Car Reviews

Much like a soccer league full of six-year-olds, everyone on this field is a winner regardless of the outcome. The 2023 Honda Civic Type R and the 2024 Acura Integra Type S both are fabulous front-drive performance machines—which makes sense, since the Venn diagram outlining the merits of the two models is practically a single circle. But there are no ties in love and war, and ultimately, one of these two fraternal twins must stand atop the other.In one corner, we have the OG, the Civic Type R. While the aesthetics aren’t as angry as they were in its first U.S.-bound iteration, the Civic’s 315-hp turbo four and standard adaptive suspension are poised to make short work of any twisties. If you desire a hint more livability, the Integra Type S is a slightly more upmarket offering, throwing in some popular creature comforts and a dollop of extra power. Let’s see if that’s enough to make a difference.2nd Place: 2024 Acura Integra Type SPutting the Integra Type S in second place was not an easy decision, but we have our reasons. There’s no denying that the Integra is the more livable hot hatch for its semi-stratospheric window sticker. Its interior materials are a bit nicer, with dashes of red leather playing well against the microfiber on the seats. There are additional fripperies that make daily driving more tolerable, too, like an ELS audio system, heated seats, and parking sensors.But the cabin has its downsides. The Acura’s rear end is a bit more rakish than the Honda’s, translating to slightly less rear headroom—our six-foot staffers’ noggins rubbed the headliner—as well as mildly worse rear visibility. The Integra (3212 pounds) is also a bit heavier than the Honda (3183 pounds), but the 29-pound variance should be compensated for by the Type S’s five additional horsepower, right?HIGHS: Creature-comfort cornucopia, extra-emotional exhaust, arguably angrier appearance.LOWS: A good bit more expensive, less rear headroom and visibility, extra power doesn’t equal extra performance.VERDICT: While the Integra Type S is still a fine choice, it doesn’t scratch every itch its sibling does.Wrong. Our testing recorded a 5.1-second sprint to 60 mph, not as quick as the Honda. The theme continued in the quarter-mile, where the Acura’s 13.7-second, 105-mph dash also earned the silver. Passing power lagged too, with the Type S requiring 10.7 seconds to go from 30 to 50 mph and 6.9 seconds to go from 50 to 70. One win for the Acura came in fuel economy: In 200 miles of 75-mph cruising, the Type S got 31 mpg, securing a victory by just 1 mpg.Part of the reason the Integra Type S’s turbocharged 2.0-liter four-cylinder makes 320 horsepower (rather than 315 as in the Type R) is its freer-flowing exhaust, which produces a burblier, cracklier note with the occasional overrun that nearly every driver preferred over the Honda’s more muted global-market-friendly tone. However, the additional sound-deadening material in the floor and firewall pretty much canceled out that extra verve; we whipped out the microphones and recorded an identical 73 decibels at 70 mph in both cars. At idle, the Integra and Civic are within a single decibel of each other.More on the Integra Type SOn the style front, most of us preferred the Acura’s aesthetics. The appliqué-style fender flares and sharply styled front fascia pick up some of the aggression that the 10th-generation Civic lost in the transition to the 11th, although Acura skipped a giant wing at home in favor of a more subtle lip spoiler. But at $51,995 to start, against the Honda’s $44,890, the Acura commands a $7105 premium that’s hard to swallow. As effusive as the praise was for the first hopped-up Integra we’ve seen in decades, nearly every entry in the logbook mentioned how five horsepower and a few creature-comfort upgrades did not justify the price delta. 1st Place: 2023 Honda Civic Type RAs good as we believe the Integra Type S is, we think the Civic Type R is just a hair better. It may be down on horsepower, it may have a big ol’ wing in the back, and it may leave our tuchuses a bit chillier in winter, but a big value play and a little on-paper dominance give the Civic the crown.Let’s hit the subjective points first. The Civic Type R’s aft half is just a bit taller, affording additional rear headroom and a slightly more usable rear glass. As with its predecessor, the new Type R’s wing is tall enough to avoid gumming up the driver’s rearview. The bright-red cloth front seats aren’t just a sloppy vampire’s dream; they’re far better suited to holding a driver in place during spirited maneuvers. We prefer the Integra’s shift knob, though, as the Honda’s all-metal affair can get mighty hot on a bright summer day.HIGHS: Several thousand dollars more affordable, S2000-style digital tach, better throttle response helps juice the numbers.LOWS: Doesn’t sound as good as the Integra, no heated seats, aluminum shift knob can overheat.VERDICT: A small edge in performance and a big edge in value give the Type R the nod.While nobody expressed a preference for the Civic’s less dramatic exhaust note, many preferred the Type R’s gauge cluster, which offers a cool S2000-style tachometer in +R mode (and Individual mode, if configured as such). Hit the sportiest mode in the Integra, and . . . the needles turn yellow. Most drivers didn’t mind the mildly stiffer Comfort mode, since performance is the whole point of the Type R badge. Besides, anyone can buy the Integra’s suspension control module (the retail cost is under $300) and swap it in for some extra softness if preferred. Regardless of which is cushier, when pushed to their limits, both cars held exactly 1.02 g’s on our 300-foot skidpad. The vehicles exhibit nearly the same braking power as well, requiring 153 feet to stop from 70 mph. At 100 mph, slamming on the center pedal brought the Type R to a stop in 308 feet, practically a rounding error away from the Type S’s 305-foot effort.Despite its very tiny power deficit, we believe the Civic’s mildly peppier throttle response gave it the edge during our testing. At 4.9 seconds to 60 mph, it’s two-tenths of a second quicker than the Integra, a difference that remains through the quarter-mile, where the Civic achieved a 13.5-second run at 106 mph. However, the Civic was the clear champion in passing; the Honda needed just 9.4 seconds to go from 30 to 50 mph, trouncing the Integra’s 10.7-second result. In our 75-mph highway fuel-economy evaluation, the Civic returned 30 mpg, just behind the Integra but 2 mpg better than the EPA highway estimate.More on the Civic Type RAnd there you have it. When it comes to front-wheel-drive performance cars, an extra dash of power and a few more points in livability make the Integra Type S an extremely compelling option. But we don’t think those things necessarily make it better than the Honda Civic Type R, especially when the Honda has a slight edge in performance and a big edge in value.SpecificationsSpecifications
2024 Acura Integra Type SVehicle Type: front-engine, front-wheel-drive, 4-passenger, 4-door hatchback
PRICE
Base/As Tested: $51,995/$53,785Options: carbon-fiber spoiler, $950; Platinum White Pearl paint, $600; premium carpet floor-mat set, $240
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1996 cm3Power: 320 hp @ 6500 rpmTorque: 310 lb-ft @ 2600 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.8-in vented disc/12.0-in discMichelin Pilot Sport 4S265/30ZR-19 (93Y) DT1
DIMENSIONS
Wheelbase: 107.7 inLength: 186.0 inWidth: 74.8 inHeight: 55.4 inPassenger Volume, F/R: 54/43 ft3Cargo Volume: 24 ft3Curb Weight: 3212 lb
C/D TEST RESULTS
60 mph: 5.1 sec100 mph: 12.3 sec1/4-Mile: 13.7 sec @ 105 mph130 mph: 22.8 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 6.0 secTop Gear, 30–50 mph: 10.7 secTop Gear, 50–70 mph: 6.9 secTop Speed (mfr’s claim): 167 mphBraking, 70–0 mph: 153 ftBraking, 100–0 mph: 305 ftRoadholding, 300-ft Skidpad: 1.02 g
C/D FUEL ECONOMY
Observed: 23 mpg75-mph Highway Driving: 31 mpg75-mph Highway Range: 380 mi
EPA FUEL ECONOMY
Combined/City/Highway: 24/21/28 mpg
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2023 Honda Civic Type RVehicle Type: front-engine, front-wheel-drive, 4-passenger, 4-door hatchback
PRICE
Base/As Tested: $44,890/$45,345Options: Championship White paint, $455
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 in3, 1996 cm3Power: 315 hp @ 6500 rpmTorque: 310 lb-ft @ 2600 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.8-in vented disc/12.0-in discMichelin Pilot Sport 4S265/30ZR-19 (93Y) DT1
DIMENSIONS
Wheelbase: 107.7 inLength: 180.9 inWidth: 74.4 inHeight: 55.4 inPassenger Volume, F/R: 55/44 ft3Cargo Volume: 25 ft3Curb Weight: 3183 lb
C/D TEST RESULTS
60 mph: 4.9 sec100 mph: 12.1 sec1/4-Mile: 13.5 sec @ 106 mph130 mph: 22.6 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 5.9 secTop Gear, 30–50 mph: 9.4 secTop Gear, 50–70 mph: 6.4 secTop Speed (mfr’s claim): 169 mphBraking, 70–0 mph: 153 ftBraking, 100–0 mph: 308 ftRoadholding, 300-ft Skidpad: 1.02 g
C/D FUEL ECONOMY
Observed: 20 mpg75-mph Highway Driving: 30 mpg75-mph Highway Range: 370 mi
EPA FUEL ECONOMY
Combined/City/Highway: 24/22/28 mpg
C/D TESTING EXPLAINEDSenior EditorCars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree. More

The Concours d’Elegance in Monterey, California, has seen more unveilings than the dressing room of a bridal shop, and as the 2023 Monterey Car Week recedes in the rearview, we thought we’d look even further back at a notable launch of the past. In 2007, Callaway Cars revealed the C16 Speedster, a uniquely styled, 700-hp variation on a C6 Corvette. The Speedster’s $350,000 list price when new (over $515,000 in today’s money), not to mention its roofless, fair-weather mission, go some way toward explaining its unintended rarity: only one sold, ever. The coupe and roadster versions went on to sell in the predicted double-digit volumes. But their creator, Ely Reeves Callaway III—speaking only weeks before his recent death—described the Speedster to its new owner as a certified money loser for the company. Still, it nevertheless remained, in his estimation, “the coolest car” his crackerjack outfit ever built. Michael Aaron|Car and DriverBased in Old Lyme, Connecticut, Callaway first caught the public’s eye in the late 1970s by selling atypically well-engineered turbocharger kits for the E21 BMW 3-series, followed in 1983 by a batch of twin-turbo Alfa Romeo GTV6s authorized by the factory. His fledgling firm most famously grew its business by amping up Corvettes and other GM hardware. It made headlines in 1987 with twin-turbo Corvettes, including a Sledgehammer model that could—in 1988, mind you—top 250 mph. Astounding performance figures aside, the firm’s enduring commitment to quality and attention to detail was so great that, for a time, General Motors authorized the sale of Callaways at selected Chevy dealers, honoring in full the factory warranty on the modified cars. By 1994, Callaway-constructed SuperNatural Corvette race cars were achieving podium finishes at LeMans, while GT3 racing versions of the C7 Corvette raced competitively into the 2020s.Named after his trailblazing father, Ely Reeves Callaway Jr.—a successful textile executive and vintner who, late in life, launched the world’s best-selling line of golf clubs—Callaway III would become one of America’s most successful aftermarket tuners, though he’d never cotton to the term. “We don’t call ourselves a tuner,” he told Road & Track. “A tuner takes an aggregate of parts that already exist, bolts them on the automobile, and calls it a customization. Everything we make is made specifically for the car. And we manufacture it ourselves.”Michael Aaron|Car and DriverThe C16 is perhaps one of the greatest proofs of this self-assessment, for it is far removed from any regular production Corvette. When it was purchased new by Ken Lingenfelter, a wealthy collector who that same year acquired his distant cousin John’s Lingenfelter Performance Engineering (another sophisticated and well-regarded not-a-tuner of GM iron), the C16 had seen but 600 miles pass beneath its bespoke carbon-fiber/magnesium wheels, carbon ceramic brakes, and adjustable coil-over Eibach suspension when it was put up for auction on Bring a Trailer in 2022. Failing to sell at a high bid of $252,000, it returned to Lingenfelter’s collection. The following year, a well-heeled collector who chooses to remain anonymous but whose Euro-centric garage residents tend to wear Porsche and Ferrari badges, found himself strangely beguiled by the Speedster. This despite his wryly noting that “It’s as practical as a chocolate teacup.” A deal was struck, details of which he preferred not to disclose. The car went to Connecticut’s Miller Motorcars for a light reconditioning, and two weeks before Callaway’s unfortunate passing, the Speedster’s current owner dined with the maestro, where he learned of the affection its creator still held for the car. Designed by Callaway’s de facto in-house designer, Montreal-based and U.K.-trained Paul Deutschman, every one of the Speedster’s fiberglass body panels was new. Still in mint condition—finished in azure blue, with a contrasting silver hood bulge and seats covered in high-grade dark blue German leather with contrasting Alcantara inserts—the vehicle reads as elegant and tasteful despite an inherent extrovert swagger highlighted by its conspicuous lack of side glass and a proper windshield. The current owner added this stick-on mirror, the original design assuming that at 210 mph, it didn’t matter what was behind you. Jamie Kitman|Car and DriverThe Corvette origins of its dash and switchgear are at once obvious yet easily forgotten, with every interior panel flawlessly trimmed in matching leather and reassembled for minimum squeaking and creaking, which it’s fair to say marks a change from most Corvettes of that era. The view under the hood is similarly clean, neatly plumbed, and professional.In place of a windshield, low Lexan “wind deflectors”—sourced from a period BMW motorcycle—provide the faintest modicum of protection from passing stones and birds, while fairings behind driver and passenger house a pair of custom carbon-fiber helmets. Though the wind deflectors are acceptable at low speed, Callaway recommended helmets “for more spirited motoring.” Sitting motionless in the C16, which now sports a hair over 800 miles on its odometer, we are enchanted. It’s exceedingly pleasant, open yet somehow cosseting, and as we pause before taking off, one can’t help admiring again the fit and finish. At 40 mph down a country lane, such thoughts recede as the intoxicating whine of the supercharger begins to make itself known, along with the massive supply of torque (660 pound-feet at 4750 rpm) and, again surprising us, the complete absence of rattles and squeaks. Coupled with a ride quality of supreme suppleness, this is a speedster that does not seem to want to beat up its occupants. However, this perception doesn’t last long.Built-in helmets are a brilliant addition to a car with no windshield. Unfortunately, we didn’t know how to release them from their holders. Jamie Kitman|Car and DriverPicking up the tempo, we experiment further with the well-weighted, six-speed manual gearbox (with this much torque and 700 supercharged and intercooled horsepower from its 378-cubic-inch V-8, any gear will do), though the wind is quickly becoming a factor. Pleasant at low speeds and not unbearable at modest ones, it gets steadily more punishing. And as we approach highway speeds, it becomes way more brutalizing than you’re likely used to. At 60 mph, we want to reach for a helmet, but as the new owner hadn’t yet figured out how to open the rear clamshell to release the noggin protectors from their semi-exposed cubbies, we find ourselves forced to obey the local speed limit. Not exactly what one has in mind with a car that ran 212 mph from the factory, but not unwise given its rarity and value. We conclude that the Callaway C16 Speedster is a machine whose appeal was, like its essence, simultaneously great and minimal, with a promise both finite and unlimited. We reckon that these are paradoxes that, had a worldwide economic meltdown not occurred at the time of its launch, surely more than one person would have liked to ponder. Preferably while wearing a full-face helmet. Contributing EditorJamie Kitman is a lawyer, rock band manager (They Might Be Giants, Violent Femmes, Meat Puppets, OK Go, Pere Ubu, among his clients past and present), and veteran automotive journalist whose work has appeared in publications including _Automobile Magazine, Road & Track, Autoweek, Jalopnik, New York Times, Washington Post, Politico, The Nation, Harpers, and Vanity Fair as well as England’s Car, Top Gear, Guardian, Private Eye, and The Road Rat. Winner of a National Magazine Award and the IRE Medal for Investigative Magazine Journalism for his reporting on the history of leaded gasoline, in his copious spare time he runs a picture-car company, Octane Film Cars, which has supplied cars to TV shows including The Marvelous Mrs. Maisel, The Americans, Halston, and The Deuce and movies including Respect and The Post. A judge on the concours circuit, he has his own collection with a “friend of the friendless” theme that includes less-than-concours examples of the Mk 1 Lotus-Ford Cortina, Hillman Imp, and Lancia Fulvia, as well as more Peugeots than he is willing to publicly disclose. More

From the January 1996 issue of Car and Driver.James Bond, long noted for his keen sense of fashion accessories, has a new pistol and a new car for his latest cinematic adventure. Seasoned observers will notice a new man standing in Bond’s tuxedo, too. For more on the piece and the hunk, you’ll need other magazines. We’re here with the inside story on the roadster. Bond’s past rides have been drawn from a highly exclusive motor pool­—various Aston Martins, a rare open-top Toyota 2000GT, and something agile from Lotus, to name a few. But for GoldenEye, he seems to have uncharac­teristically moved down into the middle market. Sure, BMW is a Fifth Avenue name, but the company intends this new Z3 Roadster to be a BMW for the many rather than a BMW for the few. What’s the difference?Check the price—$29,320 for a well­-equipped Z3, with air conditioning, ABS, dual airbags, central locking, power-adjustable driver’s seat, anti-theft system, and stereo in the standard package. “Oh, no,” you’re groaning. “Bond has turned into a budget shopper for the frugal Nineties?” Nope. The Z3 is a fun flier. Everything about it is exactly what you’d expect of BMW—except the price. Exactly what you’d expect because the major mechanicals are pulled directly from the 3-series parts bin. The standard engine (for the U.S.) is a 138-horsepower, 16-valve 1.9-liter four—a slightly bored and stroked 1.8—to be shared with the 3-series. Transmission choices are five-speed manual or four­-speed automatic also shared with the 3-series, as is the strut front suspension. Rear suspension is the semi-trailing-arm design carried over directly from the pre­vious 3-series. In the cockpit, the instru­ment cluster and numerous vents, handles, knobs, and switches have all been seen before, if not in the U.S. then in 3-series variants sold elsewhere on the planet. All of these familiar com­ponents are assembled with the U.S.-made interior trim and all­-steel body at BMW’s new plant just outside Spartanburg, South Carolina—the only source of Roadsters for export to “100 markets around the world,” according to BMW.Except for the fuse­lage look of this car’s front half, it’s really quite a conventional front-engined rear­-driver. “Grown-up Miata” is a nutshell summary, although that understates the slick and sophisti­cated BMW feel that sets the Z3 apart from any other two-seater on the U.S. market. Dimension­ally, the Z3 is hardly grown up at all. Its 158.5-inch overall length makes it only 3.1 inches longer than the Miata. Width and height are up 0.7 and 2.5 inches respectively. At 2600 pounds, it weighs about 200 pounds more. Only one dimension differs substan­tially from the Miata—wheelbase is 7.1 inches longer. And that, combined with clever packaging, makes the Z3 an easy fit for six-footers without tossing away the zippy sports-car feel. The cockpit is appropriately intimate but not cramped. Long doors ease in-and-out for those lanky of limb. The seat is up off the floor more than you’d expect, which adds to comfort. Everyday users will probably complain mildly about a lack of space behind the seats for stowing a briefcase. The unlined top has a flexy plastic-film rear window. Manually raising and low­ering the roof is Miata-easy, but a power soft top (and a hard top) will be avail­able next year. The lowered top can be quickly hidden with a soft-yet-molded cover retained by just four snaps. The open interior is not as draft-free as that of, say, a Corvette convertible; raising the side windows increases the ruckus at the back of the neck. A wind blocker similar to the one offered on the 3-series convertible is an option.Trunk space is surprisingly generous, 6.3 cubic feet, thanks to some thoughtful layout choices made during the design stage. The old 3-series trailing-arm sus­pension was chosen for its compactness, which left space directly above for a 13.5-gallon molded-plastic fuel tank and space behind for an “emergency size” spare tire stored flat beneath the floor. Our driving thus far has been limited to a few hundred miles in an export-to­-Germany version, though it was optioned quite close to the standard U.S. model, including the 138-hp engine and Michelin Pilot HX 225/50ZR-16 tires on 7.0-inch­-wide alloy wheels. Freed of the sedan’s weight burden, this four easily takes up the roadster spirit, though the Z3 is eager rather than fast. BMW claims 0-to-62-mph accel­eration of 9.5 seconds (our testing usually shaves a second off BMW esti­mates) and a 127-mph top speed. Nonetheless, the four happily chases its 6200-rpm redline. Buttery-smooth, short-travel controls give the driver a great feeling of harmony with the machinery. The clutch and shifter are truly first rate, the power steering is light and very quick, the dead pedal and just-­right seat work together to give you a stable platform for precise driving. The Michelins are seriously grippy yet gradual in their approach to the limit. This is one of those BMWs that under­steers predictably under power, then flicks its tail out when you lift, a product of bushing deflection in this older rear-sus­pension design. By every objective stan­dard, this self steering is hardly a good idea, but it’s harmless entertainment in a low-powered car and hardcore BMW drivers like it a lot. The Z3 is a shrewd execution. At first glance, it packs BMW-style driving enjoy­ment in a genuine sports-car package at a price that’s within stretching distance of many budgets. That would normally be enough to assure our approval. But the planners thought further ahead with the Z3, giving it an uncommon number of possi­bilities for future variations. We think the Z3 goes far beyond the 3-series in its readiness for the M-Sport treatment. Already the option sheet includes 225/45ZR-17 tires on 7.5-inch-wide wheels, and a further sport-suspension option lowers ride height by 0.6 inch. BMW engineers allow that the six from the 328i will fit the Z3’s compartment. Our tape measure says that the 4.0-liter V-8 will fit too, and small-block Ford and Chevy V-8s should be easy. Monster Z3s, anyone? Moreover, the shoulder-belt attachments behind the seats rise up from the unit body in a way that invites attaching a roll bar. We notice, too, that all of the exterior sheetmetal bolts on, which allows quick styling variations. The limited usefulness of a two-seater, compared with a sedan, naturally narrows its sales prospects. Two-seaters are both self-indulgence and self-expression, and BMW seems exceptionally sensitive to the idea that every customer may have his own idea of how his sports car should be cooked. Some differences are based on national preferences. American cars, for example, will all have cupholders while export models won’t, and the standard cloth seats preferred elsewhere in the world will be replaced by leatherette here, with leather a $1150 option. More BMW Roadster Reviews From the ArchiveFor an idea of the variety available from the Z3 parts bin, look at James Bond’s car, as expressed by the special­-edition James Bond Z3 that quickly sold its 100-car allotment in the Neiman-­Marcus Christmas catalog. It has the high­-potency stereo, not otherwise available in the U.S. because the subwoofer occupies entirely the lock-up storage compartment behind the seats. “Theft is too big of a problem in the U.S.,” one BMW executive told us. Then there’s the “Chrome Package,” including bright windshield trim, door handles, instrument bezels, and various other knobs and buttons, also not scheduled for this market. And the rear-deck luggage carrier and wood-burl inte­rior trim, which will be available later if not sooner. Are you beginning to get the idea this is a two-seater whose possibilities merely begin with a James Bond adventure? SpecificationsSpecifications
1996 BMW Z3 RoadsterVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE
Base: $29,320
ENGINEDOHC 16-valve inline-4, iron block and aluminum head, port fuel injectionDisplacement: 116 in3, 1895 cm3Power: 138 hp @ 6000 rpmTorque: 133 lb-ft @ 4300 rpm 
TRANSMISSION5-speed manual
DIMENSIONS
Wheelbase: 96.3 inLength: 158.5 inWidth: 66.6 inHeight: 50.7 inCurb Weight (C/D est): 2600 lb
MANUFACTURER’S PERFORMANCE RATINGS
62 mph: 9.5 secTop Speed (drag limited): 127 mph  More

From the January 1996 issue of Car and Driver.You could see this Corvette coming a mile away, and not just because of its retina-ripping red, white, and blue paint. The idea apparently was to take a Corvette in the last year of its model run and turn out a special edition to hook a few customers waiting for next year’s new model. This tactic worked with the pre­vious-generation Corvette, which begat a “Collector Edition” in 1982 with special paint, badges, and wheels and an engine (codenamed L83) closely related to that of the new-design Corvette due the following year. That ’82 car was the most expensive Corvette to date, yet it accounted for a quarter of the year’s Corvette sales. HIGHS: Best-ever small-block V-8, delightful power and grip, stick-out-in-the-crowd exclusivity.So here comes the 1996 Corvette Grand Sport, with special paint stripes, badges, and wheels and a new LT4 5.7-liter V-8, reported to be a preview of the Gen III 5.7-liter that will bow in next year’s entirely new Corvette. Surprise! Jim Frenak|Car and DriverThe Grand Sport is joined by another collector edition, cleverly named the “Collector Edition.” They share chrome badging and the revised V-8, but only the Grand Sport receives the white stripe over Admiral Blue paint reminiscent of the original Grand Sport. That was the name applied in 1962 to five blindingly fast lightweight Corvettes built to take on Car­roll Shelby’s factory-prepared Cobras, right before GM brass slammed the lid on factory racing. Stay with us here. The Grand Sport is a factory option package for both coupes and roadsters, and about 1000 will be produced. For $3575 more than the Corvette coupe’s $38,120 base price, buyers get the Admiral’s paint job, chrome emblems, leather seats in black or red, and larger tires and wheels (painted black) from the ZR-1. Convertibles get standard-sized tires and wheels. The ZR-1 covered its extra-wide rear 315/35ZR-17 Eagle GS-Cs with three inches of wider fender, but the Grand Sport coupe must do with less expensive but clumsier-looking add-on fender flares (borrowed from Japan-bound Corvettes). This package comes only with a six-­speed manual, which means you must also buy the $1595 LT4 engine, an option shotgun wedding on all six-speed Corvettes this year. (Automatics come only with last year’s LT1.) The LT4 engine, garnished in bright red paint and ignition wires for Grand Sport duty, is an LT1 with throat surgery for better breathing. The cylinder heads have revised ports with wider passages, and valve diameters have been increased by 0.05 inch. Reduced valve-pocket depth on the cast-aluminum pistons raise the compression ratio from 10.4 to 10.8:1. Hollow valve stems, higher-rate springs, and a camshaft profile with higher lift and more overlap allow a 600-rpm redline vault to 6300 rpm. Jim Frenak|Car and DriverFinished off with higher-flow fuel injectors, stronger head gas­kets, and a stronger crankshaft, the V-8 reportedly turns out 30 hp more (for 330 total), and at higher rpm—5800, versus 5000 for the LT1. Torque rises by only 5 pound-feet (to 340), but it peaks 900 rpm higher, at 4500 rpm.LOWS: Trembling fiberglass fenders, nervous moves at the limit.Well, yahoo! Bigger tires and more engine! But then we went to the track, where our performance expectations wilted like a Nutty Buddy dropped on hot pavement. The fatter Eagle GS-Cs and revised torque curve make the Grand Sport harder to launch, requiring more revs­—over 4000, versus 2300 for last year’s Vette. Even with that drama behind us, the LT4’s heavier breathing remained elusive. The Grand Sport’s sprint times match those of the last LT1 Corvette we tested—­same 5.1-second 0 to 60, same 13.7-second quarter-mile. Only its 168-mph top speed (a 7-mph improvement) reveals the LT4’s added muscle. Jim Frenak|Car and DriverBut don’t try this test at home, kids. The Grand Sport option doesn’t buy the LT4 a much-needed oil cooler, and a minute or two at top speed spikes the oil-tempera­ture gauge needle past its red zone. “That’s where the synthetic oil saves you,” says Corvette Engineering Manager Bob Applegate, referring to the Corvette’s Mobil 1 oil recommendation. At speeds less likely to re-refine the Mobil 1, the LT4 engine delivers the same instant throttle response and vigorous thrust as the LT1, all the way up to its higher redline. No bitching here. The higher revs make the Vette feel more sophisticated, and its characteristic trans­mission whining sounds more purposeful. Back to those rear tires, which keep the rear end very well planted—perhaps too well. They increase understeer in normal maneuvers. Break the tail end loose with brakes or throttle, on the other hand, and the resulting oversteer is more difficult to manage, especially on less-than-perfect pavement. Our test car’s Z51 Performance Handling package, a $350 spine-pulver­izing collection of stiffer springs and shocks for autocrossers, seems to exacer­bate these tendencies. The silver lining is an increase in cornering grip by 0.04 g, to 0.89 g, and a slight shortening of 70-to-0-mph braking distance, to 164 feet. These numbers are within the range of the Nissan 300ZX Turbo and the Mitsubishi 3000GT VR4, the Corvette’s only competitors now that rigorous OBD II regulations helped excise the manual Toyota Supra Turbo and the Mazda RX-7 from the U.S. market. Corvette HistoryIf better performance doesn’t distin­guish the Grand Sport, there’s always that graphics package. Behold what you will, but the look demands attention. The optional red seats are so bright they could fuse corneal rods and cones. Jim Frenak|Car and DriverUnderneath the flash and dash remains a fourth-generation Corvette in its final year. Which carries implications both good and not-so-good. Good is the Vette’s steadily improved quality, drivability, and power, its brute-force sparkle, and its vibrant character. Not so good is this car’s difficult ingress/egress and cramped cockpit, its GM parts-bin feel, its trembly body, and its nervous handling over bumps. VERDICT: A playful parting shot before Chevy gets serious next year.The Grand Sport’s collectibility may render those complaints inconsequential. For enthusiasts who don’t take the GS bait, well, they won’t have long to wait for a fresh catch.SpecificationsSpecifications
1996 Chevrolet Corvette Grand SportVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 3-door targa
PRICE
Base/As Tested: $43,290/$45,577Options: option group 1 (automatic climate control, Delco-Bose AM/FM stereo radio/cassette), $1333; sound-system upgrade, $396; Z51 Performance Handling package, $350; luxury tax on options, $208
ENGINEpushrod 16-valve V-8, iron block and aluminum heads, port fuel injectionDisplacement: 350 in3, 5733 cm3Power: 330 hp @ 5800 rpmTorque: 340 lb-ft @ 4500 rpm 
TRANSMISSION6-speed manual
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 13.0-in vented disc/12.0-in vented discTires: Goodyear Eagle GS-CF: 275/40ZR-17R: 315/35ZR-17
DIMENSIONS
Wheelbase: 96.2 inLength: 178.5 inWidth: 70.7 inHeight: 46.3 inPassenger Volume: 48 ft3Trunk Volume: 13 ft3Curb Weight: 3388 lb
C/D TEST RESULTS
60 mph: 5.1 sec100 mph: 12.7 sec1/4-Mile: 13.7 sec @ 104 mph130 mph: 23.7 sec150 mph: 46.0 secRolling Start, 5–60 mph: 5.7 secTop Gear, 30–50 mph: 12.0 secTop Gear, 50–70 mph: 11.9 secTop Speed (drag ltd): 168 mphBraking, 70–0 mph: 164 ftRoadholding, 300-ft Skidpad: 0.89 g 
C/D FUEL ECONOMY
Observed: 15 mpg 
EPA FUEL ECONOMYCity/Highway: 17/25 mpg 
C/D TESTING EXPLAINED More

Volvo’s core brief for its new EX30 crossover was, well, brief: Build a small, desirable premium electric vehicle with over 250 miles of usable range, and price it under $35,000 (before destination and not including government rebates). So far as we can tell, from a two-day immersion with the cute-ute at Volvo HQ in Sweden, it has achieved that goal. The EX30 is adorable and intriguing. It should also be a startling performer. The top-spec all-wheel-drive Twin Motor Performance model boasts 422 horsepower and 400 pound-feet of torque, sufficient, Volvo claims, to accelerate its smallest SUV (stated weight: 4140 pounds) from zero to 60 mph in 3.4 seconds. From the passenger seat, where we had our first experience with the EX30 on Volvo’s test track, it felt solid and stolid.”All of our cars must have a clear Volvo character,” says Egbert Bakker, the brand’s technical leader of vehicle dynamics, as he chauffeurs us through myriad gut-churning maneuvers that made us glad we’d skipped the breakfast herring. “And that means it must feel predictable, controllable, and comfortable.” The remit for this entry-level EV, a fresh category for the brand and one meant to attract fresh customers, also included a couple of other descriptors: confidence and agility. For a basic template, Volvo leaned on the parts bin—and deep-pocketed EV R&D—of its corporate overlord, the Chinese industrial conglomerate Geely, but then worked hard to Sweden the deal. “We received a system,” Bakker says euphemistically of the car’s underpinnings. “But we made it our own—our own dampers, tires, steering, anti-roll bars. These are all unique to Volvo.”Despite a shortish wheelbase, which can more readily transmit pitch and hop into the cabin, the EX30 feels nicely controlled, even over the broken pavement, choppy expansion joints, and undulating dips on the long stretches of Volvo’s test track that simulate America’s tattered tarmac. Rebounds feel stable and devoid of bump-stop crashes, and isolation is admirable, even compared with the brand’s lovely, larger XC40. All of this is achieved without computer-controlled air springs or adaptive dampers. “That’s not really a category convention,” Bakker explains, in the inimitable manner of a veteran engineer. A suite of advanced driver-assistance systems, including blind-spot assist and Volvo’s Pilot Assist (lane-keeping aid, plus adaptive cruise control), is standard, as you would expect. Handling is aided by the presence of the 64.0-kWh battery pack in the floor, lowering the center of gravity of the stubby EV (which is about the size of a VW Golf, albeit some three inches taller). Volvo’s recent switch to a rear-wheel-drive default for its AWD EVs helps as well. The front axle only engages when slip is detected at the rear, the accelerator is pressed deeply, or Performance mode is engaged. (The 3858-pound Single Motor Extended Range starter model is rear-wheel drive only and pumps out 268 horsepower and 253 pound-feet of torque, providing a claimed zero-to-60 time of 5.1 seconds.) The exterior styling is a somewhat more winsome and whimsical version of Volvo’s contemporary design language, with a slightly softened, arched-eyebrow iteration of the marque’s T-shaped Thor’s Hammer headlamps flowing into a doughier, grille-less front end. The beltline swings up at the rear to meet the fat C-pillar. Tall taillamps course through intricate sectioned reflectors, running the height of the scrunchy rear hatch. The body stampings are simple but styled, reflecting and yet transcending the car’s manufacturing budget.The interior is where Volvo’s efforts at cost savings emerge most pointedly. As in the Tesla Model 3, the dash is entirely blank save for a large central screen. There’s no instrument cluster; the screen handles all driver functions from speedometer to navigation to climate control. (Budget upsides: less wiring and a cheaper transfer from RHD to LHD configurations.) The simple HVAC vents are molded structurally into the dash panel to save on stampings and materials. A sound bar at the base of the windshield takes the place of individual speakers. And the interior is nearly absent of traditional luxury signifiers like leather, wood, and metal. These have been replaced by, depending on what decorative scheme you select, molded substances made from recycled or upcycled plastic bottles, fishing nets, window frames, flax, wool, or denim cuttings.These humble-sounding sources—once woven, compressed, faceted, polished, perforated, and otherwise transformed—create intriguing surfaces that demand fondling and inspire delight, while calling subtle attention to their signaled virtue. The experience is at once minimal and decidedly tactile, enhanced by the brand’s decision to use a wealth of color. Misty sky blues, ocean-dark indigoes, pine greens, and cloudy silvers take the place of the insipid blacks and beiges that dominate the industry. USB-C ports abound, as do especially clever storage elements: a central glovebox, stacked tiers of slide-out bins, giant door pockets, floor-mounted cabinets, a tiny frunk, and an adjustable rear cargo floor.A spear of satin-finished steel capped by a large retro-appearing metal door pull, like something from a Scandinavian Modern under-counter fridge, is the only interior jewelry. The effect is initially jarring but ultimately soothing. We deserve a new, more intriguing interior material language to reflect our shifting definition of what a car can be, one that moves beyond Tesla’s decontented, big screen/gaming chair Hacker House Bedroom aesthetic. If it is in the service of leading us further toward sustainability, we’re down with that as well.More on the EX30Of course, in order to achieve this price point, Volvo will not be building the EX30 in labor-union-strong Sweden, but in low-wage China. How that affects quality and durability is for now an open question. So, too, is the question of how the EX30 drives. The latter, at least, we should be able to answer soon. The EX30 arrives in U.S. showrooms in the first half of 2024. SpecificationsSpecifications
2025 Volvo EX30Vehicle Type: rear- or front- and rear-motor, rear- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE 
Single Motor Extended Range, $36,145; Twin Motor Performance, $40,000 (C/D est)
POWERTRAINS
Rear-Drive Single Motor: permanent-magnet synchronous AC, 268 hp, 253 lb-ftAll-Wheel-Drive Front Motor: permanent-magnet synchronous AC, 154 hpAll-Wheel-Drive Rear Motor: permanent-magnet synchronous AC, 268 hpCombined Power: 422 hpCombined Torque: 400 lb-ftBattery Pack: liquid-cooled lithium-ion, 64.0 kWhPeak DC Fast-Charge Rate: 153 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 104.3 inLength: 166.7 inWidth: 72.3Height: 61.1 inPassenger Volume, F/R: 55/38 ft3Cargo Volume, Behind F/R: 32/TBA ft3Curb Weight (C/D est): 3900-4150 lb
PERFORMANCE (C/D EST)
60 mph: 3.3-5.0 sec1/4-Mile: 12.0-13.0 secTop Speed: 150 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 130-139/140-145/120-125 MPGeRange: 265-275 miContributing EditorBrett Berk (he/him) is a former preschool teacher and early childhood center director who spent a decade as a youth and family researcher and now covers the topics of kids and the auto industry for publications including CNN, the New York Times, Popular Mechanics and more. He has published a parenting book, The Gay Uncle’s Guide to Parenting, and since 2008 has driven and reviewed thousands of cars for Car and Driver and Road & Track, where he is contributing editor. He has also written for Architectural Digest, Billboard, ELLE Decor, Esquire, GQ, Travel + Leisure and Vanity Fair.    More

Once, no American middle-class household was complete without a goldenretriever, a Walkman for each junior Master of the Universe, a swing set gracingthe back lawn, and a station wagon in the garage next to Dad’s sedan. In today’s digital world, only the dog remains a must-have accessory for the bourgeoisie, and the favorite family hold-all is the three-row SUV. Although the station-wagon segment has shrunk to a niche within a niche, a small bunch of well-to-do nonconformists still like their Allroads, Sport Turismos, and Cross Countrys. Against all odds, however, Mercedes expects an increased take rate for the second-generation E-class All-Terrain. We drove the 2024 E450 4Matic and were smitten by its style and ability.Even though the All-Terrain feels at home on a variety of challenging surfaces and should be capable of tackling loose gravel and deep snow, don’t let the plastic-clad wheel arches, the beefier bumpers, and a bespoke grille fool you: This luxury wagon lacks the serious ground clearance, the steep approach and departure angles, and the fording depth required for serious mud wrestling and rock climbing. Still, this special E-class is not just a pretty pretender. There are underbody protection plates front and rear, and the air suspension can be lowered by 0.6 inch (it lowers automatically above 75 mph) and raised by 0.8 inch (when fully raised, speed is limited to 9 mph).Would-be off-roaders get a new widget with bespoke graphics and detailed information that’s displayed on the optional full-width Superscreen. Available information includes a compass with position details, temperature and elevation readouts, a tire-pressure and temperature gauge, inclination and tilt-angle meters, a suspension-travel pictogram, and a ride-height adjustment button. And there’s more, including hill-descent control that can be set at any speed up to 11 mph. The optional 360-degree surround-view camera system includes a so-called “transparent hood.” This stitched-together view utilizes an underbody camera that turns straddling rocks and crossing streams into a live in-dash video experience.Still, the All-Terrain is too precious for the Rubicon Trail, but riding a little higher than the sedan, it will safely take you right to the doorstep of a remote ski lodge in the middle of a snow storm, tow up to 4600 pounds of snowmobiles or trail bikes, and carry 65 cubic feet of prime claret in its luggage compartment. Even the multibeam LED headlights have an off-road mode that compensates for sharp dips and rises while broadening and intensifying the close-range illumination at low speed. There is no change to the familiar E-class air suspension supported by adaptive dampers and a pair of anti-roll bars, but like all E450 models, the All-Terrain gets the stronger Sport brakes with larger-diameter 14.6-inch front and 14.2-inch rear rotors.The only engine available in the U.S. is the turbocharged 3.0-liter inline-six, which now develops 375 horsepower (up from 362) along with 369 pound-feet of torque. Though it doesn’t increase the engine’s peak output, the hybrid-assist system can inject up to 23 horsepower and 151 pound-feet of torque to improve both drive-away smoothness and kick-down performance. As a result, the portly five-seater can accelerate in an athletic 4.6 seconds from zero to 60 mph, according to its maker. EPA fuel economy estimates are not yet available, but in a full-day drive through the tourist-infested Dolomite Alps, we saw a perfectly acceptable 22 mpg. Since the combustion engine and deceleration events are constantly recharging the hybrid battery, repeat leadfoot action is not an issue except when nailing the throttle for good on the autobahn. Unlike the new E-class sedan, the wagon is not available with rear-wheel steering (due to packaging constraints), and the All-Terrain also can’t be had as a plug-in hybrid.related storiesAlthough one can select different dynamic settings in a personalized driving program, the car works best overall in Sport, which is nicely balanced and commendably involving as long as you can live with the brash, artificially enhanced exhaust note. The inline-six is a gem, now more than ever thanks to the electric torque boost that summons its full instant strength when the combustion engine is still collecting its wits.We hopped from one famed mountain pass to the next, and while the All-Terrain felt big and heavy on the ancient spiraling twisties, the go-almost-anywhere Benz remained stoic and stable pulling out all the stops when the road opened up. Coherent, compliant, and controlled, this car deserves four stars out of five for its strong cornering grip and nicely balanced ride—we had no problem maintaining an energetic flow through bends fast or slow. Although the steering is neither super-precise nor ultra-sharp, it puts you in charge with poise and confidence. The brakes take a bit of effort, and the pedal feels a little numb, but the system delivers the goods with resilience and vigor, again and again.The All-Terrain elements give the new E-class wagon a veneer of go-anywhere capability that speaks to today’s much smaller cadre of wagon buyers. But at its core, this is a true station wagon, rather than a crossover, and therein lies the crux of its appeal.SpecificationsSpecifications
2024 Mercedes-Benz E450 4Matic All-TerrainVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
Base: $75,000
ENGINE
Turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2999 cm3Power: 375 hp @ 6100 rpmTorque: 369 lb-ft @ 1600 rpm
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 116.6 inLength: 195.0 inWidth: 75.0 inHeight: 58.9 inCargo Volume, Behind F/R: 65/22 ft3Curb Weight (C/D est): 4700 lb
PERFORMANCE (C/D EST)
60 mph: 4.3 sec100 mph: 11.4 sec1/4-Mile: 13.0 secTop Speed: 130 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 25/23/28 mpgContributing EditorAlthough I was born the only son of an ornithologist and a postal clerk, it was clear from the beginning that birdwatching and stamp collecting were not my thing. Had I known that God wanted me to grow to 6’8″, I also would have ruled out anything to do with cars, which are to blame for a couple of slipped discs, a torn ligament, and that stupid stooped posture behind the wheel. While working as a keeper in the Aberdeen Zoo, smuggling cheap cigarettes from Yugoslavia to Germany, and an embarrassing interlude with an amateur drama group also failed to yield fulfillment, driving and writing about cars became a much better option. And it still is now, many years later, as I approach my 70th birthday. I love every aspect of my job except long-haul travel on lousy airlines, and I hope it shows. More

From the August 1989 issue of Car and Driver.Many a road test in this magazine has begun with a giddy description of accel­eration forces so fierce that they momen­tarily halt pancreatic function, or with a rapturous account of an engine more melodious than a thousand thrushes singing a cappella, or with a feverish chronicle of pavement adhesion so com­plete that divots were actually ripped out of the concrete by clawing tires. Well, this review of the new Acura lntegra GS four-door is going to be a little different.We’re fixing to wax lyrical about the silken action of a turn-signal mechanism, because that detail and numerous others contribute to a finesse that sets this car apart from the general run of the mid-price class. The lever glides in response to finger pressure. Without seeming to resist motion, the effort rises just enough to say “hold here” when you wish to give a few blinks to signal a lane change. The limp response of ordinary levers—or, worse yet, the grittiness—is completely absent. Slipping over the detent into the full-turn mode proceeds as smoothly as a swallow of Häagen-Dazs. This Acura mechanism alone feels like it cost as much as a whole monthly payment for some other brands. Glorious-feeling turn-signal levers are not the stuff of spec-page legends. May­be they should be. Because there comes a time in most everyone’s life when heroic speeds and look-at-me styling aren’t enough. An automobile needs to be fine­ly tailored as well, rich in nuance, abounding in detail. We’re talking mature values here. If you’re thinking “car for old farts,” don’t be too hasty. BMW made its reputation in this country with slick machinery packed in don’t-look-twice sheetmetal. Honda’s Acura Division pictures itself in a BMW role, and the new Integra supports that notion. This is a car that’s deeply satisfying in many categories but that won’t draw much notice in a crowd. This new Integra line consists of a three-door hatchback and a four-door se­dan. Moving to a notchback from the old five-door hatchback is a step toward a more conventional market. Moreover, the hatchback has a we’ve-seen-this-be­fore look about it that quiets our ardor somewhat. Taken together, the Integra line seems less youthful than before. Let’s focus directly on the hatchback for a minute. Style, power, and price are the sought-after ingredients in the sporty hatchback class, which also includes the VW GTI, the Mitsubishi Mirage Turbo, the Dodge Shadow Turbo, and such even-more-purposeful players as the Nissan 240SX, the Ford Probe GT, and the Mitsubishi Eclipse/Plymouth Laser turbos. When it comes to style, the Integra’s low-profile tires enclosed in high-profile fender openings further weaken an appearance that’s none too strong to start with. Many of the others in the class look sexier. In the power category, the hatchback’s 130-hp four-cylinder (also used in the four-door) performs nicely, but it’s not in the same league with some of the turbos offered in this class. Then there’s the base price, ranging from $11,950 for the price-leader five-speed to $16,550 for the top-of-the-line three-door automatic. Clearly the Integra hatchback has no price advantage, either. Uh, that’s three strikes, isn’t it?What does the Integra hatchback bring to the party that the others can’t match? Is this a good time to mention mature values, i.e. slick-feeling switches, tasteful instrumentation, precise con­trols, and all-around commendable be­havior? Probably not, because hatchback buyers in this price range are usually looking for something a bit more arousing. Where these mature values are really appreciated is in sedans, and we think the Integra four-door is the more successful model. This is a sports sedan with the right stuff. It’s a bit longer than the coupe—two inches more wheelbase, nearly four inches more overall. It has the slick, buttoned-down feeling that quality-seeking people appreciate and that only money can buy. Honda says the new Integra body is 30 percent stiffer in bending and 90 percent more rigid in torsion than the old model. Both Integra models have a wonderfully solid, creakless, buzzless way of going about their business. Yet this rigidity wasn’t accomplished with masses of steel, because the cars have more glass than ever. The cowl and the hoodline are low in the Honda fashion, allowing a close-up view of the road. And the roof pillars are thin, blocking only 36 degrees of the driver’s 360-degree view.Honda has done something interesting with the side windows: it’s made them frameless. On both the hatchback and the sedan, the glass extends up out of the doors with no metal surrounding it. When the windows are up, they press against a complex and highly resilient seal attached to the body’s door opening. When they are down, the door does not extend above the beltline. The benefits are obvious. The pillars look slimmer. The side glass fits nearly flush with the outer surface of the body. And when the door is open, the part above the beltline intrudes less into your entry-exit space. The obvious concern is leaks. We didn’t try the carwash test, but the exam­ples we drove were uncommonly good at suppressing air-rush sounds at elevated freeway speeds. A less obvious concern is the effect of the resilient, long-travel seal on door closing. If you give these Acura doors only the gentle push required to latch most Honda doors, the glass bounces off the seal, leaving the door ajar. A stronger slam is necessary. That’s a small detail. What will very likely be a big detail for four-door buy­ers—who are generally less enthusiasti­cally inclined than three-door buyers—is the new automatic transmission, a four­-speed with electronically controlled shifts, a lockup torque converter, and a driver­-selected Sport mode that raises shift points in part-throttle conditions. This is one of the few automatics we’ve found that operates happily with a small engine. It knows when to shift—not before 6300 rpm when you’re standing on the gas, thank you very much—and every shift is crisp enough to please those who would normally prefer doing it themselves.Marrying an automatic to this 1.8-liter four-cylinder wasn’t an easy trick, be­cause the engine has a late-peaking torque curve that rises to its maximum at 5000 rpm. Low-speed performance is about what you expect of an 1834-cc unit. The bonus starts at 4500 rpm with a satis­fying surge that continues on up to the 6600-rpm redline. This torque curve is probably the most sporting aspect of the whole car. It provides plenty of incentive to turn up the revs. Good as the automatic is, though, the accurate five-speed shifter is by far the best accompaniment. In fact, as we were pushing our five­-speed four-door through a mountain road in Arizona we momentarily forgot our classification of the Integra as a ma­ture-values car. Handling is much superi­or to that of the first-generation Integra. There are no false signals from the con­trols. The suspension is tauter than usual for a Honda. You feel a direct connection to the job. Our top-of-the-line GS ver­sion (base price: $15,950) had Michelin MXV 195/60HR-14 tires. The fronts judder slightly as they begin to lose adhesion, a clear signal to the driver that the limits are near. Understeer is about right for road driving. The standard­-equipment (on the GS only) anti-lock brakes intercede smoothly. You can move quickly through the twisties in this car without feeling brave. On second thought, mature values don’t mean life in the slow lane; rather, they suggest enough experience to appreciate such composure fully. What, exactly, are these mature values that keep grabbing top billing in this re­view? Some are functional. For example, the Integra sedan has broad capability. The rear seatback folds down to extend the trunk area into the passenger com­partment, allowing the transport of, say, hero sandwiches of heroic length. Think of this car as a low-roofed station wagon. Mature values include styling based on good taste rather than the latest fashion. While the hatchback is a bit too cautious for its mission, the sedan has a look that will still be pleasing ten years from now. Mature values mean ancillary equip­ment that performs as though it were the main event. The new electric (instead of vacuum) cruise-control system is splen­didly accurate. More Integra Reviews From the ArchiveMature values demand comfort, of course. All of the Integras have cloth-covered seats with firm support topped with a thin layer of plush padding. They feel very right for a long day on the road. Lateral restraint is quite good in the front buckets. Adjustable side bolsters, stan­dard on the GS, make it better. Adjust­able lumbar support is included on both the LS and the GS. These adjustments have limited range—not enough, we think—but they are helpful nonetheless. And, finally, mature values entail a multitude of pleasures too small for the thrill seeker to notice. The silken action of the turn signals is one. The buttery stroke and muted “click” of the dash­board rocker switches is another. The precise arc of the radio’s “seek” toggle is yet another. Awaiting you inside the Integra is a festival of subtle textures. To cite just one, the inner door-latch han­dles have a black, grainy coating. There’s no glare. Your fingers don’t slip. And the insulating effect eliminates the chilly feel­ing of the metal. Taken individually, none of these de­tails loom large enough to justify a pur­chase, particularly for a hatchback buyer. But take them all together in a four-door, along with an enthusiastic engine and a poised chassis, and there emerges the quintessence of an automotive thor­oughbred. Maturity is not really neces­sary to appreciate such a car; just being awake is all it takes. SpecificationsSpecifications
1990 Acura Integra GSVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $16,245/$17,245Options: air conditioning, $1000
ENGINEDOHC 16-valve inline-4, aluminum block and head, port fuel injectionDisplacement: 112 in3, 1834 cm3Power: 130 hp @ 6000 rpmTorque: 121 lb-ft @ 5000 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 10.3-in vented disc/9.4-in discTires: Michelin MXV195/60HR-14
DIMENSIONS
Wheelbase: 102.4 inLength: 176.5 inWidth: 67.4 inHeight: 52.8 inPassenger Volume, F/R: 51/35 ft3Trunk Volume: 11 ft3Curb Weight: 2686 lb
C/D TEST RESULTS
60 mph: 8.6 sec1/4-Mile: 16.3 sec @ 84 mph100 mph: 25.5 secTop Gear, 30–50 mph: 13.1 secTop Gear, 50–70 mph: 13.3 secTop Speed: 123 mphBraking, 70–0 mph: 204 ftRoadholding, 300-ft Skidpad: 0.78 g 
C/D FUEL ECONOMY
Observed: 21 mpg
EPA FUEL ECONOMYCity/Highway: 24/28 mpg 
C/D TESTING EXPLAINED More

From the January 1996 issue of Car and Driver.You can make a sport-utility vehicle out of a truck, but you can’t take the truck out of a sport-utility vehicle. That’s the rule of thumb for most SUVs out there (with the possible excep­tion of Jeep’s unibody-construction Grand Cherokee), and the truck heritage shows up in most of these vehicles as imperfec­tions in ride, steering, or structure. But that’s changing. The new Toyota 4Runner, for example, shares only its basic mechanical format with the similarly sized Toyota Tacoma trucks. The first-genera­tion 4Runner, you might remember, was essentially a pickup truck with a fiberglass roof and seats in the rear. The second 4Runner wasn’t that far removed from a pickup either, despite its four doors and dedicated sheetmetal. But chief engineer Masaaki Ishiko insists this latest, third-generation 4Runner doesn’t share the designs for its body, inte­rior, frame, and chassis. Naturally, there are some common mechanicals. The new 3.4-liter V-6 that powered our test car is available in the Tacoma, as is the base 2.7-liter four. But the engineering team endeavored to improve NVH, ride, com­fort, steering feel, and off-road perfor­mance well beyond what is expected of SUVs not wearing Range Rover stickers. Have they succeeded? To a large extent, yes. The new coil-sprung control­-arm front suspension, four-link solid-axle rear end, and stiff body combine to pro­vide a ride that is as placid as that of a good car on smooth pavement. There is very little tire roar from the optional 265/70R-16 Dunlops (225s are standard on all vehi­cles except the V-6 4WD Limited model), and the engine is quiet at cruising speeds. By far the loudest sound was produced by wind at the tops of the doors, and even here the problem is likely to be licked by better door seals in production 4Runners. So the 4Runner makes a good tourer on the highway, even while retaining—for those occasional off-highway excur­sions—the low-tech part-time, shift-on-­the-fly four-wheel-drive system of the old model (now enhanced by a very useful pushbutton-actuated locking rear differential). But you pay for the privilege of four-wheel drive with a lot of extra driveline mass, much of it unsprung (at the wheel end of the suspension). As a result, high-frequency surface corrugations pro­duce vibrations that feed into the cabin through the structure and the steering wheel, as in the last Tacoma we looked at. These impacts are better damped than what you feel in a pickup but are similar in character. The suspension is nonetheless an admirable piece of engineering. The new front-suspension crossmembers, as well as a reinforced rear frame, cut chassis flex to a minimum and allow a pleasant balance between compliance over bigger bumps and body-motion control. A wheelbase now two inches longer than in the previous model undoubtedly helped Toyota engi­neers reduce pitching motions, while a wider track (almost one-and-a-half inches on models with 265 tires) and careful roll-­control tuning make the new 4Runner surefooted and free of lunge or flop in the mountains.A changeover from recirculating-ball to rack-and-pinion steering hasn’t hurt the car’s poise either. It now feels uncom­monly precise and stable as you ease it into the switchbacks. In fact, it was the temp­tation to carve high-g lines along Oregon’s sinuous Pacific coastline on a three-day trip to L.A. that produced some motion discomfort—but no lack of chassis com­posure. The new 3.4-liter V-6 is also a welcome addition to the package, providing a healthy 33-hp bonus over the old 150-hp unit; torque is 217 pound-feet at a relatively lazy 3600 rpm. Although the vehicle’s 3850-pound weight holds 0-to-60 times to 10.0 seconds, that’s a 2.8-second improvement over the five-speed we tested in February 1991. This was achieved in an automatic, and a beautifully calibrated one at that, providing appropriate downshifts at all throttle settings and gentle, slurred upshifts (except at full throttle, where faint jolts were just noticeable).More important to most owners is the fact that the new 4Runner will troll comfortably through the mountains or cruise quickly along highways without demanding big bootfuls of throttle and the torrent of gas these driving tasks often consume. Our overall fuel consumption worked out to 20 mpg, the best ever for a V-6 4Runner in our care. What’s more, the sound of the V-6 being driven vigorously is tuneful and sophisticated, much better than the hoarse gargling of the Vortec V-6 in the Chevy Blazer or the 4.0-liter six in Ford’s Explorer.All of these improvements would count for little were it not for the increases in space realized for the third-generation 4Runners. Headroom and legroom have been improved, adding 3 cubic feet more space up front and 4 cubes more in back. The cargo hold is one foot larger and now accommodates an optional third seat. The door openings are larger, and the climb-in height is lower for easier access. The cargo-compartment floor was lowered by 3.5 inches on 265-tire versions (and by 4.3 inches with the standard rubber) to reduce chiropractic costs. Plus, the rear hatch is now a one-piece gate that opens upward, and it has its own power window. The increase in space eliminates what was formerly our biggest problem with the 4Runner: the new version easily accom­modates our tallest drivers. Although the seats felt fairly good after a day’s driving, they did begin to produce backaches during the three-day haul from Portland to Los Angeles. That aside, the 4Runner’s cabin is a good place to be, and the moon­roof is simply indispensable for viewing giant redwoods, which tower well above the sightline offered by the Toyota’s rela­tively tall greenhouse. More 4Runner Reviews From the ArchiveAll in all, the 4Runner is a remarkably civilized example of the sport-utility genre, with a sophisticated powertrain, a smooth ride, and an elegant interior. Most of the truck genes have been engineered out, but the operation was expensive—the price of the 4wd SR5 is expected to start at around $28,500. That’s rather high, considering the unavoidable side effects of that shift-on-the-fly four-wheel-drive mechanism. And we had to admit during the 1000-mile trip we undertook that we would still have preferred a normal sedan. But that’s why this magazine is called Car and Driver. SpecificationsSpecifications
1996 Toyota 4Runner SR5Vehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 5-door wagon
PRICEAs Tested (est.): $28,500
ENGINEDOHC 24-valve V-6, iron block and aluminum heads, port fuel injectionDisplacement: 206 in3, 3378 cm3Power: 183 hp @ 4800 rpmTorque: 217 lb-ft @ 3600 rpm 
TRANSMISSION4-speed automatic
CHASSIS
Suspension, F/R: control arms/rigid axleBrakes, F/R: 12.6-in vented disc/11.6-in drumTires: Dunlop Grandtrek, P265/70R-16
DIMENSIONS
Wheelbase: 105.3 inLength: 178.7 inWidth: 66.5 inHeight: 68.7 inPassenger Volume, F/R: 53/42 ft3Cargo Volume: 45 ft3Curb Weight: 3850 lb
C/D TEST RESULTS
60 mph: 10.0 sec1/4-Mile: 17.8 sec @ 77 mph100 mph: 40.4 secRolling Start, 5–60 mph: 10.7 secTop Gear, 30–50 mph: 5.0 secTop Gear, 50–70 mph: 7.5 secTop Speed (gov ltd): 102 mphBraking, 70–0 mph: 186 ftRoadholding, 300-ft skidpad: 0.70 g 
C/D FUEL ECONOMY
Observed: 20 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 17/19 mpg 
C/D TESTING EXPLAINED More