasn’t announced pricing for the three-year lease yet but says the figure should be “attractive” to its target customers. If the Clarity FCEV is a guide, expect a monthly payment in the neighborhood of $400 with some hydrogen credit included. SpecificationsSpecifications
2025 Honda CR-V e:FCEVVehicle Type: front-engine, front-motor, front-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
Base: $60,000
MOTOR
AC motor, 174 hp, 229 lb-ft, 17.7-kWh lithium-ion battery pack
FUEL-CELLsolid-polymer-electrolyte, 124 hp
TRANSMISSIONdirect-drive
DIMENSIONS
Wheelbase: 106.3 inLength: 187.6 inWidth: 73.4 inHeight: 66.6 inPassenger Volume, F/R: 53/51 ft3Curb Weight (C/D est): 4400 lb
PERFORMANCE (C/D EST)
60 mph: 8.6 sec1/4-Mile: 17.8 sec
EPA FUEL ECONOMY
Combined/City/Highway: 61/52/57 MPGeHighway Range: 270 milesEV Range: 29 mi More

The outgoing Ford Ranger, which debuted in the U.S. as a 2019 model, was a federalized version of an eight-year-old world-market Ranger that the local Ford team put together to reenter the game. The 2024 Ford Ranger represents a full-court press meant to transform this newest Ranger into a legitimate threat.It’s tough being a mid-size pickup nowadays, not least because a recent surge in new product has made an already-competitive field that much more cutthroat. Ford’s Ranger, in particular, had a lot of ground to make up, finishing fourth of four in a comparison that took place even before the competition made recent strides. Could it dig itself out of an ever-deepening hole? The task is not as imposing as it seems.My, How You’ve GrownAt first glance, the Ranger now looks more like a downsized F-150, as it shares the broad-shouldered look of the bestseller. It’s no illusion, because the new Ranger is 2.2 inches wider than the old one, and its front and rear track widths are each meatier by 2.4 inches. Its 128.7-inch wheelbase is likewise 1.9 inches longer than before, but it’s a fractionally shorter from nose to tail thanks to some front and rear overhang trimming. Its flanks have also traded the previous model’s exaggerated rake for a more traditional stance. The largest tires now stand 31 inches tall, which is an inch taller than before, and the smallest wheel diameter is now 17 inches. The end result is a Ranger that looks burlier and beefier but still maintains the tidy dimensions necessary to negotiate tight parking lots and ease into a garage as a mid-size should. Engines Old and New Under the hood, the new Ranger retains the EcoBoost turbocharged 2.3-liter four-cylinder from before, and it makes the same 270 horsepower and 310 pound-feet of torque. It somehow feels punchier here, although that was never a problem before. The 10-speed automatic’s first- and second-gear ratios are indeed shorter, but the numerical difference doesn’t seem significant enough to explain the apparent increase in verve. Maybe our memory has gone soft. It’ll take a track test to see if the new one is quicker than the 6.5 seconds to 60 mph we measured with the retiring player. The EPA says that the four-wheel-drive models’ fuel economy is unchanged at 22 mpg combined (20 city/24 highway), but two-wheel-drive thrift has sagged from 23 mpg combined to 22, owing to a highway rating that has backtracked from 26 mpg to 25 mpg. We’re not too bothered by this small slip; in fact, we’re kind of impressed because, while the new truck isn’t meaningfully heavier, it does punch a significantly larger hole through the air. Perhaps the taller tires amount to a higher effective final drive, which is otherwise identical from an axle-gearing standpoint.The new Ranger’s extra width comes with wider-spaced frame rails that make room for V-6 engines. The F-150’s EcoBoost twin-turbo 2.7-liter V-6 will be optional, and here it’ll make 315 horsepower and 400 pound-feet. We haven’t had the opportunity to drive it yet, and it won’t arrive until midyear, but EPA filings suggest V-6 Rangers will be limited to 4WD and will be rated at 20 mpg combined (19 city/23 highway). And then there’s the Ranger Raptor, which is new for North America and will sport a twin-turbo 3.0-liter V-6 that’ll make 405 ponies and 430 pound-feet. Look for details on the junior Raptor in a separate review.A Vastly Improved RideAt first glance, the new Ranger’s suspension doesn’t seem all that different. The front still rides on dual control arms, while the rear wields a live axle with dual leaf springs (one steel primary and a helper). A second glance, however, reveals that the upper and lower control arms are now aluminum instead of steel, the helper rear leaf spring is now made of composite, and the shocks have moved outboard of the leaf springs. All are good changes, and they pair nicely with reformulated spring and damper tuning that exorcises the old truck’s pronounced float and wallow. Add the taller tires’ extra sidewall and you end up with a smooth-riding Ranger that also feels infinitely more stable and buttoned-down. The changes don’t eliminate all the prior dribble, particularly on an FX4-packaged Lariat model with 18-inch rolling stock, but it’s a giant leap forward nevertheless.One area in need of further coaching is the steering, which exhibits the typical Ford-truck syrupy vagueness that masks the on-center definition necessary to guide the truck subconsciously. There’s buildup when you bend it into corners, but it’s more of a suggestion of cornering feel instead of the genuine article. Major Cabin ChangesThe cabin is clearly the most improved player on the Ranger bench—of course, the front seats themselves are attractive-looking buckets. The surroundings are interesting and layered, and the materials are varied, mostly soft-touch, and attractive. The interior environs still give off a Ford-truck vibe, but this is a worst-to-first moment in terms of mid-size-truck interior design, materials, and execution. There’s decent storage, too, in the form of a wide console, a rubberized dashboard shelf, and an available second glovebox. The back seat is decently spacious (for a mid-size rig), and the rear seatback now folds fully flat to make a horizontal load surface, but Ford fumbled by not offering a 60/40 split so one person could ride with the other part folded.Most of the controls are straightforward, but the shifter defies convention. The release button is on the front, but your thumb falls naturally to the side, where the manual shift buttons live. This is fine shifting into Drive, because your index finger is nearby, but it’s weird going back to Park because an open-palm push feels natural. Your hand also covers the PRND indicator, so you can easily overshoot Reverse. We might get used to it, but that doesn’t mean it’ll ever feel natural. Beyond that, the highly preferable 12.4-inch central touchscreen stands tall in portrait mode, confining smartphone mirroring (wired and wireless) into the upper two-thirds. This leaves the bottom third open for always-there shortcuts to other screens and the climate control, but this is odd because physical HVAC knobs and buttons reside just below. Something for everyone, we guess, and still much improved from before.One Body, Three TrimsThe Ranger’s extended cab and six-foot bed are history, which means the sole remaining body combination comprises a five-passenger crew cab and a five-foot bed. That said, “five-foot” now means 59.6 inches at the floor instead of 61.0, but we think this is more than offset by the wider suspension accommodating an expanded wheelhouse width (48.2 inches, up from 44.8). In more practical terms, that means the Ranger’s bed can now hold plywood and drywall panels flat on the deck, an impossible feat among its competitors, save for the Honda Ridgeline. The open bed’s floor is seven feet long to the end of the tailgate, which is now damped, has a torsion spring to ease closing, and is tied into the central-locking function. Another feature we really like is the boot-friendly Integrated Box Side Step built into both fenders ahead of the rear bumper, a no-brainer option at $215. Maximum payload for 2WD models is 1805 pounds, and 4WDs can tote up to 1711 pounds; the max tow rating is 7500 pounds in either case.As before, the Ranger comes in XL, XLT, and Lariat trims, with prices now opening at $34,265. The Tremor is not (yet?) offered because of the new Raptor, but you can get the modest FX4 off-road setup with its electronically locking rear differential, skid plates, suspension tuning tweaks, running boards, and FX4 graphics for $1295. The two-wheel drive FX2 version has been benched, however. If you want an electronic locker without said FX4, you can get that by itself for $420. Selecting the Chrome package nets you extra brightwork and 18-inch “chrome-like” wheels for no cost—well, except for the compulsory addition of the $215 box step.More on the RangerIs the new Ranger a slam dunk? It has vastly improved stats, but it will take more game time and an instrumented test to know how it stacks up against the competition. It’s clearly no longer alone in the basement, and despite a few quibbles, there’s a lot we really like. For some people, that could add up to a win. It’s certainly in the running for most-improved player.SpecificationsSpecifications
2024 Ford RangerVehicle Type: front-engine, rear- or rear/4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base: XL 4×2, $34,265; XLT 4×2, $37,705; XL 4×4, $37,910; XLT 4×4, $41,190; Lariat 4×2, $45,225; Lariat 4×4, $48,710
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 138 in3, 2261 cm3Power: 270 hp @ 5500 rpmTorque: 310 lb-ft @ 3000 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 128.7 inLength: 210.6 inWidth: 75.5 inHeight: 74.4 inPassenger Volume, F/R: 55/43 ft3Curb Weight (C/D est): 4200-4600 lb
PERFORMANCE (C/D EST)
60 mph: 6.5 sec1/4-Mile: 15.0 secTop Speed: 110 mph
EPA FUEL ECONOMY
Combined/City/Highway: 22/20–21/24–25 mpgDan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department. More

From the July 1999 issue of Car and Driver.So, you checked out the ads and read all the road tests. You’ve driven every make and model, you’ve scraped together enough cash, and you’ve decided to buy a Chevrolet S-10 pickup truck. The problem is you’d like one with sportier looks and handling and some extra per­formance to boot. Chevy has one solution, its new-for-’99 Xtreme package. That consists of added body cladding, 16-inch wheels and tires, and Chevy’s own ZQ8 sport suspension with bigger anti-roll bars, stiffer shocks, and springs that lower the body by two inches. But the guys at SLP Engineering­—an independent specialty tuning outfit in Troy, Michigan, who turn out a version of the Camaro SS, the Firebird Firehawk, and the Grand Prix GTX—have another solu­tion, called the Seeker. (SLP also offers a version for GMC pickups called the Xpress.) SLP calls the Seeker the “ultimate S-10” pickup truck. The base Seeker package runs $1599, and it’s simply cosmetic—a deeper, lower front air dam with fog-light pockets; rocker-panel extension cladding down both sides of the cab and bed; and chrome badges. The air dam and the cladding are made of closed-molded ure­thane and painted to match the truck’s color. A Seeker can be ordered in regular­ or extended-cab form, with a smooth- or sport-side bed. It’s sold and warranteed by Chevy dealers. Comparably equipped, it’s more expensive than the Xtreme. The base S-10 LS Xtreme V-6 starts at $18,089, and an S-10 LS with the ZQ8 suspension and the SLP Seeker package would run $18,617. Our rear-drive test truck started out as a short-wheel­base, regular-cab, step-side S­-10 with a 180-hp, 4.3-liter Vortec V-6 mated to a four­-speed automatic transmission. Loaded with A/C and the usual power goodies, it stick­ered at $19,103. SLP offers several other aesthetic and performance options that were also installed on our test truck. These included Hella fog lights ($219) in the front air dam, a one-piece wraparound rear bumper ($289), and a fiberglass tonneau cover ($899) that’s hinged at the front of the bed and swings open with the aid of two gas struts. It’s lockable and adds secure storage space, which the cramped regular cab lacks. Unique to the Seeker is an option Chevy doesn’t offer—a power sliding rear window ($469) with a nice touch: The window switch is located on the center console, eliminating awkward over-the­-shoulder contortions.To improve handling, SLP equipped our Seeker with its Performance Suspension package ($449) with thicker anti-roll bars at 35 mm diameter up front and 28.5 mm in the rear, connected by stiffer links. They’re up from 33 mm front and 23 mm rear on Chevy’s ZQ8 setup—stock S-10s make do with a 25 mm front anti-roll bar only. SLP requires the pur­chase of its otherwise optional suspension lowering kit ($349) with this package. It includes shorter front coil springs and rear leaf­-spring-lowering blocks, and it drops the truck down two inches. Topping off the handling options was a $1999 set of polished 17-inch, six­-spoke wheels with meaty P255/50R-17 BFGoodrich Comp T/A tires (16-inch wheels and P235/55R-16 tires come on Chevy’s Xtreme package). To improve performance, SLP added a Power package ($899). The stock single-tube engine air intake is replaced by a two-­into-one air intake topped with a pair of K & N air filters. In back, there is a cat-back exhaust system made of stainless steel that is three inches in diameter with dual chrome exhaust tips. It lends a throaty, boy-racer exhaust note. SLP says this system adds 15 hp to the 180-hp L35 Vortec 4.3-liter V-6. More Chevy S-10 Reviews From the ArchiveAll these modifications make the S-10 look and sound sportier, but its perfor­mance is only marginally better than that of a GMC Sonoma GT with the ZQ8 sus­pension and a 180-hp V-6 (C/D, December 1995). The Seeker’s grip was up 0.02 g to 0.84 on the skidpad. Weighing 229 pounds more than the Sonoma GT, the Seeker ran just 0.1 second quicker to 60 mph, at 8.4 seconds, and fin­ished the quarter­-mile in the same 16.5 seconds. Not surpris­ingly, the ride quality went from pickup-­truck stiff to kidney-belt harsh. But throttle response in town and on the highway was much improved. The street-rod look, the better handling, and the performance come at a price, a very big price: $26,274 for this baby. Delete the convenience features, and the performance bits can be had for $22,087. The bottom line here is more than we would be willing to spend for the “ultimate S-10,” but SLP is betting there are some truck-crazed people out there who will. SpecificationsSpecifications
1999 SLP Chevrolet S-10 SeekerVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door pickup
PRICE
Base/As Tested: $22,087/$26,274
ENGINEpushrod 12-valve V-6, iron block and heads, port fuel injectionDisplacement: 262 in3, 4300 cm3Power: 195 hp @ 4400 rpmTorque: 245 lb-ft @ 2800 rpm 
TRANSMISSION4-speed automatic 
DIMENSIONS
Wheelbase: 108.3 inLength: 190.1 inCurb Weight: 3570 lb
C/D TEST RESULTS
60 mph: 8.4 sec1/4-Mile: 16.5 sec @ 82 mph100 mph: 26.7 secRolling Start, 5–60 mph: 8.6 secTop Speed (gov ltd): 100 mphBraking, 70–0 mph: 200 ftRoadholding, 300-ft Skidpad: 0.84 g 
C/D FUEL ECONOMY
Observed: 17 mpg
EPA FUEL ECONOMYCity: 17 mpg 
C/D TESTING EXPLAINED More

Rugged is in, and at this point, just about every automaker has an off-road-oriented trim, all with names that are trying to give off a suitably tough vibe. At Kia, that variant is the X-Pro, and the Sorento is the third Kia to get the treatment, after the Telluride and Sportage. As hockey great Wayne Gretzky famously said, “You miss 100 percent of the shots you don’t take.” So we can’t fault Kia for adding the off-road treatment to yet another model. The X-Pro trim is a highlight of the 2024 Sorento’s mid-cycle refresh, which also earned the mid-size SUV redesigned front and rear ends, plus revised tech inside. Little has changed for the Sorento mechanically, however. Whereas Kia’s other three-row SUVs, the Telluride and the EV9, are each offered with one powertrain, the Sorento—like the Beatles or the Teenage Mutant Ninja Turtles—has a quartet. Base models are equipped with a 191-hp 2.5-liter four-cylinder with front- or all-wheel drive, and they feel woefully slow; upper trims get a turbocharged 2.5-liter inline four-cylinder that churns out 281 ponies. A pair of hybrids mate a turbocharged 1.6-liter four-cylinder engine with an electric motor to produce a far more acceptable 227 horsepower in the standard hybrid and 261 horsepower in the plug-in hybrid. The latter two launch later in 2024 as 2025 models, while the rest of the lineup is on sale now.The Sorento X-Pro is available as a $1000 option on the top $47,765 SX-Prestige trim and comes only with the 2.5-liter turbo four, paired with an eight-speed dual-clutch automatic transmission. We don’t have test results on the updated Sorento yet, but previous versions with this powertrain have accelerated to 60 mph in as quick as 6.0 seconds and never felt underpowered. A larger radiator fan for the X-Pro increases towing capacity by 1000 pounds to 4500, putting it nearly level with the base Telluride’s 5000-pound maximum. New for 2024, the more powerful unit comes standard on all but the base LX and S trims. Unlike the lesser ones, the X-Pro and just sort of off-road-y X-Line trims come standard with all-wheel drive. Upgrading to the X-Pro increases the Sorento’s ride height to improve ground clearance from 6.9 to 8.2 inches, and it swaps the standard 20-inch alloys for a smaller set of 17-inch wheels wrapped in BFGoodrich Trail-Terrain T/A all-terrain tires. On paved roads, the extra cushion provided by the all-terrain’s taller sidewall made for a comfortable ride, perfectly suited for eating up highway miles on a family road trip or jogging around town completing errands. Ditching the pavement for the dirt roads surrounding the Rocky Mountains, the X-Pro really made its case. The Sorento performed well in the slush and mud—especially in Snow mode, which sends more of the engine’s power rearward. In a segment where steering feel is likely quite far down most shoppers’ checklists, the Sorento’s is par for the course. Twisting the drive mode dial from Normal to Sport adds some extra heft to the wheel but fails to improve overall feel. From a stop, the dual-clutch automatic lurches slightly as it engages first gear—we had quite a few drivability and reliability issues with our long-term Sorento with this powertrain—but once on the move, any transmission issues faded to the background. On the plus side, we didn’t notice any excess road or wind noise, despite the all-terrain rubber, and actually found the cabin to be a perfectly suitable conversation pit—even when cruising at 80 mph. The refreshed Sorento’s interior environs make for pleasant space to eat up highway miles. The $295 dual-tone, Olive Brown leather package and faux-wood on the dash help make the attractive cabin feel like it belongs in a car with a higher price—though there’s still more hard plastic than we’d like to see. The leather-upholstered front seats offer plenty of support and feature both heat and ventilation to keep your bum as warm or cool as you please. EX and above trims swap the second-row bench seat for a pair of captain’s chairs, which are heated in SX models and above. Unfortunately, third-row space remains minimal, with a low seat cushion forcing your knees up toward your chest and making the space a hard ask for most adults.Besides the X-Pro introduction, the biggest change for 2024 is the addition of dual 12.3-inch display screens behind a large, curved piece of glass. One is situated in front of the driver, serving as a digital gauge cluster, while the other is located more centrally to take on infotainment responsibilities. Wireless Apple CarPlay and Android Auto now come standard on all trims. Similar to the EV6 and Sportage, there’s now a touch bar situated below the infotainment screen on the dash that can switch between HVAC and media/navigation controls. The dual-use dials are easy enough—provided you’re in the right mode. Typically, they require a quick glance down to avoid accidentally blaring Creedence when you’re really after more heat.Related StoriesWith a $48,765 starting sticker price on the X-Pro trim, the rugged Sorento lands squarely in the larger Telluride’s price range. Kia’s higher trims check nearly all the equipment boxes, so our sample model’s $49,400 price didn’t have much room to rise before hitting the ceiling; there was that $295 for the Olive Brown leather package, $225 for the carpeted floor mats, and $115 for a carpeted cargo mat. Kia seems unconcerned with the Telluride overlap. “We want to make it harder to choose between [the Sorento] and a Telluride,” a Kia spokesperson said. “We want the differentiating factor to be how much space you want.” That may be, but despite making strides in features and capability, the Sorento’s flagship trim fails to rise to the Telluride’s high bar of driving dynamics or match the practicality of its larger footprint. SpecificationsSpecifications
2024 Kia SorentoVehicle Type: front-engine, front- or all-wheel-drive, 6–7-passenger, 4-door wagon
PRICE
LX, $33,365; S, $35,765; S AWD, $37,765; EX, $39,365; X-Line EX AWD, $43,065; SX, $43,065; X-Line SX AWD, $44,865; X-Line SX-Prestige, $47,765; X-Pro SX-Prestige, $48,765
ENGINES
DOHC 16-valve 2.5-liter inline-4, 191 hp, 195 lb-ft; turbocharged and intercooled DOHC 16-valve 2.5-liter inline-4, 281 hp, 311 lb-ft
TRANSMISSIONS
8-speed automatic, 8-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 110.8 inLength: 189.6 inWidth: 74.8 inHeight: 66.7 inPassenger Volume, F/M/R: 57/55/32 ft3Cargo Volume, Behind F/M/R: 76/39–45/13 ft3Curb Weight (C/D est): 3850–4300 lb
PERFORMANCE (C/D EST)
60 mph: 6.0–9.6 sec100 mph: 15.4–26.0 sec1/4-Mile: 14.6–17.5 secTop Speed: 124–131 mph
EPA FUEL ECONOMY
Combined/City/Highway: 23–26/20–23/27–31 mpgJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

Maserati first spliced into the electric-vehicle revolution with the GranTurismo Folgore, its reborn GT enhanced by elements from the automaker’s Formula E racing program. The wish-list specs on its data sheet include: a dog-bone-shaped battery for the lowest possible center of gravity, three motors that spin to 17,500 rpm, silicon-carbide inverters, 60 mph in a claimed 2.7 seconds, and a 202-mph top speed. And while it makes do with 818 horsepower, it stands ready to supply up to 1206 horses—it already makes 995 pound-feet of torque—once more robust high-performance batteries become available.Maserati’s Grecale compact SUV, on the other hand, is marketed with the tagline “everyday exceptional.” Whether powered by an internal-combustion engine or, in this case, a battery-electric powertrain in Grecale Folgore trim, that “everyday” indicates fare closer to a staple dish than the GranTurismo Folgore’s five-star Modenese treat. Thing is, anyone who’s been to a fine Italian restaurant knows that a proper chef can make even an earthy staple like pork ragu over polenta a molto insigne experience. Grecale Folgore’s EV StatsFor the Grecale Folgore, engineers reworked the floor plan to fit a skateboard-style battery. The pack is made up of 33 modules, 29 laid out in a flat rectangle, four on a level above, hidden by the rear seat. Knowing they wanted the EV’s interior dimensions to match those of the gasoline-powered SUV, while maintaining aero efficiency, engineers lowered the floor instead of raising it. The ICE Grecale’s 8.3 inches of ground clearance becomes 6.7 inches in the Folgore, and the Folgore’s roof sits a third of an inch closer to the ground. The Grecale Folgore’s reworked ingredients relative to the GranTurismo start with the battery. Whereas the high-performance coupe’s 83.0-kWh pack gets lithium-ion cells from LG feeding an 800-volt architecture, the Grecale Folgore’s 98.6-kWh pack is powered by lithium-ion cells from CATL electrifying a 400-volt architecture. The GranTurismo’s three motors are built by Marelli Motori to a Maserati design; the Grecale’s two motors come from Jing-Jin Electric (JJE). They spin slower than the GranTurismo’s, and you’ll find no fancy silicon carbide in the inverters. Together, the two motors make 550 horsepower and 605 pound-feet of torque, split evenly between the front and rear axles.Maserati estimates max European WLTP range at 311 miles. Peak DC fast-charging of 150 kilowatts refills the pack from 20 to 80 percent in a claimed 29 minutes. Plugged into the highest-powered Level 2 outlet, the 22.0-kW onboard charger restores 100 kilometers (62 miles) of range in an hour.From a standstill, 62 mph takes 4.1 seconds, according to Maserati, while top speed is limited to 137 mph. However, you’ll only enjoy the best performance or range if you choose the appropriate options.The Grecale Folgore is offered in a single trim, dispensing with the ICE model’s GT, Modena, and Trofeo divisions. Maximum range requires the 19-inch wheels, but the U.S. won’t get those; we’re limited to 20- or 21-inch wheels on either Pirelli Scorpion Zero all-season or Pirelli P Zero Elect summer tires. The 21-inchers, bearing a slightly more ornate, less aero-friendly design, drop range to an estimated 265 miles of WLTP range; the 20-inchers will fall between that and 311 miles. Maserati said the range delta between the 19- and 20-inchers would be smaller than the 19- to 21-inch delta, because of the smaller wheels’ identical design. We estimate EPA numbers coming in at 255 miles for the 20s and 225 miles for the 21s.Of the four driving modes—Offroad, Max Range, GT, and Sport—only Sport frees the Grecale’s full power output, the circular Thrust gauge on the left of the digital dash running to 100 percent. In GT (the default), only 80 percent of the horsepower reaches the axles. In Max Range, it’s 75 percent, dropping to 50 percent if the power limiter is activated. Changes vs. the Gas-Powered GrecaleBeyond the powertrain, the rest is effectively the ICE-powered Grecale we’ve known since last year. The Folgore barely diverges from the ICE version’s muted, muscular look. The regular Grecale’s grille features vertical slats, whereas Folgore gets slim oval cutouts instead. Solid panels outlined with body-colored brackets replace the standard model’s front side intakes. And, naturally, the Folgore sports no tailpipes; the rear-diffuser inserts obscure two loudspeakers that create the mandated sounds to warn pedestrians of an approaching EV.Inside, the EV’s interior design and dimensions copy its ICE sibling’s. Instead of the wheel-mounted paddles operating a gearbox, they control four stages of regen (coasting, combustion-engine braking feel, 0.14 g of recuperation, and 0.21 g of recuperation). The infotainment system adds a folio of EV-specific pages. Econyl, a recycled nylon made from fish nets, supplies the seat center material for the Folgore’s standard chairs, trimmed with Feeltek imitation leather. The fabric is ornamented with patterns inspired by the Italian architect Pier Luigi Nervi, although the seats can be ordered in full bovine leather to match the dashboard, which always comes covered in stitched hides. Pricing for the electric Grecale is expected to come in just north of $100,000; the gasoline-powered version starts at $69,995.Driving the Grecale FolgoreWhen pressed to perform, the Folgore hits high notes like the Grecale Trofeo—and in a couple of ways, higher notes. The Trofeo’s 523 horsepower and 457 pound-feet stalk the Folgore’s outputs, the EV’s added gumption necessary to move its extra weight; the Folgore’s 1490-pound battery pushes curb weight to a claimed 5745 pounds, or by Maserati’s scales, roughly 1000 pounds more than the Grecale Trofeo. As we’ve seen in other SUVs, no matter their power sources, the witchcraft of modern suspension tuning negates trends toward portliness. The steering feels less twitchy than the Trofeo’s, the low-down mass is a natural damper against minor road flaws, the standard air springs and adaptive dampers are more than up to the challenge of shifting copious weight smoothly. Only sharp bumps and potholes disturbed the ride on 21-inch wheels. The Trofeo takes a claimed 3.8 seconds to hit 62 mph, versus 4.1 seconds for the Folgore. Even at the Max Range’s 75 percent power setting, the Folgore throws down compelling acceleration. In GT or Sport, passengers need to hold onto objects in the cabin they don’t want flying toward the rear window.During a 120-mile tour of Italy’s Puglia region, the Folgore’s only sour note was its manufactured sound in Sport. In the other modes, synthesized sounds are subdued, in order to be inoffensive in the city, and they’re overwhelmed by driving noise at highway speed. The more emphatic composition in Sport, at a claimed three decibels louder, occasionally lacks harmony when accelerating and decelerating, then hovers on the cusp of droning when cruising. The sound can be turned down but not off. It’s possible a future over-the-air update could revise the soundtrack or allow full shutoff. We already have a hand up for a silent interior option.The Folgore is pleasantly quiet otherwise, thanks to measures like double layers of isolation on noise-making electric-motor parts and acoustic laminated windows. And the Pirelli P Zero tires barely registered a whisper in the cabin, a boon compared to the Trofeo’s Bridgestone Potenza Sport summer tires that can’t help making an uproar on all but the kindest pavement.More on the Maserati GrecaleMaserati doesn’t want to characterize the Grecale Folgore as an electric version of the twin-turbocharged V-6-powered Grecale Trofeo. But we’re reminded of that old saw about what looks like a duck . . . the Folgore might not quack like its Trofeo cousin, but in every substantial way, the Grecale Folgore is the same exciting ride. And plenty of actual ducks, like the Muscovy and Cayuga, don’t really quack either. SpecificationsSpecifications
2025 Maserati Grecale FolgoreVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
Base: $100,000
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 275 hp, 302 lb-ftRear Motor: permanent-magnet synchronous AC, 275 hp, 302 lb-ftCombined Power: 550 hpCombined Torque: 605 lb-ftBattery Pack: liquid-cooled lithium-ion, 98.6 kWhOnboard Charger: 22.0 kWPeak DC Fast-Charge Rate: 150 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 114.3 inLength: 191.5 inWidth: 76.7 inHeight: 65.0 inPassenger Volume, F/R: 55/49 ft3Curb Weight (C/D est): 5750 lb
PERFORMANCE (C/D EST)
60 mph: 3.9 sec100 mph: 10.0 sec1/4-Mile: 12.5 secTop Speed: 137 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 83/90/85 MPGeRange: 225–255 mi More

From the July 1999 issue of Car and Driver.Explaining the appeal of extremely powerful cars to nonenthusiasts can be like trying to explain sex to a three-year-old. “Why in the world would you need so much power?” they ask. If you have to ask, well, you’ll probably never understand.Some cars that grace our parking lot, though, leave us almost asking the same question. Dodge Viper Venoms from Houston-based Hennessey Motorsports come to mind. HMS Venoms we’ve tested, packed with 550 or more horsepower, could rocket to 60 mph in well under four seconds and could top out at nearly 200 mph. For street-legal machinery, that’s outlandish speed. Use such capability often on public roads, and your license wouldn’t be the only thing you would be putting in jeopardy. This dilemma is one reason HMS owner John Hennessey developed the Venom 650R. Like the Porsche RSR in Europe, it’s a sports car intended for the racetrack that just happens to be street legal. Hennessey got the idea for the 650R from attending some “Viper Days” club races. These increasingly popular events, which include a driving school for novices, are now held in conjunction with a series sponsored by Michelin called the Viper Challenge. Some of Hennessey’s customers at these events expressed interest in a purpose-built Viper race car that’s cheaper than Dodge’s factory-built $325,000 Viper GTS-R. The Venom 650R is Hennessey’s answer. As with HMS street cars, the engine is the heart of the 650R. After disassembly, the crankshaft is reground with a 4.03-inch stroke, and the cylinders are rebored to an equivalent dimension, yielding a dis­placement of 8424 cc—nearly half a liter more displacement than the stock V-10. The block is restuffed with forged steel connecting rods, forged aluminum pistons, and a revised camshaft, and the heads are ported, polished, and fitted with a heavy­-duty valvetrain. Feeding those heads is a Hennessey low-restriction airbox with K & N filters, 70 mm throttle bodies, and a ported and polished stock intake manifold. Aft of the engine are 1.75-inch HMS stainless-steel headers dumping into twin 3.0-inch HMS stainless exhausts. For these modifications, HMS charges $37,500, but that sum doesn’t complete our 650R’s driveline. There’s also an aluminum fly­wheel for $1500 and an aluminum radiator upgrade that goes for a similar amount. On Hennessey’s Dynojet dyna­mometer, this balanced-and-blueprinted concoction rings up 583 horsepower and 585 pound-feet of torque at the rear wheels, which translates to about 670 horsepower and 673 pound-feet at the fly­wheel. The stock V-10’s 450 horsepower and 490 pound-feet seem almost mild in comparison. With such bodacious power, this Viper is capable of spending more time at higher speeds. Aerodynamics questions this may pose are answered by the 650R’s “VenomAero” body package, which Hennessey says he spent more than $100,000 developing with the help of race-car designer Steve Everett. It consists of a front fascia with brake cooling ducts, a rear bumper with an underbody air diffuser, and a rear wing. In fiberglass, it’s $12,500, and in the lighter carbon fiber on our tester, it’s $20,000. Hennessey claims the wing generates about 100 pounds of rear down­force at 130 mph, and the new schnoz adds about 200 pounds up front (when a remov­able three-inch carbon-fiber lip is installed). These numbers were deter­mined at speed using a Pi data-acquisition system that monitored front and rear sus­pension compression. For $6500, the suspension sports Penske adjustable shocks with Hypercoil springs at all four corners that lower ride height by 2.0 inches in the front and 1.5 inches in the rear. A power-steering-cooler upgrade is $800. There’s also a $12,000 Brembo racing brake package with mas­sive 13-inch discs gripped by four-piston calipers front and rear. Another $5000 buys custom HMS polished alloy wheels. They’re wrapped with $1500 Hoosier racing rubber, 275/35ZR-18 in the front and 335/35ZR-18 in the rear. Typical racing accouterments wrap up the package. Inside are $3400 of Sparco racing seats with Simpson five-point har­nesses. A Halon fire extinguisher adds $200 and mounts to a four-point roll bar ($1500). A short-throw HMS shifter for $300 tightens the H-pattern. For visual stimulation, Hennessey adds $950 of carbon-fiber instrument bezels and fin­ishes off the entire beast in clear-coated Plymouth Prowler yellow for $6500. No race-car transformation would be complete without a diet. Aside from the lighter body parts, seats, and flywheel, Hennessey removes the hood hinges, the spare tire, and the air-conditioning system. Our test car weighed in at 3271 pounds, which is 139 pounds less than the Viper GTS in our July 1997 supercar comparison.With such lean muscle, the Venom takes easily to the track. In the straight­away, it explodes out of the hole, grabbing 60 mph in 3.4 seconds and the quarter-mile in 11.3 seconds at 129 mph. Its blistering 207-mph top speed, though, comes with an asterisk—Hennessey removed the drag-­inducing rear wing, windshield wipers, and side-view mirrors for that test. Figure more like 200 mph with those items installed. Our car also had the catalysts removed for all testing—including the dyno run—as they would be for racing, claims Hennessey. Fair enough.We won’t fuss over the rest of the 650R’s performance. Cornering grip is a neck-straining 1.04 g’s. Braking from 70 mph requires just 143 feet. That’s 34 fewer feet than in the last Viper GTS we tested. In fact, it’s the shortest stopping distance of any street-legal car we’ve ever tested. That’s without ABS, too. On a road course, it works marvelously. The steering, which is distracted on the street, gains composure and precision at speed. The brakes scrub off triple-digit speeds with excellent feel and balance. As we exit the corners, the big V-10 shoves our posterior firmly into the Sparco. With little practice and one passenger on board, we managed to lap DaimlerChrysler’s proving-ground handling course in 1 minute and 12 seconds. Our best time in a stock GTS with ample practice (and no passengers) was 1:13. As a street car, the 650R barely quali­fies. The nearly open exhaust is so loud, you’re noticed everywhere you go; even puttering drives around town turn into a kind of psychological torture. Quieter muf­flers that cost a few horsepower are avail­able from HMS. More Viper From the ArchiveOne more thing. Take the 650R plunge, and you’ll also get one free day of instruc­tion at the Justin Bell Viper Driving School at Moroso Motorsports Park in Florida. Free is a relative term here. Add up that tab, not forgetting the $74,081 price of a new Viper GTS donor, and you’re looking at $173,031 for our 650R test car. Figure that’s the cost of justifying to your slow-poke friends why you need all that power.SpecificationsSpecifications
1999 Hennessey Venom 65RVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $165,581/$173,031(base price includes all performance-enhancing options)
ENGINEpushrod 20-valve V-10, aluminum block and heads, port fuel injectionDisplacement: 514 in3, 8424 cm3Power: 670 hp @ 5800 rpmTorque: 673 lb-ft @ 4600 rpm 
TRANSMISSION6-speed manual 
DIMENSIONS
Wheelbase: 96.2 inLength: 175.1 inCurb Weight: 3271 lb
C/D TEST RESULTS
60 mph: 3.4 sec100 mph: 7.1 sec1/4-Mile: 11.4 sec @ 129 mph130 mph: 11.6 sec150 mph: 16.7 sec170 mph: 24.0 secRolling Start, 5–60 mph: 4.3 secTop Speed (drag ltd): 207 mph*Braking, 70–0 mph: 143 ftRoadholding, 300-ft Skidpad: 1.04 g *With windshield wipers, side-view mirrors, and rear wing removed and with smaller 17-inch wheels and tires fitted.
C/D FUEL ECONOMY
Observed: 12 mpg
C/D TESTING EXPLAINED More

Sometimes an automaker defines a trend, as Toyota once did with the Prius hybrid. Other times they stumble into greatness by accident. The latter describes the life story of what has now become the 2024 Lexus GX550, which started as a less capable and more luxurious version of the 4Runner back when body-on-frame family SUVs were all the rage. For the most part, those early GX470s spent their days as pampered mall wagons, maintained within an inch of their lives at Lexus dealers, eventually finding new purpose as dirt-road warriors with subsequent owners.Today, unibody SUVs have made great strides in improving off-road capability, so the case for a third-generation body-on-frame GX may at first seem shaky. But Lexus recently released the TX SUV, a three-row family crossover for those who avoid dirt. Meanwhile, overlanding has become mainstream enough that first owners are risking their rigs off-road—or kitting them out so it looks like they do. Also, unibody-based crossovers can only manage towing to a middling degree. The ladder-framed GX550, on the other hand, is a legit tow vehicle, and this latest iteration of GX feels like a welcome change from the ordinary at just the right time.Leaning into Those Truckish RootsThe new GX550 lineup includes three tiers, each with an upgraded “+” variant. At one end there’s the $64,250 Premium: a three-row, seven-passenger base configuration (a six-seater setup is optional on the Premium+) that rides on 20-inch wheels and 265/55 Yokohama tires. The Luxury starts at $77,250 and rolls on 22-inch wheels and 265/50 Dunlops, and it’s available in the optional six- or standard seven-passenger configurations. In between there’s the Overtrail, an off-road-focused five-seater that wears 18-inch wheels and 265/70 Toyo Open Country A/T III all-terrain tires standing at a lofty 33 inches.The Overtrail’s lack of a third row could trouble some, but the result is a lower load floor (2.0 inches, by our reckoning) that creates a significantly larger cargo volume (46 instead of 40 cubic feet) behind the second row. This and other minor equipment deletions trim enough cost that a lockable rear differential, adaptive dampers, multi-terrain select, multi-terrain monitor system, crawl control, downhill assist control, a roof rack, the Cold Area package, and the new E-KDSS (Electronic Kinetic Dynamic Suspension System) with independently detachable front and rear anti-roll bars can be had for the same $69,250 they charge for a Premium+ that lacks such equipment. Less 4Runner, More Land CruiserIn the Lexus lineup, the big-boy LX600 is essentially a 300-series Land Cruiser dressed for a night on the town. But that’s not the one we get. Toyota infamously decided against the 300-series for the USA, opting instead to go with 250-series Land Cruiser Prado roots for the soon-to-be-(re)released edition of their marquee model. The GX550 is the Lexus version of that 250, and not getting the 300-series may seem like a raw deal, but the Toyota platform that underpins them makes the chassis differences between the 250-series GX and the 300-series LX so small as to be insignificant. Example: The GX550’s 112.2-inch wheelbase matches the LX600, while the GX’s width range of 78.0 to 78.7 (depending on wheel/tire combo) brackets the LX’s 78.4 inches. Suspension track widths follow the same pattern, as their front and rear suspension layouts match. Both have full-time four-wheel drive with a lockable Torsen center differential inside their low-range transfer cases. Both receive motivation from a twin-turbo 3.4-liter V-6 backed by a 10-speed automatic. They even share the same impressive torque peak of 479 pound-feet at just 2000 rpm.For the GX550, this represents a humongous 150-lb-ft gain over the outgoing GX460, and that wallop arrives a full 1500 rpm earlier. Sure, the LX600 makes 409 horses while the GX550 is detuned to 349 horsepower, but that’s still a 48-pony windfall compared to its predecessor. The extra punch is palpable, and the significant uptick in grunt does away with the 460’s notorious initial hesitation that made it feel even heavier than it was. Lexus says the GX550 is in fact some 400 pounds heavier, but you’d swear it was lighter. Lexus also claims the new GX will accelerate from zero to 60 mph in 6.5 seconds, which destroys their 7.8-second GX460 claim. For reference, the last GX460 we tested achieved 60 mph in 7.2 seconds.A maximum tow rating of 9096 pounds goes along with the uprated chassis and fortified engine, a huge increase from the 460’s comparatively pedestrian 6500-pound effort. Surprisingly, the gains carry over to the pump, where the 460’s 16-mpg combined (15 city/19 highway) improves to a Lexus-estimated 17 mpg. The GX550’s 21-mpg highway claim comes from copious low-rpm torque and 10 forward gears instead of six.Smooth Operator, On- or Off-Road The GX’s Premium+ trim is fitted with conventional passive dampers to go with its 20-inch rolling stock, but it delivers a smooth ride and crisp steering. Road cracks and seams can penetrate the suspension’s defenses, but to a more subdued degree than the old GX. It’s by no means a rough ride, but the TX is on standby for those who seek crossover cushiness.Ironically, the Overtrail is smoother over rougher pavement than the Premium+, perhaps because those 33-inch tires and 18-inch wheels equate to 1.5 inches of extra sidewall. Standard adaptive dampers smooth those edges even further. The Overtrail’s setup also rewards on washboard dirt roads, but the killer app that makes this new trim practically glide off-road is the new E-KDSS.Lexus’s old KDSS tech disabled the front and rear anti-roll bars simultaneously because of how its passive hydraulics were plumbed, but E-KDSS uses an ECU to disable the bars independently, so each end responds in turn as an obstacle is encountered. The result is far less head toss through angled ditches and a sense that the dampers are more sophisticated than they are. Actually, it’s E-KDSS that’s doing the work. We have not yet measured an RTI (Ramp Travel Index) score, But Lexus’s claimed 24.5 inches of articulation suggests a healthy score of some 630 points.The Overtrail’s transfer case engages quickly, but we were particularly smitten with a small change to the operational logic of the lockable center differential. In the past, switching into low range automatically locked the center diff. The button was provided if you wanted to lock it in 4Hi. This always seemed logical, on the basis that 4Lo was for rough going. But a locked center diff plays havoc with turning radius, and tight trails have tighter switchbacks. Solution: The GX550 keeps the center diff unlocked when switching to 4Lo and makes locking an independent choice. Result: extremely tight off-road hairpins and fewer three-point turns.Inside OutInside, the GX550 impresses with a lush and attractive interior. The 12.3-inch configurable instrument display and 14.0-inch infotainment touchscreen are similar to those found in the new Toyota Tacoma TRD Off-Road, but the GX-specific instrument graphics are surprisingly dim, as if the adjustment range only covers nighttime driving. The crystal-clear infotainment screen works as expected, though.The thing that stands out more is the stellar outward visibility. The GX’s hood styling features a broad trough that offers a clear view of the road and makes easy work of judging the forward limits, while the fender creases that look striking in profile telegraph a clear idea of where the tires are. Moreover, the glass dips down at the cowl to expand the side view downward, and the mirror sits back from the roof pillar to allow a sneak peek in between. The end result is a driving position that gives a commanding view without being so upright that it feels overtly truckish and buries your coif in the roof.In fact, our tallest tester didn’t merely fit well in front, he was able to sit behind his own front seat. He also fit in the third row, sort of, but six feet two is a bit much to ask back there, especially since the live rear axle pushes the rearmost floor up, sending knees skyward. Those of above-average height need not apply, and if that won’t do, the TX is right across the showroom. The Overtrail neatly sidesteps this conundrum, of course, by not offering a third row.April, FoolsThe 2024 Lexus GX550 is a vastly improved version of its former self. The existence of the TX three-row crossover SUV allows the GX to lean into its body-on-frame roots, which arguably allowed the Overtrail to come into existence. In fact, one could argue that this off-road-focused GX550 trim is now a more capable Lexus-badged Land Cruiser than the 300-series-based LX600. After all, the LX only theoretically offers 18-inch wheels and tires and doesn’t bother with a lockable rear differential or disconnecting anti-roll bars. More on the Lexus GXLexus expects the Premium+ to be the sales-leading trim when the GX goes on sale this April, and that’s certain to be the case because the Premium is a fantastic three-row SUV that can either wander off the beaten path or tow 9000-plus pounds on it. But the new Overtrail represents a huge bargain for those gearing up to off-road—or just look like they will. This is the 2024 Lexus GX550 trim that value-seeking, dirt-loving second owners will prize on the used market. What’s more, we got through this whole piece without once mentioning how much less hideous the GX’s new grille looks. Perhaps there’s hope for BMW yet.Specifications Specifications
2024 Lexus GX550Vehicle Type: front-engine, 4-wheel-drive, 5-, 6-, or 7-passenger, 4-door wagon
PRICE
Premium, $64,250; Premium+, $69,250; Overtrail, $69,250; Overtrail+, $77,250; Luxury, $77,250; Luxury+, $81,250
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injectionDisplacement: 210 in3, 3445 cm3Power: 349 hp @ 5200 rpmTorque: 479 lb-ft @ 2000 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 112.2 inLength: 197.1Width: 78.0-78.7 inHeight: 75.4-76.2 inPassenger Volume*, F/M/R: 56-59/51-52/34 ft3Cargo Volume*, Behind F/M/R: 77/40-46/10 ft3Curb Weight (C/D est): 5600-5750 lb*Overtrail model is two rows only.
PERFORMANCE (C/D EST)
60 mph: 6.5 sec1/4-Mile: 15.3 secTop Speed: 109 mph
EPA FUEL ECONOMY (MFR EST)
Combined/City/Highway: 17/15/21 mpgDan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department. More