Car Reviews

From the April 1999 issue of Car and Driver.

Who ever thought a factory Mustang would command a price of $28,000? More surprising, who could have imagined that a Mustang would have an independent rear suspension (IRS)? Well, the 1999 SVT Mustang Cobra lays claim to both those surprises and makes a strong case that the latter (abetted by a new 320-horsepower version of the four-cam, alloy-block 4.6-liter V-8) justifies the former.

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Certainly, the new IRS lends real credence to the Cobra as a serious performance car, taming the old car’s occasional tail-happy tendencies, improving the ride (mainly by reducing pitching motions), and reducing the transmission of road noise into the cabin. It also looks cool on the stand.

Consisting of a welded-up tubular sub-frame that cradles an aluminum diff housing (borrowed from the late Lincoln Mark VIII), assorted steel and alloy control arms, toe-control links, and a pair of coil springs and gas-pressure shocks, the IRS module bolts directly to existing pickup points on the Mustang unibody. All it takes to retrofit this item to a solid-axle Mustang is a special bracket on the GT’s normal shock mount. That and the considerable sum Ford’s Special Vehicle Team (SVT) will undoubtedly charge for all the IRS components soon to appear in its catalog.

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DAVID DEWHURST

The new IRS module provides the Cobra with a slightly wider track (by 1.2 inches), more suspension travel, and less lift under braking, which translates to less perceived dive at the front end. The IRS setup also provides a 125-pound reduction in unsprung weight, despite being 80 pounds heavier than the old live-axle suspension.

At least the increase in mass improves the car’s weight distribution and motivated SVT engineers to lighten the front end, where they trimmed 50 pounds. Of that, 20 pounds came off the engine, six from the adoption of a coil-on-plug direct ignition system. Whereas the previous car had a 57/43 fore-to-aft relationship, the Cobra now shows a 55/45 split. In the end, this test car was 110 pounds lighter than our last Cobra.

Highs: Willing engine, gnarly exhaust note, improved chassis dynamics.

The engine gets a new tumble-port cylinder-head design that improves combustion efficiency and helps bump output to 320 hp at 6000 rpm and 317 pound-feet of torque at 4750. That’s an increase of 15 hp and 17 lb-ft over last year’s Cobra. Given its 7.5-percent power-to-weight advantage relative to our last identically geared Cobra, we expected to hit 60 mph in about five seconds flat, but 5.5 was the best we could do—0.1 second slower than the previous model. Top speed was also down, from 153 to just 149 mph in the slightly more aerodynamic car, all of which confirms that our low-mileage prototype test car wasn’t making a full head of steam.

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DAVID DEWHURST

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Straight-line performance may have missed the target, but more important to sporty drivers is the feel of the Cobra on twisty pavement. The IRS makes the car feel more supple and thus more readable in corners. The rear end is less susceptible to bump steer than before, and as the geometry has been set up for a touch of toe-out as the car begins to heel over, then for toe-in (and safe understeer at the rear axle) at full lean, its off-center steering response is better, and its handling is more neutral at the limit. Hence, 0.03 g better skidpad performance at 0.88 g.
Even power-induced oversteer through Turn Three at Willow Springs raceway could be easily modulated at the throttle, allowing the driver’s right foot to control rotation through the corner. This kind of handling finesse was not available from the solid-axle car.
On smooth California pavement, it was hard to discern any comfort gained from the IRS based on our distant memory of the previous Cobra. Obviously, corrugated surfaces no longer produce the yaw found on solid-axle-equipped cars, and the new Cobra also handles two-wheel bumps with little tail hop.

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DAVID DEWHURST

The IRS seems to put the power down well, too, although it shudders a bit during full-power wheelspin starts of the kind needed to generate good acceleration times. Few owners will subject their cars to this treatment, and indeed, most will drive around with the standard-equipment full-range traction control switched on. This device (supplied by Bosch) detects wheel-speed disparities and intercedes by first retarding the ignition, then manipulating the fuel regime, cutting off cylinders to reduce torque. If the condition persists at speeds up to 62 mph, it will also apply a brake to direct torque to the other wheel.

Lows: Dated ergonomics, balky shifter.

The neat part about the Cobra’s traction control is that it has a so-called power-start feature that allows the driver to make wheelspin starts as long as both front wheels are spinning at the same rate. That’s how it knows the car is going straight-ahead. The rear axle incorporates a Traction-Loc limited-slip mechanism, and all Mustangs now run the same 3.27:1 final-drive ratio.
Naturally, the new Cobra inherits the slightly blocky styling of the 1999 Mustang, but it has is own unique features. The front fascia for one thing, and the Cobra R—like hood, for another. New forged alloy wheels are fitted, and they wear 245/45ZR-17 BFGoodrich Comp T/A tires that do a good job of keeping the Mustang on line, albeit with a fairly intrusive sound playback that starts at moderate cornering speeds as a low growl, then builds to a penetrating howl at the limit.

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DAVID DEWHURST

The engine pulls well, particularly from 3000 rpm up to its power peak at 6000 rpm, but there isn’t a rush to the redline like there is with GM’s LS1 motor, and revving the Ford V-8 beyond 6500 isn’t very productive. However, keep the Ford mill in its sweet band, and you’re rewarded with good power and one of the least inhibited exhaust notes in the business.
That power goes to ground via a new 11-inch clutch and a T45 five-speed box (now made by Tremec under license from Borg-Warner). The T45 gets the job done, but it isn’t the smoothest, most precise cog swapper around. In fact, at Willow Springs, where you rush out of a downhill left-hander in second gear into a right sweep onto the back straight, it takes real concentration to keep the car pointed and find third gear.
It’s fair to say that none of the other shifts is slick and natural-feeling, either. The best one can say is that selections are mechanically positive. But in every other way the Cobra manifests considerable refinement. The car’s structure may have retained seat, shifter, wheel, and pedal positions for enough years to accentuate their inconvenience for extremely tall drivers (for whom the seat does not track back enough and for whom the control relationships are never optimal), but it has received enough reinforcement and tuning tweaks to provide civilized levels of noise, vibration, and harshness, even at the new performance level.

The Verdict: The Cobra finally gets its independence, but we’re still not sure it makes the car better than a Z28.

Who said there’s no gain without pain?

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 2+2 passenger, 2-door coupe
PRICE AS TESTED: $28,190
ENGINE TYPE: DOHC 32-Valve V-8 engine, aluminum block and heads, port fuel injection
Displacement: 281 cu in, 4601ccPower: 320 bhp @ 6000 rpmTorque: 317 lb-ft@ 4750 rpm
TRANSMISSION: 5-speed manual
DIMENSIONS:Wheelbase: 101 .3 inLength: 183.5 inWidth: 73.1 in Height: 53.5 inCurb weight: 3285 lb
C/D TEST RESULTS:Zero to 60 mph: 5.5 secZero to 100 mph: 13.8 secZero to 130 mph: 27.6 secStreet start, 5-60 mph: 5.9 secTop gear, 30-50 mph: 10.4 secTop gear, 50-70 mph: 10.6 secStanding ¼-mile: 14.1 sec @ 101 mphTop speed (drag limited): 149 mphBraking, 70-0 mph: 185 ftRoadholding, 300-ft-dia skidpad: 0.88 g
FUEL ECONOMY:EPA city/highway driving: 17/26 mpgC/D observed: 16 mpg

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You would think the nearly countless permutations of the Chevrolet Silverado and its twin, the GMC Sierra, would satisfy anyone’s needs, but you’d be wrong. For a select few, even the largest of GM’s regular pickups isn’t big enough to tow their motorhomes and trailers and boats. Fortunately, GM offers a pickup version of its seriously large GMC TopKick and Chevrolet Kodiak chassis. It’s not as big as Ashton Kutcher’s International CXT, but it’s close.

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Typically, the Kodiak and the TopKick are used as dump trucks, moving trucks, school buses, and shuttle buses, but Monroe Truck Equipment of Monroe, Wisconsin, builds these over-the-top pickups in its plant in Flint, Michigan, down the road from where the Kodiak and TopKick chassis roll off the assembly line. About 750 of the beasts are built annually.
The TopKick that was sent our way was a C4500 crew cab with four-wheel drive, the least beefy of the available chassis. The optional four-wheel drive was new for 2005 in the pickup version. Pickups can be had in C4500 or C5500 garb. The really heavy-duty C6500 and C7500 don’t get the conversion. The C4500 and C5500 get the same Duramax 6.6-liter turbo-diesel that’s available in heavy-duty Sierras and Silverados, albeit in a lesser state of tune. A 325-hp gasoline-powered 8.1-liter V-8 is also available. The lone transmission with the diesel is an excellent five-speed automatic built by Allison that shifts smoothly and quickly.
With 300 horses and 520 pound-feet of torque, you’re not going to win many drag races, but the truck has no problem keeping up with traffic. The run to 60 mph takes 14.4 seconds, and top speed is governed at 75 mph, presumably to save the tires when the truck is fully loaded. The 11,300-pound TopKick is actually faster to 60 mph than an automatic-transmission four-cylinder Ford Escape. From a stop, stand on the throttle, and you’ll experience the brief hesitation of turbo lag. Once the turbocharger spools up, the truck rushes forward with decent alacrity to the sound of the optional dual-exhaust stacks that poke up through the bed. Lower the windows, and you’ll hear the chrome pipes belt out a loud sucking noise that will scare the “Calvin and Hobbes” stickers off lesser pickups. Now we’re truckin’!

Once you work your way up to the cab of the TopKick, one immediately notices the panoramic view. Ever wanted to look down on a Hummer H2?

Monroe dresses up the interior of the TopKick with thick carpeting, leather seats independently suspended on air bladders—just like the truckers use—and faux-wood trim. Once you work your way up to the cab of the TopKick, one immediately notices the panoramic view. Ever wanted to look down on a Hummer H2? Better yet, you’ll be able to look eye to eye with most truckers.
Unloaded, the TopKick will shake its occupants mercilessly. Two beefy solid axles with thick leaf springs up front and air bladders in the rear make it possible to carry an astonishing 5000 pounds in the bed or tow 14,300 pounds, but the truck will shake and shudder at the slightest imperfection. Aside from the ride, the TopKick drives much like a smaller truck. The turning circle is tight enough to slip easily into a parking spot, and the short, sloped hood gives an excellent view of obstacles ahead. The 95.9-inch-wide TopKick fits in parking spots, but just barely.
We wanted badly to see how the TopKick would behave on a skidpad, so at the risk of wrinkling the asphalt we circled the 300-foot-diameter skidpad at 0.61 g. Not surprisingly, there’s extreme understeer at the limit. Braking from 70 mph was drama-free as the TopKick stopped in 228 feet. C4500 and C5500 TopKicks have hydraulic brakes; the larger-series trucks (C6500 and C7500) get air brakes that go pfffft when you stop. After each 70-mph stop, the TopKick went into a limp-home mode and wouldn’t shift out of second gear for about a minute in an attempt to allow the brakes to cool off.
So what does all this mother trucking cost? Our four-wheel drive crew-cab truck cost $52,171 from GMC, add the Monroe conversion that contributes a pickup bed and almost countless options (dual exhaust stacks, rear-seat DVD, leather seats, power-folding rear bench, hitch camera, adjustable rear air suspension, power-retractable tonneau cover, aluminum wheels, chrome grille), and the TopKick can climb to about $90,000. More-basic versions can be had for closer to $70,000, which is far less than a Hummer H1 and only a bit more than an H2. Faced with those choices, the TopKick looks almost rational.

Specifications

SPECIFICATIONS
GMC TopKick C4500
VEHICLE TYPE Front-engine, 4-wheel-drive, 5-passenger, 4-door truck
PRICE AS TESTED $90,000 (estimated base price: $70,000)
ENGINE TYPE Turbocharged and intercooled pushrod 32-valve diesel V-8, iron block and aluminum heads, direct fuel injectionDisplacement: 403 cu in, 6599ccPower (SAE net): 300 bhp @ 3000 rpmTorque (SAE net): 520 lb-ft @ 1600 rpm
TRANSMISSION 5-speed automatic
DIMENSIONS:Wheelbase: 169.0 inLength: 265.0 inWidth: 95.9 inHeight: 95.2 inCurb weight: 11,300 lb
C/D TEST RESULTSZero to 60 mph: 14.4 secStreet start, 5-60 mph: 15.5 secStanding 1/4-mile: 19.8 sec @ 68 mphTop speed (governor limited): 75 mphBraking, 70-0 mph: 228 ftRoadholding, 300-ft-dia skidpad: 0.61 g
EPA fuel economy, city driving (C/D est):7 mpgC/D-observed fuel economy:8 mpg

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From the April 2006 issue of Car and Driver.
In the hope of attracting more buyers, Lexus last October replaced its sales-lagging sporty-compact IS300 with two cars for 2006, the IS250 and the IS350. The more-powerful IS350 starts at $36,030 and comes with a class-leading 3.5-liter V-6 making 306 horsepower and 277 pound-feet of torque. But we think Lexus dropped the ball by not offering a manual gearbox on this little powerhouse on wheels.

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If you wish to row your own, the lesser IS250 is your only choice. It starts at a more obtainable $30,580 and comes standard with a six-speed manual (the automatic is an $1170 option). And it needs it-this lesser 2.5-liter V-6 makes 204 horsepower and 185 pound-feet of torque at a lofty 4800 rpm. Math geniuses can tell you that’s 102 fewer horses than the IS350.
The 2.5-liter pulls the IS to 60 mph in 7.1 seconds, two seconds slower than the 3.5-liter. Still, that’s 0.1 second quicker than the fastest IS300 we’d ever tested. The IS250 jogs through the quarter-mile in 15.4 seconds at 90 mph (tying that old IS), compared with the 3.5-liter’s 13.7-second sprint at 104.

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NICK SAYCar and Driver

Straight-line performance aside, the IS250 is a pleasure to drive, even more than its big brother. The IS350 weighs 135 more pounds than the 3465-pound IS250, and with extra weight carried over its handsome nose, the 350 understeers more than we’d like. Also, the more powerful car’s suspension feels a bit overdamped and overzealous, whereas the 250’s feels composed and tight. There’s predictable understeer on corner entry, but a midcorner squeeze on the throttle is enough to tighten your line for a precise and pleasant blast to the next corner. For better balance, we’d take the IS250 over the IS350.

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NICK SAYCar and Driver

The 250’s mission is to make potential buyers of a BMW 325i think twice. It’s worth a look. That Bimmer starts at about a grand more ($31,595), comes with a six-speed and a 3.0-liter inline-six that makes 215 horsepower and 185 pound-feet at a low 2750 rpm. Its specs are nearly identical to the IS250’s, but BMW seems to make better use of them-the German car gets to 60 mph a full second before the IS250 and 0.7 second more quickly through the quarter (14.7 seconds) at 94 mph. And the 325i feels right when pushed. Clutch engagement, shifting, braking, and steering all respond exactly as they should. On the other hand, the IS250’s clutch, for one, engages too abruptly at the end of its pedal travel, which can lead to embarrassing lurches from a traffic light. So although the IS250’s moves verge on those of BMW’s superb 3-series, the Lexus doesn’t feel quite as planted. For pure driving, BMW still has the edge.
The styling Lexus gave the new IS line turns the car from sharp to stunning. The body fits tight and low around the chassis with cool fender flares at each corner. Yet the overall shape remains graceful. And although BMW has a similarly tight design, its back-seat space is vastly better than the IS250’s (41 cubic feet to the Lexus’s 34, with four more inches of legroom).

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NICK SAYCar and Driver

Inside, the new Lexus has a more luxurious look, and the leather and plastic seem even better than those in the original model. Lexus replaced the previous IS300’s chronograph-style gauge cluster with two easy-to-read electroluminescent gauges. And in this age of techno overkill, the dash layout is retro simple and intuitive. For example, the radio has just two knobs-one for volume, the other for tuning. Brilliant!
The IS250’s list of standard equipment includes keyless entry and start, dual-zone climate control, a 13-speaker stereo with a six-CD changer and auxiliary input, and a power sunroof. Most of those are options on a 325i. Our tester came with the $194 Preferred Accessory package (trunk mat, cargo net, and wheel locks) and the $1290 Premium package that includes wood trim and fantastic heated and ventilated leather seats.

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NICK SAYCar and Driver

And for that occasional run through the woods, when you’d rather not have the electronics interfere with your tire-sliding ambitions, here’s how to shut down the stability system. Start the car with the hand brake engaged. Press the brake pedal twice and hold. Engage the hand brake twice and hold. Repeat until the “skid lights” appear on the dash. The ABS does not shut off. When the engine is subsequently turned off and then switched back on, the stability control is reactivated. (Presumably, this trick works on all new Toyota and Lexus models, and it’s easier than it sounds.)
The IS250 offers tremendous value to anyone looking for an affordable, sexy luxury car. But we strongly suggest a high-protein diet to beef up the motor.

Specifications

SPECIFICATIONS
2006 Lexus IS250
VEHICLE TYPE Front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED$32,064 (base price: $30,580)
ENGINE TYPE DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 152 cu in, 2499ccPower (SAE net): 204 bhp @ 6400 rpmTorque (SAE net): 185 lb-ft @ 4800 rpm
TRANSMISSION6-speed manual
DIMENSIONSWheelbase: 107.5 inLength: 180.1 inWidth: 70.9 inHeight: 56.1 inCurb weight: 3465 lb
C/D TEST RESULTSZero to 60 mph: 7.1 secZero to 100 mph: 19.1 secZero to 130 mph: 41.3 secStreet start, 5-60 mph: 8.4 secStanding ¼-mile: 15.4 sec @ 90 mphTop speed (drag limited, mfr’s est): 142 mphBraking, 70-0 mph: 170 ftRoadholding, 300-ft-dia skidpad: -*
FUEL ECONOMYEPA fuel economy, city driving: 20 mpgC/D observed fuel economy: 20 mpg
*A snow-covered skidpad precluded this test.

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From the September 2002 issue of Car and Driver.
Turns out not everyone who wants the visual vim and patriotic panache of an American sports coupe finds it necessary to personally supervise each and every gear selection by operating that lever located between the front seats. Take these three cars, which are the entire menu of sporty Big Three two-doors competing in the $25,000 neighborhood. Although two of the three (the Mustang and the Stratus) come with manual gearboxes as standard equipment, most owners prefer to leave the shifting to the car’s engine-transmission management system. (Asterisk: To their credit, about 55 percent of Mustang GT and SVT Cobra buyers want to manage gear selection for themselves. But that percentage drops to 33 when base Mustangs, with V-6 engines, are factored into the equation. The mix skews much more heavily toward minimal driver involvement with the Stratus two-door — 78 percent are automatics, and even for the sportier R/Ts, it’s 77 percent.) And since the Monte Carlo is automatic only, we specified automatics for all the players.

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AARON KILEY

We didn’t invite the Stratus-twin Chrysler Sebring, or the walking-dead Chevy Camaro and Pontiac Firebird, since their contracts won’t be renewed for 2003, and then learned that another apparently eligible contender — the two-door version of the Pontiac Grand Prix — had also been consigned to history. The two-door Grand Prix went out of production in August, and there won’t be an equivalent car in the Excitement Division lineup until the Americanized version of the Holden Monaro makes its appearance as the 2004 GTO.
The U.S. sports-coupe hood count doesn’t increase much even when you throw a lasso around the entire category. The Ford ZX2 and Mercury Cougar both disappear at the end of the ’02 model year, making the low end of the spectrum an all-General Motors show: the aging Chevy Cavalier Z24 and Pontiac Sunfire GT, and the new-for-’03 Saturn Ion, which replaces the SC lineup. And that’s the lot.
Since we were insistent about transmission choice, you may wonder why there’s a disparity in price and, in particular, power. Here’s the rationale. The Monte Carlo SS, which wound up wearing the heaviest price tag of our trio, starts at $23,860. That’s a lot more than a manual Mustang V-6 at $18,100 ($18,915 for an automatic). Since it was possible to have V-8 power and stay within the pricing parameters, we opted for the GT. However, the Mustang that showed up for this showdown was loaded with other goodies, including some $1300 worth of audio add-ons.

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AARON KILEY

The Stratus was shortest on muscle — 200 hp and 205 pound-feet of torque are as good as it gets — but by checking enough options boxes, we didn’t have much trouble getting it into the same price stratum as its cross-town competitors.
Our flog was conducted near the small town of Coshocton, Ohio, home of Roscoe Village (and Bob Brenly, the sign said). Make that Historic Roscoe Village — a collection of restored buildings on a street paved with bricks, established during the heyday of the Ohio & Erie Canal (from 1825). And how Ohio is this? The burg’s big restaurant closes at 8 p.m. Nearby, we encountered some meandering roads in the hilly country west of town that we had not previously pillaged.
Would power prevail over sophistication and style? Only one way to find out.

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AARON KILEY

Third Place: Chevrolet Monte Carlo SS
Remember Cool Hand Luke? There was that wonderful moment when the warden (Strother Martin) returned a battered Luke (Paul Newman) to the slammer and told the assembled inmates, “What we have here is a failure to communicate.” So it is with the Monte Carlo SS. Chevy advertises “dual personality,” portraying a car that’s “classy with a wild streak.” There are also allusions to the cars roaring around NASCAR tracks — never mind that the real commonality between the two versions is that they both have four wheels.

Highs: Plentiful torque, excellent fit and finish, voluminous rear seat.

Where does the communications failure reside? Probably at our end, because try as we may, we find it impossible to embrace the notion that this car can satisfy the inner racer. Comfortable? Yes. Roomy? Yes, tops in this group. Solid? No question, arguably the best in this threesome. But sporty? Sorry. This car is as frisky and fun-loving as an Arthur Andersen accountant.

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AARON KILEY

So, to review: The Monte Carlo (as well as the Impala sedan) shares the same foundation as the Pontiac Grand Prix, the Olds Intrigue, and a brace of Buicks, the Regal and the Century. This is one of the best front-drive platforms in GM’s passenger-car inventory. Overall chassis rigidity is high, and we were also impressed by the fine quality of assembly fit and finish.
Chassis rigidity is a key component in good handling, but Chevy seems unwilling to take any chances in this realm. Even with the heavier anti-roll bars and bigger tires on the SS version, the Monte’s all-strut suspension is conservatively tuned to deliver smooth ride quality on most surfaces, plus the predictability of progressive understeer. Add steering that substitutes effort for feel, and you have a device that makes back-road driving more chore than pleasure.

Lows: Regressive styling, Novocain steering, absolute absence of fun-to-drive factor.

“There’s a pervading heaviness to this car that makes it feel slow-witted, slow on its feet, and generally reluctant,” opined one logbook scribbler.
The powertrain in the SS consists of GM’s deathless 3.8-liter pushrod V-6 mated with a 4T65-E GM automatic. We called the old 3800 “solid, pleasantly torquey, and nearly bulletproof” in our September 1999 road test of the Monte, and that opinion holds today. But it’s no JATO unit. Despite its advantage in torque, the SS edged the Stratus by a mere 0.1 second to 60 mph, 8.6 seconds versus 8.7, and the same was true of its quarter-mile performance — 16.6 seconds at 84 mph. Why Chevrolet doesn’t offer the supercharged version of the 3800 V-6 mystifies us, but we attribute this sluggishness to mass: at 3515 pounds, the Monte was this test’s fat guy.

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AARON KILEY

It was also the biggest. Although the Mustang is a bit wider, the Monte Carlo is distinctly longer and taller than its rivals, with a much longer wheelbase. Thus, it’s not too surprising that the Monte also delivered by far the roomiest cabin, with a back seat that can accommodate three adults in something closely resembling comfort. We were also impressed with the ergonomics, particularly the dash-mounted ignition switch, the sound system, and even the roomy leather-clad seating, although all hands wished for more lateral support.
Our test car was adorned with some $5000 worth of options, including a $2100 High Sport Appearance package that included, among other things, a “racing-inspired rear spoiler.” None of the elements enhances performance, and knocking a couple grand off the total probably makes the Monte Carlo a more attractive buy to someone, although not to us.

The Verdict: A sport two-door well-suited to the relaxed-fit era.

“If you can ignore the Martian styling,” concluded one tester, “this is a very nice car. But it’s really selling comfort and style, not sportiness.” Amen.
2002 Chevrolet Monte Carlo SS200-hp V-6, 4-speed automatic, 3515 lbBase/as-tested price: $23,860/$28,930C/D TEST RESULTS60 mph: 8.6 sec1/4 mile: 16.6 @ 84 mphBraking, 70­–0 mph: 206 ftRoadholding, 300-ft-dia skidpad: 0.79 gC/D observed fuel economy: 20 mpg

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AARON KILEYCar and Driver

Second Place: Ford Mustang GT
Here’s a face that is nothing if not familiar. Although its visage was modestly revitalized for the 1999 model year, the Mustang looks pretty much as it has since its 1994 makeover. Nine years is a long time for a design to endure, but it’s a mere eye blink compared with the age of what lies beneath. Although subjected to numerous surgical procedures conceived to stiffen its spine and thus keep old age at bay, the bones of Ford’s pony car date more or less directly to the Fairmont sedan, circa 1978. That’s the automotive equivalent of the Lascaux cave paintings, and even though the chassis guys have managed to keep this survivor spry, the ancient underpinnings show to disadvantage within, where space and layout are defined and limited by the relatively short wheelbase and live axle.

Highs: V-8 punch. athletic character. mysterious Mustang magic.

Ford’s interior design crew did a nice job of blending now with then (i.e., 1964) during the 1994 makeover, but they were unable to entirely eliminate the awkward relationship of seat, steering wheel, and foot pedals. We never quite got comfortable in the Mustang, and the seats drew some caustic comments: “Like padded lawn chairs,” wrote one tester.

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AARON KILEY

That’s an exaggeration, but it’s fair to say the limited lateral support is disappointing in a car wearing GT badges. So was the relatively high seating position, undoubtedly designed to compensate for the high cowl. The rear seat is restrictive to the point of torment; two adults can be wedged in there for short hauls, longer if they happen to be adults you dislike.
A few other strikes against the inner Mustang: The old-line climate controls, which are being phased out in other Fords, are anachronistic; the dark-gray color scheme is almost more oppressive than the Chevy’s all-black treatment; and the Mach 1000 audio system, whose multiple amps consume a fair percentage of the trunk space, doesn’t sound like $1295 worth to us. And there’s nothing new to say about the Mustang’s exterior. You either like those chunky, muscular lines, or you don’t — our crew varies on that subject, but we’re unanimous in our opinion of the fake hood and side scoops: oh, puh-leeze.

Lows: Awkward ergonomics. low-rent climate controls. fake scoopery. iron-maiden back seat.

Dated though it is, with its live-axle rear suspension, the Mustang drew acceptable marks on the dynamic side of the ledger. There was some logbook carping about stiff ride quality and road noise transmitted through the suspension — a function, we suspect, of bushings with pretty stern durometers — but the Mustang’s cornering attitudes were the least nautical, its steering was both quick and tactile, and its braking performance (187 feet from 70 mph, with limited fade) was the best of this bunch, but unremarkable versus all sports coupes.

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AARON KILEY

The element that really kept the Mustang out of the cellar was located just under its ductless hood scoop — that “throaty V-8” so loved by William Clay Ford Jr., whose last name adorns a number of buildings in Dearborn, as well as this car. There was some unhappiness with the action of the four-speed automatic transmission — “Feels confused,” said one tester, “jerky upshifts, delayed downshifts” — but even so it motored merrily away from its rivals in almost all acceleration categories: 6.3 seconds to 60, 15.1 seconds at 93 mph in the quarter. They’re best in this test.

The Verdict: Not getting any newer, but clearly the best performance buy in this bunch.

Subtracting the $1295 audio system and the $815 automatic transmission from the as-tested price would improve our opinion of this car. Still, it’s clear that this first and last of the pony cars is overdue for the major overhaul that’s coming for 2004. If we were in the market for a Mustang, we’d wait.
2002 Ford Mustang GT260-hp V-8, 4-speed automatic, 3495 lbBase/as-tested price: $23,845/$27,125C/D TEST RESULTS60 mph: 6.3 sec1/4 mile: 15.1 @ 93 mphBraking, 70­–0 mph: 187 ftRoadholding, 300-ft-dia skidpad: 0.82 gC/D observed fuel economy: 20 mpg

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AARON KILEYCar and Driver

First Place: Dodge Stratus R/T

Highs: Uptown styling. unflappable deportment. AutoStick manumatic.

Dodge updated its two-door for the 2001 model year, a process that included a name change — from Avenger to Stratus — and offered two new engine choices. The R/T is distinguished by 17-inch wheels, a little more tire contact patch, a little less sidewall, bigger brakes, a bigger rear anti-roll bar, and, the key feature, a standard 3.0-liter SOHC 24-valve V-6. The engine, as well as much of the chassis, is from Mitsubishi, and it’s shared with the Eclipse sports coupe. It’s a far more salubrious propulsion system than the previous V-6, a rather asthmatic 2.5-liter, and if you must have an automatic transmission, the DaimlerChrysler four-speed AutoStick is about as good as it gets, allowing manual operation with very little of the override that goes with some manumatics. Still, it damped the Dodge’s dash to 60 mph — 8.7 seconds, more than a second slower than a manual model we acquired for comparison purposes. Only at higher speeds did the R/T’s superior aero begin to assert itself. Although its 0-to-100 time — 23.8 seconds — was almost three seconds slower than the manual R/T and more than six seconds adrift of the Mustang, it was nevertheless two seconds quicker than the Monte Carlo. It also gave a good account of itself in passing performance with the quickest time — 5.3 seconds — from 50 to 70 mph. And it sounded sweet at any speed.

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AARON KILEY

Where the Stratus surprised us most was on the byways of the Ohio outback. Given its excellent ride quality, we anticipated more rock and roll in the hinterlands, but the reality was otherwise. Inevitably, there was body roll, plus some up-and-down suspension motion, but well-controlled. When it understeered, a quick lift and/or left-foot touch on the brake pedal brought the nose back on the desired line. For all its modest skidpad performance—the all-season Goodyear Eagle RS-A tires managed just 0.79 g on the black lake—the Stratus bites into corners and hangs on like a terrier grabbing a muskrat. Although we’d prefer a little less power assist, the steering is precise, and the car turns in decisively and changes direction briskly. Perhaps we shouldn’t have been so surprised, given the R/T’s decisive edge in the double-lane-change exercise—3 mph quicker than the Mustang—but it was a surprise of the pleasant variety.
It doesn’t take a very keen eye to see that the Stratus is the cosmetic pacesetter in this troika. The rakish lines that make the Dodge Intrepid so sexy look just as seductive on a smaller scale, if not more so. Moreover, it’s a shape that makes its two opponents look dated and dowdy.

Lows: Limited power. excess steering assist.

For all its eye appeal, though, the elements that make the Stratus so striking — the steeply raked windshield and even steeper rear window — create some irritating side effects inside the car. Accommodating the windshield angle, for example, required a long upper dashboard, which negates, to some degree, the advantage of the car’s low cowl. Forward sightlines are compromised. Looking aft, the rear parcel shelf slopes sharply upward to meet the backlight, requiring constant fiddling with the rearview mirror to avoid seeing a reflection of the shelf and its three inset vents.
Elsewhere, the R/T’s interior treatment — executed in tastefully contrasting dark and dove grays — got top marks. There were those who were a little uneasy with the various fighter-plane visual cues that busied the dashboard, smacking, as they did, of creeping Pontiacism. But the many plastics had a quality look, the gray leather upholstery was creamy, and if the front seats were a bit deficient in lateral support on the back roads, they were long-haul comfortable. Long-haul comfort doesn’t quite extend to the rear-seat space, but two can ride back there for short hauls without cramping major muscle groups, and it’s possible to squeeze in three without resorting to Mazola.

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AARON KILEY

Like its rivals’, the as-tested price of our Status R/T was inflated by a fair amount of optional gear. An automatic transmission, for example, adds $825, and if you want the AutoStick feature—you do, you do—be prepared to pony up another $165. We’d also broom the polished-aluminum wheels ($375). However, most of the other big-ticket extras—anti-lock brakes ($740), a power sunroof ($695), the leather interior group ($1045)—make the car more desirable and seem worth the extra dough.

The Verdict: Delivers on the promise of its slick packaging.

In any case, the Stratus R/T rates a high value index. Add comfort, athleticism, and best-in-test good looks, and you have a winning recipe—at least in this all-Motor City cook-off. How the Stratus would fare versus out-of-town competitors is a story for another day.
2002 Dodge Stratus R/T200-hp V-6, 4-speed automatic, 3376 lbBase/as-tested price: $21,985/$25,955C/D TEST RESULTS60 mph: 8.7 sec1/4 mile: 16.7 @ 85 mphBraking, 70­–0 mph: 190 ftRoadholding, 300-ft-dia skidpad: 0.79 gC/D observed fuel economy: 24 mpg
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Much has changed since we sampled a prototype version of Aston Martin’s new SUV, the DBX. Since that January drive, Aston has been hitting iceberg after iceberg, knocked down by both a pandemic-induced production shutdown and a cash crisis that threatened to bankrupt it. Aston lost $300 million during the first six months of the year, and its stock price has now fallen by more than 90 percent since the company went public back in 2018. CEO Andy Palmer is gone and his replacement, Tobias Moers, formerly of AMG, is joining a company in desperate need of good news.
Here’s some: The now-production-ready DBX is as good to drive as our limited time in the prototype had us hoping it would be. The huge cost of developing its first SUV might have nearly broken Aston, but in terms of the way the car looks and drives, it seems it might have been entirely worth it.

2021 Aston Martin DBX Prototype Drive

Aston Martin DBX Could Add Three-Row, AMR Variants

Aston’s new CEO will be familiar with the AMG-sourced twin-turbo 4.0-liter V-8, but the engine surprisingly doesn’t make the DBX’s highlight reel. The combination of the DBX’s near 5000-pound curb weight and the engine’s relatively modest 542 horsepower—61 fewer horses that you’d find in a Mercedes-AMG GLE63 S—means it is actually one of the slowest vehicles to use this twin-turbo V-8. But the engine still provides AMG levels of sound and fury when unleashed. The nine-speed automatic transmission uses a conventional torque converter rather than the wet clutch pack AMG employs in some applications. Gearchanges are both smooth and rapid. Brakes are strong, and pedal feel is excellent.

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Max Earey/Aston Martin

The DBX’s best dynamic features are its standard air springs, its active anti-roll system, and an all-wheel-drive system that incorporates a limited-slip rear axle. These systems work seamlessly to effectively disguise the car’s mass and to deliver a markedly different driving experience in each of the car’s dynamic modes.
The default GT setting is predictably soft-edged, with active anti-roll bars not being too overactive and still allowing for some body lean under hard cornering. In GT mode, the DBX exhibits mild understeer as the Pirellis run short on adhesion. Switching to Sport sharpens responses, reduces body roll, and gives a much more rear-drive sensation to the power delivery. Sport Plus, which partly deactivates the stability control, turns the DBX into a two-and-a-half-ton hooligan, firming up the suspension even further and allowing the rear end to slide in a remarkably predictable and unthreatening fashion for something so tall and heavy.

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Max Earey/Aston Martin

The air springs’ ability to vary ride height also gives the DBX a surprising amount of off-road prowess. Clearance is increased by up to two inches in the loftiest Terrain Plus mode, allowing the DBX to pass over modest obstacles without scraping noises. All-wheel drive and brake-based descent control allow it to scramble up and down slippery gradients without drama. It can also tow, another first for Aston, with the company claiming it can tug up to 5940 pounds.
While drifting and off-roading the DBX is good fun, the real test begins when we take it on a 300-mile tour of some of England’s best roads. The drive, you will not be surprised to hear, is conducted in traditional British rain. The V-8 actually impresses more when asked to do less, its effortless muscularity and keen low-rev response is well suited for relaxed cruising. Refinement is good, markedly better than in Aston’s traditional sports cars, and although the DBX’s cabin lacks the sepulchral hush of something like a Rolls-Royce Cullinan or Mercedes GLS in the softest GT setting, the air springs allow for a compliant ride.

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Dominic Fraser/Aston Martin

Even in its most relaxed mode, chassis discipline is never lacking. Once onto the lonely and demanding roads that cross the bleak emptiness of the Exmoor National Park, the DBX shows remarkable body control over rollercoaster dips and compressions, the gentle springing perfectly matched by the no-nonsense adaptive dampers. In its GT mode the DBX never feels wayward, and in Sport it doesn’t feel harsh, the suspension refusing to be caught out by anything we could find to throw at it. Traction was impressive and the steering accurate enough to keep the DBX on a chosen line at speeds we are sure none of the company’s sports cars could have matched over such tough terrain. Enthusiastic progress did carry a penalty, with fuel economy of just 12.6 mpg over 340 miles, with more than 200 of those at an 80-mph highway cruise.
The DBX is handsome, without any use of the “for an SUV” provisos commonly dropped in this part of the market. We looked long and hard for a bad angle and struggled to find one, with a possible asterisk over the sheer size of the toothy radiator grille. The styling team deftly integrated cues from the brand’s lower and sleeker sports cars without making the DBX look like a pastiche. They have also made full use of the proportional freedom given by the car’s platform and bonded aluminum underpinnings: It is shorter than the Lamborghini Urus and Bentley Bentayga, but sits on a longer wheelbase than either.

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Dominic Fraser/Aston Martin

The cabin is similarly Aston with a twist. Many details are familiar, from the arrowhead door releases and the brand’s curious tradition of sticking gear selection buttons on the dashboard like a 1950s Chrysler to the preponderance of Mercedes switchgear that comes with the DBX’s Daimler-Bosch electrical architecture. The DBX’s steering wheel marks a welcome return to circularity when compared to the squared-off wheels of DB11 and Vantage, but with a similarly thick rim and well-weighted metal gearchange paddles. It is roomy in the front, and the long wheelbase yields space in the back. It has the biggest cabin of any Aston since the wedge-shaped Lagonda sedan of the 1970s and ’80s.
But although fit and finish felt good, as you would expect from a vehicle with a base price near $200,000, the level of technology is disappointing. Digital instruments are standard, a first for Aston, but the 10.2-inch screen in the center of the dashboard isn’t touch sensitive, being based on the last-generation Mercedes infotainment system. Commands need to be made through a click-and-scroll controller. Five years ago, we wouldn’t have complained. Today it feels dated.

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Dominic Fraser/Aston Martin

Other notable omissions include the full suite of active safety systems and piloted cruise control, which are fast becoming luxury-car staples. The DBX can maintain distance and warn when it is leaving a lane but won’t actively steer itself. The seat frames are carried over from the DB11, and we could only find comfort with a position that was lower and more reclined than we would normally pick in an SUV.
The DBX is not going to be confused with the brand’s sports cars, but it is a deeply engaging machine shaped like a utility vehicle. Think of it an Aston Martin that happens to be an SUV rather than an SUV dressed up as an Aston. It’s short on the latest tech toys and the overt showiness of others in the segment, but for those wealthy buyers in search of a luxury SUV they can actually enjoy driving hard, it deserves to be at the top of the list.

Specifications

Specifications
2021 Aston Martin DBX
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door wagon
BASE PRICE $192,986
ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement 243 in3, 3982 cm3Power 542 hp @ 6500 rpmTorque 516 lb-ft @ 2200 rpm
TRANSMISSION 9-speed automatic
DIMENSIONS Wheelbase: 120.5 inLength: 198.4 inWidth: 78.7 inHeight: 66.1 inCargo volume: 25 ft3Curb weight (C/D est): 4950 lb
PERFORMANCE (C/D EST) 60 mph: 3.8 sec100 mph: 9.0 sec1/4 mile: 12.0 secTop speed: 181 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 16/15/19 mpg

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A de-chromed body, decorative red stripes, three letters on the front grille: The new Volkswagen GTI has the subtle touchstones that have characterized it since it began in the mid-1970s. What began as a secret project for the first-generation Golf made it to production and became an instant success. The original GTI defined its segment, and the upcoming eighth-generation GTI promises to keep GTI on top.
In the United States market, the front-wheel-drive GTI, fitted with a turbocharged 2.0-liter TSI inline-four with about 245 horsepower, will initially be the only way we’ll get the latest Golf. After the GTI launches, it’ll be joined by the all-wheel-drive Golf R, rated at around 330 horsepower. But, that’s it. There won’t be a regular Golf coming to the States, and, sadly, that means no Sportwagon or Alltrack.

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Volkswagen

New Mk 8 Golf GTI Laps VW Track Faster Than Mk 7

We Ride Shotgun in the 2022 Volkswagen Golf GTI

Those U.S.-bound GTIs will come from Germany instead of Mexico. And a first drive in the GTI’s home turf—country roads and autobahns near Wolfsburg—have us very excited.
The GTIs we drove were European-spec versions, but U.S.-bound models should be similarly powerful. The upgraded 2.0-liter turbo-four (EA888) serves up 245 horsepower from 5000 to 6500 rpm. Maximum torque is an impressive 273 pound-feet, delivered from 1600 to 4300 rpm. According to Volkswagen, that’s enough power to hurl the GTI to 62 mph in 6.3 seconds. That number seems conservative to us considering the seventh generation with less power could hit 60 in less than six seconds. Top speed is governed at 155 mph. Fuel consumption is not yet rated, but we expect the GTI to match or best the current car’s 24 mpg city and 32 mpg highway EPA numbers.
Regular C/D readers will appreciate the continued presence of a manual transmission. Gearing is such that 60 mph can be reached in second, and third gear is good for nearly 100 mph. The engine is supremely elastic, makes power everywhere, and runs through the entire rev range with a satisfying linearity.

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Volkswagen

The manual gearbox could be better, though. The throws could be a bit shorter, and the brake pedal protrudes to an extent that makes it difficult to execute a heel-and-toe downshifts. The manual also keeps the kickdown switch under the accelerator pedal, which seems a bit silly in a manual. There’s no auto rev-match system, which makes the pedal position even more regrettable.
The other gearbox is VW’s familiar seven-speed dual-clutch automatic. It adds about 65 pounds, bringing the curb weight to about 3220 pounds, but we can’t fault the seamless and instant shifts. The gearbox is controlled with a futuristic selector on the center console and two paddles on the steering wheel. Hold down the left paddle, and the gearbox will give you the lowest possible gear for your speed.
We think the GTI feels more agile and fun with the manual ‘box, but the dual-clutch is excellent. The snaps and pops during shifts and when you abruptly lift have largely disappeared, but that may be due to Europe’s mandatory particulate filter. U.S. models won’t get the filter, which may make them sound a little more dramatic.

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Volkswagen

Chassis tuning and the embedded electronic control systems are superb. The steering is extremely precise and direct; the electronically controlled dampers can be adjusted through a large spread from comfortable to very hard. The electronically controlled VAQ front differential lock is vastly superior to just the stability-control-based XDS system, which remains on the car to complement the other dynamic systems. Steering and traction improve noticeably over the previous GTI, especially when fitted with 235/35R-19 tires, as on our test car.
Like the new Golf, the new GTI has an almost shockingly futuristic dashboard, configurable in many ways. It’s perhaps a bit gimmicky, but it offers a wide array of display styles. The seat fabric is a reminder of early GTIs, and for those not into tartan, there’s a leather option. The center console holds a charging module for smartphones and two cupholders. They work well in the automatic version, but in the manual version, any cups, bottles, or mugs will get in the way of the driver’s elbow when shifting. Fortunately, you can toss your drinks into the holders in the door pockets.

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Volkswagen

The GTI remains at the top of its class in terms of quality and materials, and it feels truly spacious inside despite its compact body. The sport seats offer plenty of lateral support, yet they are comfortable enough for long road trips.
While we generally approve of the digital user interface, we have one particular gripe: The adjustment of the stability control system is buried deep in the bowels of the complex menu structure, and it requires a staggering six pushing or swiping inputs to deactivate the system or to put it into Sport mode, which allows for greater yaw angles. On a sporty car like the GTI, this function deserves a button right in the driving-mode menu.
In Germany, the GTI will cost about 35,000 euros, including a 16 percent sales tax. When it launches in the U.S. in late 2021, prices are expected to remain close to the current model’s $29,515. With its power boost and noticeably improved dynamics, we think the utterly modern GTI will remain at the top of the segment its ancestor founded.

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Volkswagen

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Exclusivity was never an issue in the early years of the automobile. Those who were wealthy enough to afford cars before the era of mass manufacturing would normally commission their favored style of bodywork from the same coachbuilders who had previously made horse-drawn carriages. It was a largely separate—and more dignified—trade to the grubby business of making frames, engines, and axles.

Bentley Bacalar Is an Ultra-Exclusive Speedster

Bentley Dresses Bacalar in Wild Colors, Interiors

Coachbuilding survived for an impressively long time after the arrival of production line-built cars, but it became increasingly harder and more expensive as vehicles got more and more complex. But Bentley is now bringing back something very similar. Previewed by the Bacalar, Bentley’s in-house Mulliner division is offering a radically different, limited-edition car built on the same underpinnings as the existing Continental GT convertible.
This approach is not entirely new—Lamborghini seems to launch two or three unobtanium-grade special models a year—but it’s less common in the ultra-luxury segment. Bentley announced its plan to build a limited run of a dozen Bacalars earlier this year. The debut was originally scheduled for the Geneva auto show but, following its cancellation, the reveal was subsequently held online. At the same time, it also confirmed that all the cars had already been sold, despite their roughly $2 million price tag and the fact that Bacalars could only be imported to the United States under restrictive show-and-display regulations.

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Bentley

None of the customer Bacalars has been built yet, let alone a baseline prototype for honing the mechanical package. But we were given the chance to experience the concept that was meant to be on the stand at Geneva, with an exclusive drive on the Goodwood Circuit in the United Kingdom.
The combination of a seven-figure show car with zero weather protection and what is meant to be the height of the British summer produces an entirely predictable outcome: near-torrential rain. Not ideal conditions for a 650-hp car on an infamously crashable, high-speed racetrack, although it soon became clear that the show car is not built for speed, whatever the conditions.
The Bacalar’s damp but beautifully finished interior quickly proves to be a theatrical set. Trying to close the windows reveals that the switches don’t work, and the milled-aluminum temperature controls spin without altering either the display on the digital readout or the cabin’s airflow; there is no actual climate-control system behind the dashboard. The hands of the clock and the trio of dials that sit on what should be a rotating panel atop the dashboard are frozen in place. The digital instrument display works, but it only plays a looped video to represent rising speed and revs. This means we do get to enjoy the unlikely experience of turning into Goodwood’s tricky first Madgwick corner at an indicated 170 mph, but it’s not one that reflects reality. On the plus side, at least the windshield wipers work.

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Bentley

Once rolling, the Bacalar’s windshield actually offers an impressive amount of weather protection. Bentley claims that the finished car, which should weigh about 220 pounds less than the softtop Continental GT, will be the fastest open-roof road car in its history: zero to 60 mph in a conservative 3.5 seconds and a “better than 200 mph” top speed. Neither figure can be confirmed in the show car at Goodwood, but gentler progress is more in keeping with how owners are likely to enjoy the Bacalar—at speeds that keep its cabin reasonably calm so as to better enjoy the wuffling soundtrack and effortless punch of its mighty twin-turbo 6.0-liter W-12. The Conti’s eight-speed dual-clutch automatic transmission pairs well with the car’s split mission, offering both snappy responses and almost torque converter-like smoothness at lower revs.
Not that you’d want to speed past all the jealous glances. The Bacalar looks stunning, an auto show concept that a lucky group of affluent customers will actually be able to buy. Despite using the same platform as the Continental GT convertible, which starts at $228,025, Mulliner’s design team has changed every exterior panel. The new bodywork employs both aluminum (for the rear deck) and carbon fiber (doors and front fenders). The only carryover parts from the Continental are the windshield and the door handles, which incorporate the keyless entry system. Bentley’s head of color and trim, Maria Mulder, says that at least one customer has specified the show car’s Flame Yellow hue, which comes alive under gray skies and nicely accents the car’s unique 22-inch wheels.

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Bentley

Much less inside the cabin has been changed, as it is far more difficult to redesign and relocate switchgear than it is body panels. But almost every surface has been covered in exotic and expensive materials. The show car’s dashboard is made from 5000-year-old petrified river wood recovered from a peat bog, and therefore presumably able to cope with another soaking. We were more concerned about both the quilted leather seats (each with 148,000 individual stiches) and the ultra-fine wool-cloth dash panels. But Mulder says they are actually pretty tough. Bentley has to meet the Volkswagen Group’s standards for trim durability and (in open-top models) short-term water resistance.
When we speak to Mulliner boss Tim Hannig after our drive, he admits the decision to build only a dozen Bacalars was a deliberately cautious one. This car is intended to be both a proof of Bentley’s ability to make substantive changes to its existing models and also to gauge the market for them, although he insists that production numbers for future Mulliner models will never make them commonplace. “When you increase volumes, people’s excitement goes away,” he said. “I don’t think we’ll ever get to 150.”
But the Bacalar will be followed by other limited-run specials. “We’re absolutely not planning to do one and then stop,” Hannig said. “This is a very serious start into a forgotten niche of the market.”
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New electric vehicles are beginning to roll out with increasing regularity and Volkswagen, the company that brought us Dieselgate, is pushing aggressively into the EV space. Under the guidance of CEO Herbert Diess, VW has launched a formidable electrification strategy, and at its heart is an entire lineup of cars dubbed ID. The first is the ID.3, so named because VW says it’s the company’s “third big idea.” The first was the original Beetle, and the second was the Golf. Those are some big footsteps to follow.
We just spent a day behind the wheel of the ID.3. The ID.3 is a compact hatchback that will be followed by the crossover ID.4. The United States will get an ID.4 imported from Germany in 2021, but production will shift to VW’s plant in Chattanooga, Tennessee, in 2022. The ID.3 is the first of the EVs, and it likely provides a good preview of what the ID.4 will be like, as both share the new MEB platform. Other Volkswagen Group brands such as Audi, Seat, and Skoda will get their own spinoffs, and there will even be an MEB-based Ford. In Germany, the ID.3 starting price is about $42,000, but less expensive versions are coming.

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Matthias KnödlerCar and Driver

VW ID.3 Electric Crossover Debuts with New VW Logo

VW’s Shares Details on Upcoming ID.4 Electric SUV

The ID.3 comes with a motor mounted just ahead of the rear axle and a single-speed transmission. The only versions available at launch make 201 horsepower and 229 pound-feet of torque; a downgraded version of the same motor with 143 horsepower is coming soon. A battery with 58 kWh of usable energy is standard, and a 77-kWh battery is optional. The larger battery offers considerably more range, of course, but its additional weight dampens acceleration. Fitted with the 58-kWh battery, the ID.3 weighs a claimed 3814 pounds and can accelerate from zero to 60 mph in roughly 7.2 seconds. The larger battery bumps the weight to more than 4000 pounds, and we estimate the sprint to 60 mph will take 7.6 seconds. Both versions top out at a governed and unimpressive-to-a-German 99 mph, even though we’re told theoretical top speed would be closer to 120.
Acceleration is brisk right up to the ID.3’s terminal velocity. Passing maneuvers are quick and effortless affairs that require little planning. It is fun to drive the ID.3 quickly, and the damping is on the stiffer side compared to similarly sized EVs. But it won’t be confused with a GTI. There is still quite a bit of body roll around fast corners, the brake pedal has a lot of travel, and while the steering is precise, the ID.3 is no go-kart. What’s more, the electric power steering can be clearly heard during quick maneuvers. Overdo it, and the non-defeatable stability-control system kicks in.

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Matthias KnödlerCar and Driver

The single-speed transmission has a normal mode, which allows the car coast a bit, and a B mode that uses the motor to slow the car more aggressively when lifting off the accelerator. The difference between the modes could be larger, but we like the fact the car offers the adjustability.
U.S. EPA range has yet to be determined, but in Europe the official range is 264 miles with the smaller battery and 341 miles with the larger one. Those figures, of course, are unrealistic and nowhere near actual on-road performance. We estimate U.S. range figures would come in just under 200 miles for the smaller-battery variant and about 250 with the larger pack. VW is quick to add that the optimistic numbers, in this case, are the EU’s business. European regulators force carmakers to use an extremely favorable cycle for EVs to help their range appear similar to conventionally powered cars.
Visually, we think VW got it right. ID.3 is clean and contemporary, not cutesy or overdone but quite industrial-design-like. It’s not an intimidating or aggressive look but manages to appear serious and sporty. The drag coefficient is 0.27, which isn’t great for a purpose-built EV but not too bad for a short hatchback. And the car makes the most of the electric platform, with a spacious passenger cabin that offers nearly the interior space of a VW Passat, even though it is only 167.8 inches long, or about the length of a Golf.

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Matthias KnödlerCar and Driver

We drove a well-equipped version with a panoramic roof. Thus equipped, the interior is airy and flooded with light. The materials are attractive and of high quality. The center console isn’t very useful, however, as it has little purpose except for housing the cupholders. There are few color and trim choices as VW is taking a page from U.S. and Asian carmakers and limiting choice to simplify production. The ID.3 comes with bundled packages and very few à-la-carte choices beyond that.
There’s a slim dashboard with a smaller screen in front of the driver with basic information and a larger one in the vehicle’s center. Some versions feature a large head-up display that seems to project directional arrows overlaid onto the actual road. This option, however, is not fully functional yet, and neither is Apple CarPlay or Android Auto functionality. VW blames the pandemic for the delay, but we suspect that the sheer workload of simultaneous development of the ID.3 and the eighth-gen Golf could also be to blame. Whatever the reason, the issue should be rectified before any MEB model comes stateside.

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Matthias KnödlerCar and Driver

Like a Tesla, the ID.3 requires no turn of a key or push of a button before putting it into gear and taking off, but for those who like to turn their cars on and off, there is a start-stop button that causes a few lights in the instrument cluster to appear and disappear. It doesn’t actually do anything aside from illuminating those lights. Either way, if you have the key and put your foot on the brake, you can put the car in gear and drive away. When you’re through, put it in park, get out, simply walk away, and it will shut down.
With its acoustically decoupled chassis and body, the ID.3 is extraordinarily quiet even at highway speeds. Wind rush and tire noise are kept low. City driving is a joy, thanks to the small turning circle of 33.5 feet. Fun to drive, agile, handsome, and impeccably built, it portends good things for VW’s herd of coming EVs.

Specifications

Specifications
2021 Volkswagen ID.3
VEHICLE TYPE mid-motor, rear-wheel-drive, 4- or 5-passenger, 4-door hatchback
BASE PRICE (GERMANY) Pro Performance, $42,250; Pro S, $48,600
MOTOR permanent-magnet synchronous AC, 201 hp, 229 lb-ft; 58.0-kWh or 77.0-kWh lithium-ion battery pack
TRANSMISSION 1-speed direct drive
DIMENSIONS Wheelbase: 108.9 inLength: 167.8 inWidth: 71.2 inHeight: 61.1 inCargo volume: 14 ft3Curb weight (C/D est): 3850–4100 lb
PERFORMANCE (C/D EST) 60 mph: 7.2–7.6 sec100 mph: 20.1–20.5 sec1/4 mile: 15.6–16.0 secTop speed: 99 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 113–118/125–130/105–110 MPGe >Range: 195–250 miles

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