Car Reviews

In this go-round: a pit stop, a work-around, and an appreciation. More

A hybrid powertrain and all-wheel drive make the GT63 E Performance one heavy mover. More

Twenty-five years ago, the notion of a four-door Civic was a novelty. More

From the December 1995 issue of Car and Driver.American and Japanese brands may lay claim to the latest and best-known crop of “executive expresses,” but it was the Germans who carved out this niche. Long before the madding crowds of Lexi and SHO Tauri and Aurorae clawed their way to respectability, Mercedes-Benz and BMW created 280s and 450s and Bavarias—upsized, semi-opulent sedans tailored to transport salaried bigwigs to and from their meal tickets. In 1974, BMW subdivided the cate­gory further with the introduction of the 5-series. In the generations since that seminal sedan appeared, it has been groomed and refined. Of late, it has gained V-8 power to meet the challenge of the latecomers. But its mission­—wooing the disposable income of vice­-presidents, dentists, and well-to-do insurance salesmen—has remained the same.Martin Padgett, Jr.|Car and DriverNext April, BMW will bring on its fourth rendition in this series of hyper­kinetic four-door shuttles. An aero-keen riff on a proven theme, the new 5-series sedan will touch down as a 1997 model, with revamped powertrains, less weight, and an appealing bottom line. The 528i, the first step into the seriously moneyed territory of premium Bimmers, will cost nearly the same as today’s car: about $38,000. The 528i is one of two models that will spark BMW’s aspiration to make the 5-series the company’s most popular model line. It’s motivated by the same newly enlarged 2.8-liter in-line six found in the new 328i. Here, it’s coupled to a choice of manual or automatic five-speed transmis­sions, shrouded in a taut-lined body, and complemented by lightweight front-strut and rear-multilink suspension cast and forged largely of aluminum.More 5-series Reviews From the ArchiveJoining the six-cylinder car will be a lookalike sedan sporting a V-8—bored and stroked to 4.4 liters—that makes 282 hp. That 540i (named through an irregularly applied BMW policy of rounding dis­placement down to the nearest 0 or 5) does not, however, copy the lesser sedan’s sus­pension playbook. The bulky V-8 block would interfere with the innovative aluminum suspension, so BMW instead fits the 540i with a variant of the 740i’s steel suspension, and with its recirculating-ball steering as well. Martin Padgett, Jr.|Car and DriverThe omissions in this two-pronged attack are glaring but logical. The 3.0-liter V-8 has been discontinued in this range because of the nearly identical power output of the enlarged six. The specialty M5 model has been booted in favor of the six-speed manual 540i. There will be a 5-series Touring station wagon in Europe; the current wagon isn’t selling in the U.S., however, so it may be supplanted by the next-generation 3-series Touring.Austria’s verdant Wachau region is home to the hill that the Von Trapp family ditched for their chic Vermont digs and also to perfectly paved switchbacks that condoned some artful dodging at the wheel of a manual-transmission 528i. The pre­liminary report? Nothing but gold stars. As we’ve come to expect, the 528i has ter­rific stability. Even on the occasional rutted roads, the suspension is tightly but­toned, with the kind of fluid ride motion that belies its linebacker grip. The sharp steering and capable brakes play backup to a sweetly composed powertrain with a decided sense of urgency and to a stylish shape with roomier, more handsome accommodations.The 528i’s 2.8-liter inline six only moves the horsepower gauge up one notch, but the 9-mm increase in stroke helps it twist out 23 additional pound-feet of torque. (Trivia bit: that makes it “square,” daddy-o, because the bore and the stroke are both 84 mm.) Final stats for this cast-­iron duke are 190 horsepower at 5300 rpm and 207 pound-feet of torque at 3950. Martin Padgett, Jr.|Car and DriverThe five-speed manual transmission is as sensuous and precise as ever. The five­-speed automatic has more advanced man­agement software that reduces hunting through the top gears. At some point in the near future, it will adopt the Steptronic controls, as in the 740iL, borrowed from Porsche’s Tiptronic automatic. The serious nature of this automaker is demonstrated by the fact that it worked hard to trim 88 pounds (compared with the last 525i, if similarly set up). The front struts and control arms are aluminum, as are the rear links and control arms, which are mounted to an isolating subframe that is also made of the stuff of Diet Coke cans and Audi A8s. (Unlike the Audi flagship, which contains some elaborate castings, the BMW’s subframe is first formed in straight sections and then hydroformed and welded into complex shapes.) The new variable-ratio rack-and-pinion steering is aluminum, just like the brake calipers and even the base wheels. Martin Padgett, Jr.|Car and DriverThe engine room is one of few places where aluminum hasn’t been deployed to cut the 528i’s weight. Europe gets an alu­minum-block version of the same engine (for a savings of 70 pounds), but BMW found that the high sulfur content of Amer­ican gasoline led to premature erosion of cylinder walls in its early V-8s. So, like the just-hatched 328i, the 528i will keep an iron-block powerplant. The 528i now spans 188.0 inches, which is 2.2 inches longer than the former 525i, and sports a 111.4-inch wheelbase, up 2.7 inches. It was already spacious, but the extra room will please those who find the new Benz E-class a bit too large and BMW’s own 328i a snug fit. The slick, stubby four-door body shakes up the old 5-series repertoire with a complex curved C-pillar and a softer greenhouse. The raised and scalloped nose is probably the 528i’s most striking detail (a harbinger, too, of the coming Z3 roadster). The trademark BMW nos­trils are now integrated into the hood and are rimmed thinly in chrome. The cabin silhouette makes it appear less crisp than the former car, but its wedgy stance aligns it more with the zippy 3-series sedans than with the studious 740iL. Martin Padgett, Jr.|Car and DriverThe interior breaks no new ground, but softer, matte-finish plastics and a broad band of walnut trim bring it closer to the elusive Audi theorem of interior design. The ergonomics are spottier: the cassette deck is hidden beneath a band of trim above the rest of the radio func­tions, and BMW’s fetish for small Chiclet buttons hasn’t entirely subsided. Generally, the ambience is ordered as well as plush. It’s a quiet place to spend time, too­—if not as mechanically serene as a Lexus ES300, certainly more placid than an Infiniti J30. Credit here goes to a stiff body structure with large, single-piece stampings (BMW’s single biggest stamping is the 528i’s side panel, which includes the door frames, C-pillar, and rear quarter panels) and to extra isolation from the powertrain and suspension. The rear suspension is cradled on its own rubber­isolated subframe. The rear axle and differential, although integrated into this subframe, are sequestered by another set of bushings. And all doors are triple­-sealed. BMW’s technical guru, Dr. Wolfgang Rietzle, calls the 528i “the best car we’ve ever done.” Discounting the company’s own M-badged Motorsport offerings, we’re inclined to agree. Stay tuned for a complete rundown.SpecificationsSpecifications
1997 BMW 528iVehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE (ESTIMATED)Base: $38,000
ENGINEDOHC 24-valve inline-6, iron block and aluminum head, port fuel injectionDisplacement: 170 in3, 2793 cm3Power: 190 hp @ 5300 rpmTorque: 207 lb-ft @ 3950 rpm 
TRANSMISSION5-speed manual
DIMENSIONS
Wheelbase: 111.4 inLength: 188.0 inWidth: 70.9 inHeight: 56.5 inCurb Weight (C/D est): 3200 lb
MANUFACTURER’S PERFORMANCE RATINGS
62 mph: 7.5 secTop Speed: 147 mph
EUROPEAN FUEL ECONOMYCity: 20 mpg More

When it comes to raw performance, particularly in a straight line, the internal-combustion engine has already lost the battle with the silent-but-deadly electric motor. But to some, us included, the experience also matters, often more than the numbers. That’s what Lamborghini tells us it keeps hearing from its customers, who say that engine sound ranks in their top-three critical attributes.So, while a Lambo EV will no doubt happen at some point, it’s not on the immediate horizon. Instead, the company just spent a pile of money developing an all-new twin-turbo 4.0-liter V-8 for the Temerario, which has big contact patches to fill, as it’s replacing the Huracán, the company’s most successful sports car ever. The Temerario’s engine makes 789 horsepower and spins to a stratospheric 10,000 rpm, higher than any other regular-production V-8. The Sound and the FuryStanding behind it or sitting in the driver’s seat, it makes a great first impression: raspy, exotic-sounding, and quick to rev. The pull through the meat of the rev range is shockingly linear for an engine that makes oodles of boost. And you must watch the tach carefully when in the most aggressive Corsa mode, because tugging at the fixed paddles for manual upshifts is required, and the V-8 is in no way running out of breath as it approaches its five-digit redline. High-energy sound fills the cabin, enhanced by a mechanical connection between the engine and the firewall—but no electronic fakery. However, pulling both paddles to select neutral while rolling is no way to show off, as the rev limit is a neutered 3000 rpm.There’s no question about one thing: The new V-8 isn’t nearly as loud as the Huracán’s V-10. Standing trackside in Portugal as Temerarios rocketed down the Estoril Circuit’s 0.6-mile straightaway approaching 190 mph, the noise was almost equal parts engine song and wind rush, whereas the Huracán’s characteristic syncopated wail from the uneven firing order of its naturally aspirated 5.2-liter V-10 was always overwhelmingly dominant. The Temerario’s thrust, however, is immense, with the V-8 getting a direct assist from a 147-hp electric motor connected to its crankshaft that fills in while the huge turbos are spooling. Lamborghini calls it a hot-V engine, but really, the turbos are so large they sit fully above the top of the valve covers. It’s a similar but not quite identical setup to that of the Revuelto. Both have three electric motors, but the Revuelto’s rear motor is instead downstream of the transmission and can power the rear wheels. The front setup is identical, with two 147-hp electric motors that share a housing and provide torque vectoring. But, as with the Revuelto, the Temerario’s 3.4-kWh battery pack can only output 187 horsepower, which makes for 907 peak horsepower and 590 pound-feet of torque. As with its big brother, the Temerario is a plug-in hybrid with about five miles of front-drive electric range, which helps it to keep its emissions figures moving in the corporately acceptable direction.That’s a staggering 276 horsepower more than the most powerful Huracán. But, no matter the segment, curb weight bloat is inescapable these days, and the Temerario’s hefty electric hardware and larger footprint add roughly 650 pounds over the Huracán. Still, the power-to-weight ratio is firmly in the Temerario’s favor. When you click the launch-control button on the steering wheel, the rear motor pulls against the engine, so it can load up before a clinical, low-slip leap off the line. The rapid-fire upshifts that follow happen at a slightly higher 10,250 rpm, and Lamborghini says it will get to 60 mph just 0.2 second slower than the Revuelto. Based on our testing, that would put the Temerario at 2.4 seconds to 60 mph and 9.9 seconds in the quarter-mile. For those in search of something rowdier, there’s also a mode to maximize wheelspin up through the first four gears. This is how, in its recent run up the hill at the Goodwood Festival of Speed, the Temerario left in a cloud of tire smoke totally uncharacteristic of an all-wheel-drive car.Driving the TemerarioIt took us a little while to decide that the steering is disarmingly light. At first, it seemed too light and devoid of feel, but as we got acclimated and reduced our grip on the wheel, the feedback started coming through. The weighting also has the intended effect of making the Temerario feel extremely light, agile, and tossable. The intense power does the same thing with acceleration, so it’s not until you go for the firm brake pedal that the Temerario’s estimated 4100-pound bulk is even perceptible. The new Lamborghini eight-speed dual-clutch transmission that’s mounted transversely behind the engine and is shared with the Revuelto bangs off swift and aggressive shifts.Related StoriesThe most aggressive tires are Bridgestone Potenza Race rubber, 255/35ZR-20 in front, 325/30ZR-21 in back—lesser Bridgestone Potenza Sport tires are also available—and they’re all but slicks on the outer third of their tread. But Lamborghini also makes impressive claims about their longevity, claiming that a set with over 30 laps at Estoril ran within a second of the time a fresh set posted. Lamborghini also admits that these tires are giving up a slight amount of ultimate grip to avoid the hero-tire phenomenon that’s common among the grippiest rubber. While it’s nevertheless strong, the Temerario doesn’t feel like its grip is on par with the Corvette ZR1’s on Michelin Pilot Sport Cup 2Rs. The Lambo is far more playful and less buttoned down too. But remember, this is the opener, with more track-focused variants sure to follow.The control strategy to get this complicated powertrain to feel seamless is a massive undertaking that Lamborghini developed in-house. It uses a real-time computation of the various actions the subsystems are taking, such as the level of side-to-side torque transfer at the front and rear axles, while constantly interpreting the driver’s inputs to decide whether to bias toward stability or playfulness. It will work to stabilize during high-speed braking, but aggressive steering and throttle inputs coming out of turns will unleash the sideways, with Sport mode biased more toward fun and Corsa more serious about going quickly. Our early laps were tentative, and the car felt very tidy; you can feel the front axle yanking its way out of corners. But the aggressiveness of our inputs increased with our comfort level, and we eventually found ourselves wagging the Temerario’s tail. Even then, we could feel the front end working to keep things from getting too out of shape. There’s also a Drift mode with three levels of leniency that directs negative torque to the inside front and positive to the outside to help initiate a slide that the system then works to control. In Level 3, it lets the car get sufficiently out of shape that spinning is still possible.What Lies BeneathUnderneath the Temerario is an all-new aluminum spaceframe, designed in conjunction with the non-ferrous metal experts at Audi, and built at the same Neckarsulm, Germany, plant that’s birthed plenty of all-aluminum Audis. The structure is optimized to use fewer pieces and welds than before, while improving torsional stiffness by a claimed 20 percent.Lamborghini’s entry-level wedge is 9.7 inches longer, with 1.5 inches more wheelbase, and significantly wider (2.9 inches) and taller (1.4 inches) than before, too, as a key part of the Temerario’s brief was to make it more accommodating. There’s a reason we assigned our shortest driver to pilot the Huracán Tecnica at our 2023 Lightning Lap. Legroom is up by 1.8 inches, and headroom under the Gurney bubbles in the Temerario’s roof has increased by 1.3 inches. With a helmet on, this six-foot-five wheelman was a bit cramped in a car with the standard 18-way comfort seats, which include heating and ventilation functionality, but was comfortable with the manual bucket seats that sit slightly lower. And I didn’t even need to adjust the seat all the way back. In the infotainment department, the Temerario adds a screen in front of the passenger, and there’s a new available three-camera system that provides data overlays over their 4K imagery, as well as functioning as a built-in dash cam.The Temerario isn’t as in-your-face as the Revuelto, with lines that are more elegant and less knife-edged than the Huracán and the Gallardo that preceded it. What you’ll probably spot first about a Temerario heading your way are the hexagonal daytime running lights, with the top half also functioning as turn signals. Air flows through them and is accelerated as the passage necks down toward the front radiators. Just next to them, toward the center of the car, are far less obvious brake-cooling ducts, and there’s also a well-hidden S-duct built into the front end, where, at high speeds, air routes up and over the car to reduce front-end lift. At the rear, one of our favorite elements is the bodywork at the sides rising dramatically to show a lot of rear tire tread. That bit gives off Countach vibes, maybe some Lancia Stratos too. In the middle, the rear diffuser protrudes significantly and is, in effect, the rear bumper.Time to Pay UpThere’s a lightweight Alleggerita package that saves 28 pounds and runs a steep $49,113. It adds a number of carbon-fiber bits inside and outside, including a front splitter and steeper rear spoiler that improve rear downforce by 50 percent. The $26,200 carbon-fiber wheels can roughly double those weight savings. Still, the Termerario is a low-downforce car and thus sure to be an absolute high-speed missile.Any assessment of ride quality and overall livability will have to wait, because Lamborghini only let us drive around the 2.6-mile Estoril Circuit. U.S. deliveries start early in 2026, with pricing starting at an estimated $390,000. That’s more than $200,000 less than the Revuelto and about $130,000 more than the last Huracán. Whether it’s worth the cost of nearly two ZR1s probably comes down to how much you care about lap times. But its playful nature and wicked speed sure make it a vivid experience.SpecificationsSpecifications
2026 Lamborghini TemerarioVehicle Type: mid-engine, front- and rear-motor, front/all-wheel-drive, 2-passenger, 2-door coupe
PRICE (C/D EST)
Base: $390,000
POWERTRAIN
twin-turbocharged and intercooled DOHC 32-valve 4.0-liter V-8, 789 hp, 538 lb-ft + 2 front AC motors, 147 hp and 254 lb-ft each, 1 rear AC motor, 147 hp and 110 lb-ft (combined output: 907 hp, 590 lb-ft; 3.4-kWh lithium-ion battery pack; 7.2-kW onboard charger)Transmissions, F/R: direct-drive/8-speed dual-clutch automatic
DIMENSIONS
Wheelbase: 104.6 inLength: 185.3 inWidth: 78.6 inHeight: 47.3 inTrunk Volume: 4 ft3Curb Weight (C/D est): 4100 lb
PERFORMANCE (C/D EST)
60 mph: 2.4 sec100 mph: 4.8 sec1/4-Mile: 9.9 secTop Speed: 213 mph
EPA FUEL ECONOMY (C/D EST)
Combined: 15 mpgCombined Gasoline + Electricity: 30 MPGeEV Range: 5 miDave VanderWerp has spent more than 20 years in the automotive industry, in varied roles from engineering to product consulting, and now leading Car and Driver’s vehicle-testing efforts. Dave got his very lucky start at C/D by happening to submit an unsolicited resume at just the right time to land a part-time road warrior job when he was a student at the University of Michigan, where he immediately became enthralled with the world of automotive journalism. More

From the May/June issue of Car and Driver.High-performance off-road pickups aren’t exactly known for discretion. Intimidation comes naturally to these inexplicably lovable brutes. Take, for instance, the departed Ram 1500 TRX. The direct predecessor of the truck you see here, the 2025 Ram 1500 RHO, the TRX had a brazen stance and a 702-hp supercharged 6.2-liter V-8 with a roid-ravaged wail that elicited adulation and derision in equal measure. Wallflowers need not apply. But, for a confluence of reasons too lengthy to go into here, the TRX’s raucous blown V-8—popularly known, of course, as the Hellcat— has been replaced by a kinder, gentler twin-turbocharged 3.0-liter inline-six dubbed the Hurricane. Here in its most powerful form, the Hurricane produces 540 horsepower and 521 pound-feet of torque. That’s down 162 ponies and 129 pound-feet from the late, great V-8, but the six puts all the torque to work at a very accessible 3500 rpm, a full 1300 rpm lower than the V-8 it replaces.As a side benefit, the aluminum-block six is lighter than the iron-block V-8 that formerly resided within the frame rails. On our scales, the RHO weighed in at 6541 pounds, 240 less than our long-term TRX. HIGHS: Costs less than a TRX, quiet and smooth highway manners, shares the TRX’s love of getting dirty.Based on the presence of fewer cylinders and modern sophistications such as direct fuel injection, we hoped the sensible six would yield some supernatural gains in fuel economy, but we averaged just 11 mpg—4 mpg less than the RHO’s 15-mpg EPA combined estimate. Actually, it matches the number we observed over 40,000 miles with the TRX. But here’s one place where the new math works: Despite its power deficit, the lighter engine frees up some capacity in the gross combined weight rating, allowing the RHO to tow up to 8380 pounds, 280 more than the TRX.More on the Ram RHONo amount of resourceful number crunching, however, can overcome the inherent characteristics of a mechanical ventriculocordectomy of sorts. With only three exhaust pulses per crankshaft revolution to the V-8’s four, an inline-six will never match the deep thunder of a V-8. There’s more to this sonic conundrum, involving harmonics and physics stuff, but know that the sound emitted from the dual tips of the RHO-specific exhaust system resembles a silken purr rather than the menacing roar of the departed TRX’s V-8. Michael Simari|Car and DriverMost of the RHO’s other key attributes—dimensions, chassis, drive modes, rolling stock, and smaller details—carry over with far fewer concessions. Unequal-length control arms provide 13.0 inches of front-wheel travel, while an axle located by four trailing links and a Panhard rod delivers 14.0 inches at the rear. Grip comes courtesy of 35-inch Goodyear Wrangler Territory AT tires. Ram engineers say the software for the drive modes and suspension is nearly identical, though the team tweaked the programming specifically for the RHO. LOWS: Negligible fuel-economy gains, slower than the TRX, former chest-beating exhaust roar now a purr.It all works as intended. The RHO makes no comfort concessions in urban driving, and highway travel is remarkably refined. It’s luxury-car silent inside, measuring 66 decibels at 70 mph, four decibels quieter than the TRX. It’ll cruise all day at 85 mph, with lane discipline that belies its big off-road rubber and long-travel suspension. This truck even pulled 0.72 g on the skidpad while displaying only moderate understeer, and it stopped from 70 mph in 190 feet, besting the 0.66 g and 195 feet we logged in the TRX. As for what really matters, the RHO charged to 60 mph in 4.4 seconds and cleared the quarter-mile in 13.1 seconds at 104 mph. That’s 0.6 second off the TRX’s 3.8-second 60-mph time and 0.7 slower in the quarter than the TRX, which managed 12.4 seconds at 110 mph. On the upside, the RHO is quicker than the last Ford F-150 Raptor we tested. That truck’s 450-hp twin-turbo 3.5-liter V-6 propelled it to 60 mph in 5.2 seconds and through the quarter-mile in 13.9 seconds. The departure of the TRX means Ford’s 720-hp F-150 Raptor R is now the king of internal-combustion pickups. So, the RHO lacks the intense acceleration of the TRX, but it’s still fiercely competent in the dirt. At the Rouch World off-road park in Sturgis, Michigan, the RHO floated over large, hard-packed whoops at 35 mph without troubling the suspension or eliciting interior rattles. It casually and controllably dropped down and climbed up slimy 34-degree grades without the need to lock the rear differential or even select low range. It endured numerous Apollo-grade splashdowns in over two feet of water without dampening the carpets or triggering an engine misfire. And jumps, the de facto YouTube measure by which all off-road trucks are ultimately judged, are felt as mere imperfections on the trail, thanks to the supple Bilstein Black Hawk e2 adaptive dampers and the software that controls them. Michael Simari|Car and Driver”Balance” is not a word commonly associated with pickups, let alone off-road-focused models. But the RHO feels like a TRX that went on a spiritual retreat and now embraces the concept of Zen. That newfound enlightenment brings an appreciation of the yin and the yang. And so, with the loss of two cylinders and 162 horsepower, the price drops to $71,990—a significant $26,345 less than the TRX it replaces. That’s a holistic wellness idea we can get behind.VERDICT: A balanced package with bona fide off-road chops yet still destined to live in the shadow of a legend.SpecificationsSpecifications
2025 Ram 1500 RHOVehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $71,990/$84,420Options: RHO Level 1 Equipment Group (ventilated front seats with massage function, heated and ventilated second-row seats, driver’s-seat memory, rear 60/40 split folding/reclining seat, traffic-sign recognition, hands-free active driving-assist system, evasive steering assist, intersection collision–assist system, drowsy-driver detection, 240-amp alternator, Uconnect 5 nav with 14.4-inch touchscreen display, power-adjustable pedals with memory, power tailgate, radio/driver’s seat/mirrors/pedals memory, dual wireless charging pad, digital rearview mirror, leather and carbon flat-bottom steering wheel, 19-speaker Harman/Kardon premium sound, front passenger’s interactive display, integrated voice command, connected travel and traffic services, rain-sensitive windshield wipers, head-up display, surround-view camera system, 12-way/1-way trailer connector), $9995; Mopar off-road-style running boards, $1195; bed utility group (spray-in bedliner, exterior 115-volt AC outlet, deployable bed-step, 4 adjustable tie-down hooks), $945; Forged Blue Metallic paint, $295;
ENGINEtwin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 540 hp @ 5700 rpmTorque: 521 lb-ft @ 3500 rpm 
TRANSMISSION8-speed automatic
CHASSIS
Suspension, F/R: control arms/live axleBrakes, F/R: 15.0-in vented disc/15.0-in discTires: Goodyear Wrangler Territory ATLT325/65R-18 121/118T M+S
DIMENSIONS
Wheelbase: 145.1 inLength: 233.7 inWidth: 88.0 inHeight: 81.9 inPassenger Volume, F/R: 64/68 ft3Curb Weight: 6541 lb
C/D TEST RESULTS
60 mph: 4.4 sec100 mph: 11.7 sec1/4-Mile: 13.1 sec @ 104 mphResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 5.8 secTop Gear, 30–50 mph: 2.9 secTop Gear, 50–70 mph: 3.7 secTop Speed (gov ltd): 119 mphBraking, 70–0 mph: 190 ftRoadholding, 300-ft Skidpad: 0.72 g 
C/D FUEL ECONOMY
Observed: 11 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 15/14/16 mpg 
C/D TESTING EXPLAINEDAndrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. His work has appeared in numerous publications, including Car and Driver, Esquire, Forbes, Hot Rod, Motor Trend, MPH, MSN, and Popular Mechanics, among others. A Rust Belt native and tireless supporter of the region, he grew up immersed in automotive, marine, and aviation culture. A lifetime of hands-on experience and a healthy dose of skepticism provide him the tools to deliver honest and informative news, reviews, and editorial perspective. Of note, he once won a $5 bet by walking the entire length of the elevated People Mover up track that encircles downtown Detroit. More

From the February 1981 issue of Car and Driver.On April 10, 1978, America’s first Rabbit rolled off the assembly line in Westmoreland County, Pennsylvania. It had a few features that earmarked it as an American-made bunny, but by and large it was a clone of the Teutonic original. For 1981 this is no longer true. The Rabbit has received its first over­haul since its introduction six years ago. The powertrain has been changed in both specification and temperament, the exterior sheetmetal freshened, the bumpers redesigned, and both the in­strument panel and the seats are hot off the drawing boards.Back in the Beetle days, Volkswagen could easily have subsisted for 10 years on a redesign list that long. But today, stagnation is not allowed. The domes­tics are meeting Volkswagen head on in the econobox fight, and the Japanese are systematically acquiring a reputation for technical excellence, quality, and sportiness that used to be a German ex­clusive. Volkswagen recognizes the need to push ahead or perish, and for 1981 it has taken positive action in the survival direction. Fuel economy is an area where the competition is particularly fierce. Al­though the diesel Rabbits enjoy an un­paralleled reputation as fuel misers, the gasoline versions haven’t made EPA headlines for years. Several Japanese cars (including almost every Rabbit­-class subcompact sedan) and some do­mestics have cracked the 30-mpg barri­er, something that Volkswagen has yet to accomplish with any of its gasoline offerings. The powertrain changes for 1981 are intended to improve Volks­wagen’s standing on this score. This translates into a larger, 1.7-liter engine and K-Jetronic fuel injection with feedback for all Rabbits. The addi­tional displacement (achieved through a longer stroke), along with valve-timing changes, has been used to increase torque. Flat-out power is down by two horsepower. The horsepower and torque peaking speeds are lower, by 500 and 200 rpm respectively, but the real improvement is concentrated between 1000 and 2000 rpm. The high-speed band was not totally neglected, for the 6700-rpm redline is retained and the engine is admirably smooth at these ro­tational speeds, but there really isn’t much power to be found there. With this torquey, wide-power-band engine, Volkswagen had plenty of flexi­bility to play with transmission gear ra­tios. The result is called the 3 + E gearbox, which is last year’s transmission now fitted with ratios wide enough to span the Cumberland Gap. The first three gears cover 90 percent of the range that four did last year. Fourth, or E (for efficiency), is a very tall over­drive—0.70:1 to be exact. Last year’s fourth gear was 0.97, and in the five-­speed, fifth was only 0.76. All with the same 3.89:1 final-drive ratio that carries over into 1981. This gearing yields 23.9 mph per 1000 rpm, extremely tall for what was once called a little buzzbox. (Another handy road-test term bites the dust.) The idea, of course, is to keep en­gine speed low and load high, thereby minimizing internal friction and pump­ing losses. These effects more than can­cel the loss of efficiency from the bigger engine and raise the EPA fuel economy from 24 to 28 mpg. More Rabbit Reviews From the ArchiveOvergeared cars are usually gutless, but the Rabbit is an exception, at least during socially acceptable driving. First gear is unaltered from last year and, with the torquier engine, allows the car to hop off the line like a scared bunny. The engine pulls well at low speed, so the wide ratios don’t cripple your pace, and third is a great around-town gear. On the highway, fourth is basically a speed-holding mode, resulting in sedate and silent cruising with only 2500 rpm on the tach at 60 mph. Back-road burning is another matter entirely. Although the zero-to-60 time of 11.6 seconds compares favorably with that of the five-speed Rabbit we tested last year (11.2 seconds), it doesn’t tell the whole story. The strong first gear launches the car well, but afterward engine speed drops into a can­yon with each shift and crawls ever so slowly back up the power band. The zero-to-eighty time shows this: the older car beats the new one by over four sec­onds. The 91-mph top speed, attainable only in third gear, drives home the point that for fast driving, a four-speed Rabbit is really a three-speed. Shift points marked on the speedometer don’t help either, for they correspond to random rpm well below the redline. Fortunately, the five-speed option still exists. Its ratios are also wider than last year’s, but the total spread is about the same as the new four-speed’s and the extra gear makes all the difference. With this transmission and a tachome­ter, the low-end torque and high rev­ving capability of the new engine come together in a symbiosis that is unsur­passed in econoboxes. The EPA rating of the five-speed is 3 mpg lower than the four-speed’s, since the four-speed does a better job of “beating” the EPA’s driving cycle, but we wonder if this will hold up on the street. With the four-speed there is a tendency to stay in third to keep passing options open, a despicable act that cuts heavily into fuel savings. We made ev­ery effort to resist this temptation and recorded 27 real-world mpg. Compared with the heavy powertrain changes, the rest of the Rabbit altera­tions for 1981 are largely cosmetic. A switch from steel to aluminum in the bumpers has pared about 29 pounds from each car. The front fenders are new, incorporating wraparound parking lights, which eliminate the protruding, eyesore side-marker lights introduced when U.S. production began. The grille is also new, along with larger taillights that now extend further toward the cen­ter of the car, almost embracing the li­cense plate. Inside, the dashboard and instrument panel have been redesigned. The new shape is quite handsome, but there is some ersatz stitching molded into the plastic that is really a bit much. At least Volkswagen did back off from the all­-encompassing color coordination that dominated its first American attempt at interior decoration. But the fake-wood appliqué on the instrument panel and the general interior material selection lean more toward early Kmart than toward Danish modern. Much of this is due to the domestic manufacture of the car. Most of the ma­terials and components that we admire in European cars are simply unavailable in America. The remote-control mirror knob is an example. The Jetta (Europe­an-built) uses a beefy, black, mush­room-like control; the Rabbit has a ball­-ended chrome stick just like a Ford’s or a Chevy’s. Volkswagen of America would have to pay a premium for the European part while reducing the local content of the car, both undesirable from their viewpoint. We can’t blame the faults of the rede­signed seats solely on American sourc­ing, however, because others with the same constraints have done better. The comfort of the seats is not bad, but even parent-takes-kiddies-to-kindergarten driving will reveal a dearth of lateral support. The seat cushion lacks a bucket shape, the seatback is totally flat, and the covering feels like the latest Teflon variant. The problem is compounded by the passive-restraint system standard on all LS Rabbits. One can get used to this arrangement very quickly, especially since the new dashboard includes a re­vised knee bar that is far less obtrusive than the previous design. But the pas­sive system doesn’t provide any lateral restraint since there’s neither a lap belt nor tension in the upper-torso belt to tie you down. Which is too bad, because the Rabbit scoots around corners quite well. On a drive through the vicious switchbacks and up- and downhill sweepers of West Virginia coal country, it showed its cot­tontail to all comers. The brakes with­stood repeated brutal use, and the suspension sloughed off everything from gravel roads to rutted railway crossings. The basic structure is as solid as ever, and the ride is firmly controlled but still very comfortable. The chassis is capable enough to underline the sporting short­comings of the seats and the transmis­sion. The middle-of-the-road bias in these components, along with the interior fin­ish, represents a concerted effort by Volkswagen of America to tailor the Rabbit to its guess at American tastes and driving conditions. Which is a strange way for this company to do business, in view of past approaches. The Rabbit’s success was based on Volkswagen’s anticipation of future eco­nomic forces at a time when its competi­tors were merely reacting to them. Now the roads are full of Rabbit look-alikes. Modern domestic subcompacts are pop­ping up, and the Japanese are starting to talk about American assembly.As VW abdicates its role as leader to defend itself against this head-to-head competition, there is a risk to consider. The domestics, on their home ground, can still outgun Volkswagen economi­cally. The Japanese have unity of labor, industry, and government, as well as an established reputation for quality and a steadily increasing technical excellence. So what we have here is an automotive world war. The Maginot Line tactic of meeting the competition head to head with an Americanized Rabbit may not win the fight. What Volkswagen really needs is a new blitzkrieg, another quan­tum leap over convention, like the origi­nal Rabbit in 1975.CounterpointsWhen it first came to America six years ago, VW’s better-Beetle was a noisy, fru­gal-but-efficient box. Parts fell off left and right, which permanently frosted lots of folks, but Volkswagen saw the error of its ways soon enough to fine-tune the Rabbit with finesse. Then came the move to America—baby-blue turn-signal levers and all. Gradually the guys in Warren, Michigan, did get it together, and I must say I like the latest edition from Westmoreland County, Pennsylvania. It feels solid and the trim fits well, even though the simu-stitching is a bit too schmaltzy for my taste. At least the control stalks are now a restful shade of matte black. In­stead of high-rev vitality, the engine now bristles with brute torque. The Bonneville gearbox doesn’t bother me much, but I’d still opt for the five-speed. I am distressed about the fact that you no longer get bucket seats in a Rabbit; our test car’s seats could only be described as individual benches, so cloth upholstery is a must. All of which makes the new Rab­bit a mixed bag of good and bad, albeit more Americanized. No doubt it will send Japanese designers—and maybe a few Detroit ones as well—back to the drawing boards once again. —Don ShermanThe Rabbit has just about lost its German accent. What especially endeared the old­er, German-built version to me was its lovely European character. It was the BMW of the econobox set, taut and full of vitality. Its interior was neat and business­like. Germans like their cars that way, and so do I. But now that the Rabbit is a naturalized citizen, it’s changed. The fine minds that run VW of America must have reckoned that Americans want something a little more familiar. So they let the Rabbit go soft around the middle. You no longer feel its kinship with the Scirocco. I get into this car now and don’t even know I’m sitting in a Rabbit. The wood-­paneled dash looks like something out of a Malibu. The pseudo-padded steering wheel is pure Caddy. The front seats are park-bench flat. The high-economy gear­ing saps the engine’s verve for a lousy 3-mpg improvement. And the ride motions are now flaccid, just like “median American” buyers would expect them to be. Personally, I don’t think any of this is a change for the better. So long, old friend. —Rich CepposVolkswagen of America does not have a fanny fetish—much to the detriment of your fanny. Spend a few minutes in a Rabbit and you’ll find out. The seats are vinyl-coated catastrophes. They provide nothing except a platform to keep your butt off the floor and a back to keep you from falling into the trunk. Don’t feel around for lateral support; there isn’t any unless you count the door. And how good can the passive restraints be when they won’t even help hold you in place for nor­mal driving? Volkswagen’s bread-and­-butter seats (which bear no resemblance to the terrific sport seats that can be de­livered in Sciroccos and Rabbit convertibles) have never been as good as the Rabbits themselves. The Ford Escort has far superior seating, front and back. And then there’s the Mazda 626, with some of the best seats ever plunked into a little car. However . . . the American Rabbit, for all its icky color coordination and Amerithink luxury touches, has become a good car under the skin again. It gave up some early ground in its Pennsylvania transition, but now it seems much tighter and much more the cheery handling de­mon it was in German form. Which is good, good, really good. —Larry GriffinSpecificationsSpecifications
1981 Volkswagen Rabbit LSVehicle Type: front-engine, front-wheel-drive, 4-passenger, 2-door hatchback
PRICE
Base/As Tested: $6710/$8455Options: air conditioning, $585; AM/FM-stereo radio/cassette, $385; sunroof, $245; alloy wheels, $240; 175/70R-13 t ires, $120;rear wiper-washer, $105; leatherette upholstery, $45; floor mats, $20.
ENGINESOHC inline-4, iron block and aluminum head, port fuel injectionDisplacement: 105 in3, 1720 cm3Power: 74 hp @ 5000 rpmTorque: 90 lb-ft @ 3000 rpm 
TRANSMISSION4-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 9.4-in vented disc/7.1-in drumTires: Goodyear Polysteel RadialP175/70R-13
DIMENSIONS
Wheelbase: 94.5 inLength: 155.3 inWidth: 63.4 inHeight: 55.5 inPassenger Volume, F/R: 43/33 ft3Cargo Volume: 14 ft3Curb Weight: 2060 lb
C/D TEST RESULTS30 mph: 3.2 sec60 mph: 11.6 sec1/4-Mile: 18.3 sec @ 71 mph90 mph: 54.3 secTop Gear, 30–50 mph: 17.7 secTop Gear, 50–70 mph: 25.6 secTop Speed: 91 mphBraking, 70–0 mph: 193 ftRoadholding, 282-ft Skidpad: 0.73 g 
C/D FUEL ECONOMY
Observed: 27 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 33/28/42 mpg 
C/D TESTING EXPLAINEDCsaba Csere joined Car and Driver in 1980 and never really left. After serving as Technical Editor and Director, he was Editor-in-Chief from 1993 until his retirement from active duty in 2008. He continues to dabble in automotive journalism and WRL racing, as well as ministering to his 1965 Jaguar E-type, 2017 Porsche 911, 2009 Mercedes SL550, 2013 Porsche Cayenne S, and four motorcycles—when not skiing or hiking near his home in Colorado.  More

The estimated transaction price of a new vehicle in March 2025 sat at $47,462, according to Kelley Blue Book. Looking to buck the trend of ever-increasing window stickers, we recently welcomed a 2025 Subaru Forester Sport to our long-term fleet. In contrast to the elevated price of most new cars, our recently acquired Forester’s as-tested price stickers at an approachable $37,730.The 2025 model year marked the start of the Forester’s sixth generation. It has new designs for the headlights and taillights. All of the body panels are new and help to give the Forester a more modern look—but don’t be fooled, it’s still instantly recognizable as a Forester. Our tester’s color combination helps it stand out, borrowing the blue-paint-and-bronze-wheel motif from the hallowed WRX. (Was that on purpose? Perhaps.)Changes under the hood are equally subtle. The familiar 2.5-liter flat-four sticks around, but Subaru reworked the Forester’s sole engine to improve its responsiveness. Horsepower is marginally lower, dropping from 182 to 180, but peak torque improved by two pound-feet, rising from 176 to 178. These tweaks might not seem like much, but it’s not just about power—it’s about where the muscle show up. Peak torque now arrives at 3700 rpm, considerably earlier than the outgoing Forester’s lofty 5400-rpm peak.We were optimistic that these tweaks to power delivery would result in a bit more around-town spunk, but our initial testing suggests we should temper our expectations. Our initial sprint to 60 mph required 8.4 seconds, making the Forester among the slowest we’ve tested in the segment. We’ve generally regarded the Forester as having a poised demeanor and accurate (if artificial) steering. The updated version comes with a variant of the WRX’s dual-pinion electronic power steering that breathed slightly more life into the Forester’s otherwise mundane steering, though the change appears to be mostly negligible.All-wheel drive is standard (natch), and this Sport trim arrived on a set of splendid 19-inch bronze wheels wrapped in Bridgestone Turanza EL450 all-season tires measuring 235/50R-19. While they provide all the daily-driving grip one needs, they’re not exactly exciting; the Turanzas helped stick this 3630-pound ute around our 300-foot skidpad at a fine-for-what-it-is 0.82 g. Braking figures are par for the course. We managed to stop from 70 mph in 170 feet, which is just a couple feet more than the last Honda CR-V we tested.We kept our Forester Sport’s options list to the bare minimum—partly as an exercise in restraint and partly because the Sport trim already comes with a laundry list of standard features, including heated front seats, an 11.6-inch center touchscreen, inductive device charging, Apple CarPlay, and Android Auto. Our sole paid extra cost us $1700 and earned us a set of Harman/Kardon speakers, reverse automated braking, power liftgate. and additional drive modes. As Michigan’s frigid winter continues to retreat, we’ll put the Forester through its paces with plenty of school pickups, grocery hauls, and long weekends to the Upper Peninsula. Our brains are swimming with ideas for transporting canoes and tackling Michigan’s various ORV trails. We’ll check back in at 10,000-mile intervals to update you on the things we come to enjoy and whatever maladies may attempt to change our minds. Months in Fleet: 1 month Current Mileage: 2187 milesAverage Fuel Economy: 24 mpgFuel Tank Size: 16.6 gal Observed Fuel Range: 390 milesService: $0 Normal Wear: $0 Repair: $0Damage and Destruction: $0SpecificationsSpecifications
2025 Subaru Forester SportVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $36,230 Options: Harman/Kardon stereo, power liftgate, and automated reverse braking, $1700
ENGINE
DOHC 16-valve flat-4, aluminum block and heads, direct fuel injectionDisplacement: 152 in3, 2498 cm3Power: 180 hp @ 5800 rpmTorque: 178 lb-ft @ 3700 rpm
TRANSMISSION
continuously variable automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 12.4-in vented disc/11.8-in vented discTires: Bridgestone Turanza EL450235/50R-19 99V M+S
DIMENSIONS
Wheelbase: 105.1 inLength: 183.3 inWidth: 72.0 inHeight: 68.1 inPassenger Volume, F/R: 58/49 ft3Cargo Volume, Behind F/R: 69/28 ft3Curb Weight: 3630 lb
C/D TEST RESULTS: NEW
60 mph: 8.4 sec1/4-Mile: 16.6 sec @ 86 mph100 mph: 23.8 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 8.8 secTop Gear, 30–50 mph: 4.6 secTop Gear, 50–70 mph: 6.2 secTop Speed (mfr claim): 127 mphBraking, 70–0 mph: 170 ftRoadholding, 300-ft Skidpad: 0.82 g
C/D FUEL ECONOMY
Observed: 24 mpgUnscheduled Oil Additions: 0 qt
EPA FUEL ECONOMY
Combined/City/Highway: 28/25/32 mpg
WARRANTY
3 years/36,000 miles bumper to bumper5 years/60,000 miles powertrain5 years/unlimited miles corrosion protection3 years/36,000 miles roadside assistance2 years/24,000 miles scheduled maintenance
C/D TESTING EXPLAINEDJack 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