Car Reviews

From the November 1997 issue of Car and Driver.They’re feeling a little pressured at the factory down in Marysville, Ohio, where Honda has built Accords since 1982. Until this all-new 1998 Accord went into production, this U.S. factory had always been able to rely on Japan to send in extra Accords if demand exceeded supply. Problems on the assembly line? Pick up the phone to Japan, and order some Accords. But for 1998, Marysville goes “mother­line-less,” which is how plant executives describe the fact that for the first time, all U.S.-spec Accord sedans will be built at Marysville, as will all Accord coupes. Period. If that’s not enough pressure, con­sider this: The coupe and the sedan share only one major exterior part—the head­lights—and surprisingly few interior parts. And this: The 1997 Accord continued to sell so well that a lengthy plant shutdown to change over to 1998 production left some dealers Accord-less. Finally, the home office gave the U.S. factory just 20 days, beginning August 19, to go from full production of ’97 models to full produc­tion of ’98s—that’s 1750 cars a day.But no one at Marysville seemed wor­ried. This is, after all, Honda. And the plant has been preparing for this 1998 model since January 1993—that’s before the redesigned 1994 Accord was introduced. Expect no shortages of 1998 Honda Accords. Which is good, because there probably will be no shortage of customers. The cur­rent Accord is a fine car, but it seemed slightly off-target when introduced four years ago. Interior space was tight com­pared with other sedans in its price range. Only four-cylinder engines were initially offered. The 170-horse, 2.7-liter V-6, eventually introduced, was smooth and willing but smaller than the V-6s in comparable cars. HIGHS: Roomy and comfortable, world-class V-6 engine and transmission, priced competitively, rock-solid reliability.All that changes for 1998. Vir­tually nothing has been carried over—there’s a new body, a new platform, a new interior, and a new single-overhead-camshaft 3.0-liter V-6 with VTEC, Honda’s variable valve-timing system we’ve liked on every Honda and Acura that has been so equipped. Whereas VTEC engines in the Prelude, Integra, or NSX have provided a noticeable kick-in-the-pants sensation when a certain rpm was reached under hard acceleration, the Accord’s V-6 has a more family-friendly, linear power delivery. It delivered our test Accord LX to the end of the quarter-mile in a respectable 16 seconds flat, at 88 mph. Acceleration from 0 to 60 mph took 7.7 seconds. A Toyota Camry LE V-6 we tested in August did the quarter in 16.2 sec­onds at 86 mph and the 0-to-60 sprint in 8.0 seconds. The last Accord LX V-6 auto­matic we tested (November 1995) posted 16.8 seconds and 85 mph for the quarter and 8.4 seconds for 0 to 60 mph. More Accord Reviews From the ArchivePower from the new Accord V-6 comes on so smoothly—thanks in part to its intuitive electronic four-speed automatic trans­mission, which is much less obtrusive than before—that at the end of the freeway merge ramp, you’ll glance at the speedometer and be startled to learn you’re traveling some 15 mph faster than you thought. At 80 mph, the Accord feels so stable and hunkered down that you’ll want to lobby for another speed-limit increase. Apart from a little wind noise from the out­side mirrors, the Accord sedan is world­-class quiet. Suspension-wise, this new Accord becomes less compelling. In a straight line, on typically rough Michigan inter­states, the ride is more jarring than expected, with expansion-joint impacts transmitted to the driver through the steering column and pedals. The suspen­sion design—unequal-length control arms up front and multilink at the rear, with gas-pressurized shocks—remains similar to that of the previous model; the LX now gets a rear anti-roll bar, previously avail­able only on the EX. With the all-weather Michelin P205/65R- 15 MXV4 radials, the Accord sedan corners without drama, as family sedans are wont to do. It’s effi­cient, but not much fun. LOWS: Plasticky in places (flimsy wheel covers), rougher ride than expected, anonymous exterior styling.The Michelins yowl when pressed, giving up in predictable increments as typical front-wheel-drive understeer ensues. Back off the throttle, and the Accord snaps back in line, as it’s supposed to. Skidpad performance was a competent 0.78 g—same as that of the aforemen­tioned 1997 Camry LE. The V-6 Accords—insiders should know the six is recognizable by its five wheel lugs; four-bangers get four lugs—have four-wheel anti-lock disc brakes that stopped our 3294-pound sedan from 70 mph in 194 feet, 3 farther than the Camry LE. Anti-lock brakes are optional on all DXs and on the bread-and-butter four­cylinder LX. They’re standard on the V-6 LX and deluxe EX. Speaking of the DX, the base engine is a 2.3-liter, 16-valve four-cylinder with 135 hp. The optional four-cylinder engine is the same displacement, but with VTEC and 150 hp. The bump in the four-cylinder displacement from 2.2 liters in ’97 to 2.3 for ’98 was accom­plished by using thinner cylinder liners in the aluminum-alloy block. The 135-horse four is available in the DX and LX; the VTEC four-cylinder and the V-6 can be had only in the LX and EX. All engines can run on reg­ular gas. Four-cylinder models get the choice of a five-speed manual or a four-speed automatic transmission, but all sixes get the auto box. The DX gets 14-inch tires and wheels; the LX and the EX get 15-inchers, with alloy wheels standard on the EX. None offers traction control.Inside, the Accord LX sedan offers no surprises. Comfortable, supportive seats; a nice instru­ment cluster (built for the V-6 sedans and coupes by Ford, incidentally, while Delco, which is owned by GM, supplied some electronics); a thoughtful control layout; tasteful if understated cloth and vinyl trim. Despite a high beltline, visibility is excellent, and the big windshield adds to a feeling of roominess. Although less than a half-inch longer on the outside than the 1997 V-6 model, and riding on the same 106.9-inch wheelbase, the 1998 Accord sedan makes exceptionally good use of interior space, making it a genuine mid-size car, thanks in part to a substan­tial increase in height (almost two inches) and track width.Even with the front seats all the way back, rear-seat room is generous. All three rear passengers get three-point belts. EPA-­measured interior passenger volume for the ’97 is 94.7 cubic feet and 101.7 cubic feet for the ’98. The trunk is big and easily accessible, and the rear seat has a pass­through hatch that folds down, or the whole seat folds down if even more lug­gage space is required. The underhood layout is handsomely efficient, with all service points accessible. Crank the V-6 up, and pop the hood. At idle, this is one of the quietest engines we’ve heard. Outside, though, we wish Honda’s styl­ists had gone a bit further. The 1998 Accord sedan certainly doesn’t look like previous Accords, but if casual comments made about our test sedan are any indica­tion, it does look like a few other cars, with the Chevrolet Malibu the most frequently mentioned. Designers took a few chances with the Accord coupe. They took none with the sedan. How much will that affect sales? Prob­ably not at all. And the Accord should be priced right. No firm numbers were avail­able at press time, but Honda promises the four-cylinder model should be stickered close to 1997 prices, and the V-6 will actu­ally be a bit cheaper. Our LX V-6 sedan, nicely equipped with power accessories but lacking a compact disc player and a sunroof, should list for about $21,700. VERDICT: Solid and slightly sedate, Honda builds a sedan that will satisfy the masses—at least those masses who prefer substance over style.A future heads-up comparison test will pit the new Accord against the competi­tion, particularly the Toyota Camry. It should be a close battle.Arrow pointing downArrow pointing downSpecificationsSpecifications
1998 Honda Accord Sedan LX V-6Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE (EST)
Base/As Tested: $21,700/$21,700
ENGINEDOHC 24-valve V-6, aluminum block and heads, port fuel injectionDisplacement: 183 in3, 2997 cm3Power: 200 hp @ 5500 rpmTorque: 195 lb-ft @ 4700 rpm 
TRANSMISSION4-speed automatic
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 11.1-in vented disc/10.2-in discTires: Michelin Energy MXV4 PlusP205/65VR-15
DIMENSIONS
Wheelbase: 106.9 inLength: 188.8 inWidth: 70.3 inHeight: 57.2 inPassenger Volume, F/R: 55/46 ft3Trunk Volume: 14 ft3Curb Weight: 3294 lb
C/D TEST RESULTS
60 mph: 7.7 sec1/4-Mile: 16.0 sec @ 88 mph100 mph: 20.6 sec120 mph: 40.4 secRolling Start, 5–60 mph: 8.2 secTop Gear, 30–50 mph: 4.3 secTop Gear, 50–70 mph: 5.1 secTop Speed (drag ltd): 132 mphBraking, 70–0 mph: 194 ftRoadholding, 300-ft Skidpad: 0.78 g 
C/D FUEL ECONOMY
Observed: 21 mpg
EPA FUEL ECONOMYCity/Highway: 21/28 mpg 
C/D TESTING EXPLAINED More

Rivian burst onto the scene with the R1T Quad-Motor, an 835-hp supertruck that can tackle gnarly off-road obstacles and match sports cars to 60 mph. Now there’s a more sensible 533-hp Dual-Motor variant, which can be bumped up to 665 horsepower by means of a $5000 Performance package. The R1T Dual-Motor Performance isn’t as extreme as the Quad-Motor, but it retains the same composed driving demeanor, well-appointed interior, and clever packaging, with the nearly Corvette-Z06’s worth of power still bringing gut-punch acceleration. More on the Rivian R1TThe cheapest Dual-Motor models start at $74,800, but the Glacier White Performance version we tested came in at $92,850. The Dual-Motor tipped our scales at 6914 pounds, 122 pounds less than the Quad-Motor. Most of that weight loss can be attributed to the Dual-Motor having an tire inflation kit instead of a full-use spare. The 128.9-kWh “Large” battery—a $6000 add-on required with the Performance pack—provides up to 352 miles of range, but the 22-inch wheels—shod in Pirelli Scorpion Zero All Season Elect rubber—on this example drop the EPA’s rating to 341 miles. Available all-terrain tires cut range even further to 307 miles. Our 75-mph highway test revealed the Dual-Motor can travel 280 miles on charge. A bit of a let down, considering the Quad-Motor rolling on the same tires returned an identical number.HIGHS: Still incredibly rapid, hushed cabin at highway speeds, high-quality interior.On our 75-mph highway range test, the Dual-Motor Performance traveled 280 miles, identical to the Quad-Motor rolling on the same tire but significantly shy of the EPA estimate. The separate eco-minded Conserve mode from the Quad-Motor is folded into the Dual-Motor’s All-Purpose mode, which disconnects the rear motor around 20 mph in the majority of driving scenarios to boost efficiency but will reconnect it at low speeds or when more power is needed. Sport mode keeps the Dual-Motor in all-wheel drive and unlocks the full power output, with the two electric motors combining for 829 pound-feet of torque, 79 less than the Quad-Motor. That’s enough shove for the R1T to leap to 60 mph in 3.4 seconds, putting it 0.4 second behind the Quad-Motor. The quarter-mile flashed by in 12.0 seconds, trailing the Quad-Motor by 0.5-second. The All Season tires helped the Dual-Motor record 0.82 g on the skidpad, the same as the Quad-Motor wearing identical rubber. Braking performance from 70 mph improved by three feet to 173 feet.The main difference versus the Quad-Motor is how the torque is dished out. Instead of precise torque delivery to individual wheels, the Dual-Motor splits the output across the front and rear axles. From there, brake-based torque vectoring routes the torque to the wheel with the most traction. This reduces the R1T’s ability off-road, where the four-wheel vectoring is key for sniffing out every last bit of traction. In daily driving, you won’t notice the difference, with the front/rear system still keeping the truck balanced when zipping down a two-lane road.LOWS: Falls far short of the EPA range estimate, tops $90,000 as tested, too many functions hidden in the screen.The Dual-Motor is otherwise identical to more powerful R1Ts, with excellent body control and accurate steering. The ride can feel jittery on bumpy roads at lower speeds, but on the move, the air-spring suspension is well-damped. This R1T emitted some loud thuds over broken pavement around town and a slight clunk from the rear when the motor disconnects. The R1T’s whisper-quite operation—recording just 68 decibels at 70 mph—might have made these noises more apparent.The cabin remains a pleasant place to be—full of rich-feeling faux leather and open-pore wood—even if too many functions are buried in the screen. The Dual-Motor also remains a practical choice with the sizable frunk and nifty gear tunnel with 12 cubic feet of space.Verdict: A more-rational Rivian still wows.The R1T Dual-Motor Performance is a pricey proposition but provides nearly all of the same mind-bending on-road capability. If you don’t care about winning stoplight drag races, skipping the Performance pack will save $5000 while still sprinting to 60 mph in a Rivian-estimated 4.5 seconds. So, you can skip the Quad without much loss of muscle.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Rivian R1T Dual-Motor PerformanceVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $74,800/$92,850Options: large battery pack, $6000; performance package, $5000; 22-inch Sport Dark wheels, $3500; manual tonneau cover, $1800; Glacier White paint, $1750
POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 665 hpCombined Torque: 829 lb-ftBattery Pack: liquid-cooled lithium-ion, 128.9 kWhOnboard Charger: 11.5 kWPeak DC Fast-Charge Rate: 220 kWTransmissions: direct-drive
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 13.5-in vented disc/12.9-in vented disc Tires: Pirelli Scorpion Zero All SeasonHL275/50R-22 116H M+S RIV
DIMENSIONS
Wheelbase: 135.8 inLength: 217.1 inWidth: 79.3 inHeight: 73.0 inPassenger Volume, F/R: 59/48 ft3Cargo Volume: 23 ft3Curb Weight: 6914 lb
C/D TEST RESULTS
60 mph: 3.4 sec100 mph: 9.4 sec1/4-Mile: 12.0 sec @ 110 mphResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.5 secTop Gear, 30–50 mph: 1.8 secTop Gear, 50–70 mph: 2.3 secTop Speed (gov ltd): 111 mphBraking, 70–0 mph: 173 ftBraking, 100–0 mph: 351 ftRoadholding, 300-ft Skidpad: 0.82 g
C/D FUEL ECONOMY AND CHARGING
75-mph Highway Range: 280 mi
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 76/81/75 MPGeRange: 341 mi
C/D TESTING EXPLAINEDAssociate News EditorCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

From the November 1997 issue of Car and Driver.When Harry Cohn, the tyrannical and much-despised boss of the Columbia movie studio, died almost 40 years ago, thousands attended the funeral. When asked why so many showed up, comedian Red Skelton said, “Give people something they want, and they’ll turn out.” The same maxim applies to success in the car business. Audi has doubled its sales in recent years with a new generation of first-rate cars that have brought people back to the showrooms.The first of these new models, the A4, was introduced for 1996. It anchors the Audi line and has been on our 10Best list for the past two years. Then, in 1997, Audi hit the upper end of the spectrum with its aluminum-bodied A8, which we called “a nearly flawless interpretation of what a modern luxury automobile ought to be.”In 1998, Audi hopes to keep this momentum going with its third new car in three years, a redesigned A6. Audi hopes this sedan will eat the lunch of its German rivals and steal some tidbits off the plates of Lexus, Infiniti, and even Cadillac. “We want to be mainstream players and com­pete against the icons in the marketplace,” declares Gerd Klauss, head of Audi’s North American operations. The A6 is expected to be priced about the same as its predecessor, $34,500, which will give it an attractive advantage over the BMW 5-series, which starts at $40,000, and the Mercedes E-class, with its base price of $41,000. Audi hopes the A6 will also figure in the plans of buyers who might otherwise be interested in the Mercedes C-class, the Lexus ES300, the Cadillac Catera, and the Infiniti J30. HIGHS: Put together like a Chippendale sideboard, its one-of-a-kind looks won’t be mistaken for a Camry’s.Audi makes no sporting pretensions for the A6, declaring it to be a luxury car. It qualifies for membership in that crowded club by virtue of a standard­-equipment list that includes everything from pop-up headlight washers to a remote-opening decklid. Just about all the hardware that once defined luxury is now optional on lesser cars. What distinguishes the A6 from these mid-rank models is the quality of its parts, precise assembly, and a scrupulous attention to detail. To cite just one example, the map pockets in the front and rear doors swing out on beefy hinges for better access and are covered on the inside with material that matches the carpet and trim. They have a thick and solid feel and close with a muted thunk. Indeed, every aperture, from the doors to the wood-faced panel that conceals the radio, pivots with ease and shuts with a solid click, a crisp snick, or an authorita­tive thwack. More Audi A6 archive reviewsThe controls and the switches are unambiguous and easy to operate and move frictionlessly through their arcs. The standard instruments are present, augmented by an analog clock and an oil­-temperature gauge that is actually cali­brated in degrees. The steering wheel tilts, telescopes, and fits the palms as comfortably as the handle of a Louisville Slugger. Although the driver’s seat could use more support at its sides, it does adjust every which way and nestles the body snugly.The A6’s high beltline and body­builder shoulder room give it a secure, encapsulated feel. The judicious use of wood trim contributes to an atmosphere of opulence. Audi offers a choice of three standard interior motifs—described cloy­ingly as Ambition, Ambiente, and Advance—marketing buzz that might have more clearly been whittled down simply to “formal,” “casual,” and “prac­tical.” Leather is optional across the board, but the standard leatherette, or cloth in the Advance version, is equally attractive. Audi has neatly shunned some con­temporary styling conventions both inside and outside the A6. An instrument panel that blends into the center console is almost a cliché these days; Audi’s segregates these elements. While other man­ufacturers are trying to escape the con­formity inherent in aerodynamic design, Audi has expanded on it.The body of the A6 looks as solid as a block of granite that’s been chiseled and chamfered to knock off the sharp edges. It would look ponderous if Audi hadn’t relieved it with a thin, delicate roofline that arcs in a gentle parabola from hood to trunk. Audi says the styling gives the A6 a coupe look, but if it wasn’t for its short bubble of a deck, the A6 would be a fastback, and a good-looking one at that. From any angle, the A6’s styling is unconventional, yet it continues the Audi family look. LOWS: Short on power, but Audi hints that a V-8 is coming.In photos, the A6’s proportions make it look smaller than it is. In fact, it’s four inches longer than the BMW 5-series and almost three inches longer than a Mercedes E-class. And with a curb weight of 3740 pounds, the A6 2.8 Quattro is not exactly svelte—it’s about 150 pounds heavier than a 528i or E320. A lot of that mass has been put to good use to stiffen the chassis; Audi claims a 50-percent improvement in torsional rigidity over that of the previous A6. Although the meaning of that claim is mis­leading, implying as it does that the old A6 was as stiff as a noodle, the new A6 cer­tainly feels as snug, solid, and secure as a bulletproof vest. Unfortunately, at least from an enthu­siast’s point of view, Audi has compro­mised some of that feel with a suspension tuned more for comfort than handling. All A6s get a lightened version of the new virtual-steering-axis four-link front sus­pension from the A4 and A8—22 pounds were cut by using more aluminum and a new tubular steel subframe. Quattro models get a newly designed unequal-­length control-arm rear suspension, front­-wheel-drive versions use a torsion-beam rear suspension. The springs and the dampers are tuned for a ride that’s softer than a BMW’s and firmer than a Buick’s. Around town or on a freeway, the A6 glides along as comfortably and silently as a Zeppelin. Its rounded body, with its low drag coefficient of 0.28, creates about as much wind noise as a swooping seagull. There’s no play in the steering, and keeping the car between the white lines requires only the occasional faint nudge of the steering wheel.But on the loops and whorls of a mountain road, the soft suspension substantially limits the A6’s cornering speed. However, this is not to say that driving the car hard isn’t fun. With four-wheel drive, an inde­pendent rear suspension, and lively steering, the Quattro stays as well balanced as a squirrel on a telephone wire. Pushed hard, it doesn’t exactly understeer as much as go into a gradual four-wheel drift that’s easy to control with jigs of the steering wheel and gentle throttle manipulation. In quick left-right transitions, the suspension doesn’t seem as soft as first impressions indicated. It doesn’t allow unpleasant body roll, and under braking the nose doesn’t curtsy excessively. There are no surprises, which is good for building confidence but bad for inspiring overconfidence. It’s easy to get lulled into a false sense of security and exceed the A6’s modest 0.75-g cor­nering limit, however forgiving the car might be.Most of this kind of driving, although it’s a guilty pleasure, isn’t what the A6 is intended for. With 200 horsepower from its 2.8-liter V-6, which has five valves per cylinder, the A6 can hold its own on the highway, but its passage up the power curve is deliberate rather than swift. As a result, the A6 takes 9.7 seconds to reach 60 mph and a tepid 17.5 seconds to cover the quarter-mile—that’s one to two seconds slower than most cars in the class. Still, it’s fun to punch through the gears with its five-speed Tiptronic manu­matic transmission. Reaching the shift lever is as easy as swatting a fly off your knee. Slap the stick to the right, and you’re in Tiptronic. Then all you do is tap it for­ward to upshift, and tap it backward to downshift. It’s electronically controlled to keep the inattentive from slipping into first gear at 80 mph. Whether in manual or automatic mode, the transmission is as smooth and tasty as Julia Child’s choco­late mousse, and it won’t leave your fin­gers sticky.Audi figures that 70 percent of A6 buyers will choose the Quattro option. At about $1600, it’s virtually a giveaway. But there’s a penalty. The hardware weighs an extra 231 pounds, which is the equivalent of carrying around an invisible George Foreman wherever you go, and costs about a mile per gallon in fuel economy. Still, it’s worth it for the added security of twice the traction. VERDICT: The A6 undersells the E-class and 5-series and offers bargain-basement German luxury.Front-wheel drive just wouldn’t seem right in a car full of just-rights, an example of which is the feel and placement of the pedals. Another is its Scenicruiser visi­bility. Then there’s the craftsmanlike fit of the interior appointments, and so on. If only it were just a bit quicker, but then Audi says there’s a V-8 on the horizon. That would be the final just-right to com­plete a nearly perfect package.Arrow pointing downArrow pointing downSpecificationsSpecifications
1998 Audi A6 2.8 QuattroVehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan
PRICE (EST.)
Base/As Tested: $36,000/$39,000Options: Convenience package (power sunroof, auto-dim mirrors, memory for driver’s seat and outside mirrors), leather seats, Cold-Weather package (heated steering wheel and front seats, ski sack)
ENGINEDOHC V-6, iron block and aluminum heads, port fuel injectionDisplacement: 169 in3, 2771 cm3Power: 200 hp @ 6000 rpmTorque: 207 lb-ft @ 3200 rpm 
TRANSMISSION5-speed automatic
CHASSIS
Suspension, F/R: multilink/control armsBrakes, F/R: 11.3-in vented disc/11.3-in discTires: Goodyear Eagle LS195/65HR-15
DIMENSIONS
Wheelbase: 108.6 inLength: 192.0 inWidth: 71.3 inHeight: 57.1 inPassenger Volume, F/R: 51/45 ft3Trunk Volume: 15 ft3Curb Weight: 3740 lb
C/D TEST RESULTS
60 mph: 9.7 sec1/4-Mile: 17.5 sec @ 83 mph100 mph: 26.7 sec120 mph: 47.8 secRolling Start, 5–60 mph: 10.0 secTop Gear, 30–50 mph: 4.7 secTop Gear, 50–70 mph: 5.9 secTop Speed (gov ltd): 130 mphBraking, 70–0 mph: 195 ftRoadholding, 300-ft Skidpad: 0.75 g 
C/D FUEL ECONOMY
Observed: 17 mpg
EPA FUEL ECONOMYCity/Highway: 17/26 mpg 
C/D TESTING EXPLAINED More

“I like your car!” said the mop-haired teenager at the wheel of what one assumes was his parents’ Volvo XC60. “It’s sick!” he added just before the light on NY35 turned green, and he zoomed off toward Pound Ridge. Roadsters may still have the power to capture the imagination, but these are dark days for two-seat sports cars. Slow sales cloud their prospects, particularly as automakers’ massive EV expenditures squeeze budgets for low-volume halo cars. That’s exactly why BMW teamed up with Toyota in a joint effort that birthed the current Z4 and the Supra coupe, and it may be why the Z4, now in its fourth model year in M40i guise, has changed so little.More on the Z4Whereas Toyota delighted enthusiasts last year by adding a manual-transmission option for the Supra 3.0, BMW has not followed suit. The six-cylinder Z4 M40i and the four-cylinder Z4 sDrive30i continue to pair their BMW engines exclusively with an eight-speed automatic. Much as we’d like to see a manual here, we have to concede that the automatic better aligns with the Z4’s zeitgeist, which is more akin to a flashy high-speed tourer like the Mercedes-Benz SL than to a purist sports car such as the Porsche Boxster. There’s also the fact that, as ever, the ZF autobox is a deft companion to the turbo six. There are large steering-wheel paddles if you want to take matters into your own hands, but—particularly in Sport mode—the gearbox can be left largely to do its thing even in fairly aggressive driving. And unlike many dual-clutch gearboxes, it never stumbles during low-speed maneuvering.HIGHS: Gutsy turbocharged inline-six, comfy cabin, trunk allows for extended getaways.Paired to that gearbox, BMW’s turbocharged 3.0-liter inline-six spins out a robust 382 horsepower and 369 pound-feet of torque, figures that are unchanged since this car’s launch. Not that we’re complaining. Sixty mph arrives in just 3.5 seconds, a 0.3-second improvement over the Z4 M40i’s last appearance at our test track. So, too, was the quarter-mile result of 12.0 seconds, at which point the Z4 is traveling 116 mph. Passing acceleration times of 2.3 seconds from 30­ to 50 mph and 2.7 seconds from 50 to 70 mph are equally zippy. The big turbo boost means that throttle response isn’t quite millimeter-precise, but we love the Bimmer’s rev-happy nature and the snarling soundtrack. We’re less enamored with the flatulent exhaust pops that greet every lift of the accelerator when driving in Sport mode. The M40i’s M Sport suspension with adaptive dampers, M Sport brakes, and M Sport differential used to be a point of separation over the more pedestrian hardware in the four-cylinder Z4, but no more, as BMW has upgraded the base car. The stout brakes hauled the Z4 to a stop from 70 mph in 149 feet, and they showed no fade in repeated stops. On staggered-size Michelin Pilot Super Sport tires, our Z4 M40i clung to the skidpad with a resolute 1.00 g of grip, but with muted steering and a curb weight of 3636 pounds, it feels more steadfast than playful. The Z4’s Toyota Supra counterpart is the more serious sports car.The Z4’s stiff body structure means there’s no cowl shudder or quivering rearview mirror, no matter the road surface. The 19-inch wheels and low-profile tires don’t provide a whole lot of cushion should you get caught out by a pothole, but even in the firmer settings, the suspension is not painfully stiff.LOWS: Still no stick shift, blinkered top-up visibility, Supra sibling is sharper.When you’re just cruising, you may be surprised at this hi-po roadster’s fuel economy. The EPA estimates are 23 mpg city and 31 mpg highway, both trailing the four-cylinder version by just 2 mpg. But our 75-mph highway fuel-economy test tells a different story, as the Z4 returned an astounding 37 mpg.Compared to its long and lithe predecessor, the current-gen Z4 is a little thick around the middle, although that pays dividends in cabin space, where the driver and passenger aren’t rubbing elbows, and the seat has enough travel for pilots well over six feet tall. There’s also sufficient storage for phones, sunglasses, and the like, although the cupholders are under your elbow. With the top up, the cabin feels small, even if it isn’t, owing to the small side windows and back glass. Fortunately, the roof powers down in about 10 seconds and can be lowered or raised even when on the move, up to 31 mph. The switch to a fabric roof from the previous retractable hardtop also means that putting the top down doesn’t impinge on trunk space, which is sufficient to swallow a large suitcase or a couple of roll-aboards.The Z4’s infotainment system with its 10.3-inch touchscreen and supplemental rotary controller date back to 2020, with two key upgrades: Android Auto has joined Apple CarPlay (both wireless), and there’s now an available wireless charging pad for your phone. Android Auto worked seamlessly for us, and we appreciate the ability to alter the display to show one, two, or three functions (Waze, music, and phone, for instance). This generation of BMW factory software also strikes us as extremely user-friendly, with a logical structure, the welcome click-wheel, and easy-to-operate buttons on the steering wheel. Why mess with it?That seems to be BMW’s philosophy with the current Z4 overall. Let’s hope, however, that it doesn’t portend the brand giving up on this car. An XM SUV will never delight onlookers the way this glamorous roadster can.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMW Z4 M40iVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE
Base/As Tested: $66,295/$73,370 Options: Premium package – remote start, parking assistant, head-up display, $1350; Black Alcantara/Vernasca leather interior, $1250; Shadowline trim package – adaptive LED headlights, extended Shadowline trim, black mirror caps, $950; Harman/Kardon surround sound, $875; driving assistance package – lane departure warning, blind spot detection, active driving assistant, $700; Thundernight Metallic paint, $650; 19-inch double-spoke Cerium Grey wheels, $600; wireless charging, $500; BMW M 50 Years emblems, $200
ENGINE
Turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2998 cm3Power: 382 hp @ 6500 rpmTorque: 369 lb-ft @ 1800 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.7-in vented disc/13.6-in vented discTires: Michelin Pilot Super SportF: 255/35ZR-19 (96Y) Extra Load ★R: 275/35/ZR-19 (100Y) Extra Load ★
DIMENSIONS
Wheelbase: 97.2 inLength: 170.7 inWidth: 73.4 inHeight: 51.4 inPassenger Volume: 52 ft3Trunk Volume: 10 ft3Curb Weight: 3636 lb
C/D TEST RESULTS
60 mph: 3.5 sec100 mph: 8.8 sec1/4-Mile: 12.0 sec @ 116 mph130 mph: 15.4 sec150 mph: 22.4 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.4 secTop Gear, 30–50 mph: 2.3 secTop Gear, 50–70 mph: 2.7 secTop Speed (gov ltd): 152 mphBraking, 70–0 mph: 149 ftBraking, 100–0 mph: 299 ftRoadholding, 300-ft Skidpad: 1.00 g
C/D FUEL ECONOMY
Observed: 24 mpg75-mph Highway Driving: 37 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 26/23/31 mpg
C/D TESTING EXPLAINEDDeputy Editor, Reviews and FeaturesJoe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar. More

A new vehicle’s perceived value often is muddied by the tech and features it incorporates. Sure, manufacturers are quick to tout their competitive pricing strategies, but usually only after showing you how cool their new creation is with all its pricey options included. That’s not the case with the new 2024 Envista, which, as the new entry point into the Buick brand, combines handsome design with straightforward packaging at a surprisingly reasonable price. More on BuickCosting a mere $23,495 to start, the Envista is mechanically related to the redesigned 2024 Chevrolet Trax, but you wouldn’t guess it by the former’s sloping fastback roofline. Within Buick’s lineup, it slots below the boxier and $3400 dearer Encore GX, even though the Envista’s sculpted lines and grander curb presence lend it a more expensive vibe. In practical terms, the Envista has an additional 4.1 inches between its axles compared to the Encore GX and is 11.2 inches longer overall, and that translates to a slightly larger rear passenger compartment (46 cubic feet to the Encore GX’s 42) but with a 21-cubic-foot cargo hold behind the rear seats that’s 3 cubes smaller. Competent PerformancePerhaps more important, particularly for shoppers in the Snowbelt, the Envista is front-wheel-drive only—one of several concessions Buick made to keep its price low—whereas the Encore GX can be had with all-wheel drive. A front-drive layout also helps keep the Envista’s curb weight in check. We estimate it will tip the scales at around 3200 pounds, making for a relatively modest burden on its 136-hp turbocharged 1.2-liter inline-three. Backed by a six-speed automatic transmission, the Envista is rated by the EPA at a respectable 30 mpg combined. That’s the same estimate levied on a front-drive GX powered by either a similar 1.2-liter base engine or an optional 155-hp 1.3-liter turbo-three (a CVT transmission is standard on both setups, though all-wheel-drive GXs come only with the larger engine and a nine-speed automatic). With an estimated 60-mph time around nine seconds, the Envista won’t win any awards for its performance. Ample low-end torque (162 pound-feet at 2500 rpm) from its muffled three-banger helps it motor around town comfortably and reach highway speeds by the end of most entrance ramps, but there’s not much left in its well beyond that. A transmission that settles into top gear at the earliest opportunity—and can be somewhat reluctant to downshift with prods of the accelerator—reinforces its easygoing nature. Should you feel the urge to toss the Envista down a twisty road, it behaves in a nicely controlled manner. Its structure is adequately solid, its brake pedal reassuringly firm and easy to modulate, and what little feel comes through the steering wheel is precise enough. Perhaps its greatest dynamic enabler is the sense of agility brought on by its lower center of gravity compared to the Encore GX, which stands nearly three inches taller. Wheel size also is worth noting, as the standard 17- and optional 18-inchers provide a slightly more compliant ride over bumps at the expense of body roll in corners. Conversely, the available 19-inch wheels (optional on the midrange Sport Touring model, standard on the top-spec Avenir) ride more firmly, yet they bring a Watt’s link to the Envista’s torsion-beam rear axle, which helps discipline the lateral forces acting on the chassis. The more sophisticated setup does make for a slightly more planted and responsive attitude around turns, but it’s not a game-changing upgrade. Rational RefinementWe imagine the Envista’s styling will be its greatest draw in showrooms. While the latest Encore GX and the larger Envision feature faces inspired by Buick’s Wildcat concept car, the Envista is the first model to incorporate that concept’s design language from nose to tail. Upscale yet unpretentious, it has soft forms, good proportions, and thoughtful surface details that help the Envista look far richer than expected for a car that tops out around $32,000 in fully loaded Avenir trim. Given our aversion to bling, we’d settle for the Sport Touring model, which trades chrome exterior trim for stealthier black accents. The Envista’s aura mostly carries over to its interior, with nice applications of brightwork, textures, and contrast stitching helping you mostly forget you’re in an economy car. The woven-like material atop the dash, for example, is obviously molded, but it’s effective in drawing your eyes away from the uninspired hard plastics that dot the rest of the cabin. General comfort levels are high, and the centerpiece is an information display that integrates an 8.0-inch digital readout for the driver and an 11.0-inch center touchscreen under a single pane of glass. The accommodations are more rudimentary in back, with the Envista’s aft quarters featuring fewer adornments on their door panels and no climate-control vents in the back of the center console. This five-foot-11 author had plenty of space when sitting behind his own driving position, but taller riders who sit higher in the saddle may feel confined by the encroaching roofline. Though far from sporty and not as polished as Buick’s grander models, the Envista’s shortcomings are largely attenuated by its stylishness and compelling pricing. A heated steering wheel and front seats can be had on all trims, and auto high-beams, lane-keep assist, lane-departure warning, and automatic emergency braking with pedestrian detection are all standard. As the Buick brand moves to modernize its image with a newly redesigned logo, the Envista makes for a pleasantly affordable foundation. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Buick EnvistaVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: Preferred, $23,495; Sport Touring, $25,195; Avenir, $29,695
ENGINE
turbocharged and intercooled DOHC 12-valve inline-3, aluminum block and head, direct fuel injectionDisplacement: 73 in3, 1199 cm3Power: 136 hp @ 5000 rpmTorque: 162 lb-ft @ 2500 rpm
TRANSMISSION
6-speed automatic
DIMENSIONS
Wheelbase: 106.3 inLength: 182.6 inWidth: 71.5 inHeight: 61.3 inPassenger Volume, F/R: 51–54/46 ft3Cargo Volume, Behind F/R: 42/21 ft3Curb Weight (C/D est): 3100–3200 lb
PERFORMANCE (C/D EST)
60 mph: 9.0 sec1/4-Mile: 16.7 secTop Speed: 115 mph
EPA FUEL ECONOMY
Combined/City/Highway: 30/28/32 mpgTechnical EditorMike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver’s reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines. More

There’s a synergy in the working arrangement between Mercedes-Benz and its AMG subsidiary. The former focuses on core model development for widespread appeal, while the latter is tasked with extracting maximum performance from the platform for discerning customers seeking a heightened visceral experience. The 2024 Mercedes-AMG EQE SUV, however, tosses a tiny yet highly conductive virtual spanner into that symbiotic groove. Based on the Mercedes-Benz EQE SUV, the AMG variant offers more—and not just in terms of performance. It’s better in almost every regard, leaving the standard-issue MB EQE EVs feeling a bit wanting, not to mention making the otherwise lovely Mercedes-AMG GLE-class, its internal-combustion analog, feel a bit like aging ordnance in a world of laser-guided missiles. Related StoriesThe plug-and-play componentry and infinitely tweakable software native to electric vehicles provide new and alternative avenues for the intrepid AMG engineers to exploit. In the case of the AMG EQE, you get access to massive torque at any speed, an electronically limited 149-mph top end, and a refined blend of handling and comfort, all with few of the concessions required by ICE vehicle development to achieve the same parameters. Not that we’re saying it’s easy. AMG built its rogue-in-a-tailored-suit identity on a trademark husky exhaust note and a certain menacing presence, and those elements don’t readily translate to this electric SUV. AMG EQE SUV adds more powerNaturally, the AMG EQE SUV begins with a power infusion. A pair of AMG-specific electric motors, one at each axle, bring an output of 617 horsepower and 701 pound-feet of torque. That’s an increase of 215 horsepower and 68 pound-feet over the dual-motor setup that powers the Mercedes-Benz EQE500 SUV. Battery capacity is unchanged from the 90.6-kWh lithium-ion unit in the standard Benz. (The base EQE is also available as the single-motor 350+ and dual-motor EQE350 4Matic.) The AMG EQE can charge at rates up to 170 kilowatts on a DC fast-charger, enough to add 100 miles in 15 minutes, according to Mercedes. A/C home and public charging via the built-in charger is limited to 9.6 kilowatts. True to AMG form, there is a user-selected launch mode. Dubbed Race Start, it can be deployed whether you buy the optional AMG Dynamic Plus package or not, but if you do make the extra spend you’ll get an added boost function. The former performs the familiar launch with all systems primed for a clean, neck-snapping getaway; try the same antics with the Dynamic Plus boost mode engaged, and it temporarily ups the output to the maximum 677 ponies and 738 pound-feet of torque. The car steps off with the same authority but adds just enough extra push to extend the list of physiological-based acceleration clichés to include your choice of internal organs. AMG claims a 60-mph romp of 3.4 seconds in this setting, and based on C/D experience, we think our testing will reveal it’s roughly two- to three-tenths quicker. That puts it in league with a fellow EV SUV extrovert, the BMW iX M60, while leaving the Audi SQ8 e-tron in the figurative dust—on paper, at least. It can also hang with its EQE53 sedan sibling and the Audi RS E-Tron GT. Heat is the buzzkill here, so the fortified EQE SUV employs some AMG-specific cooling sorcery to withstand the heat generated by repeated stand-on-it launches. The rear motor features a “water lance,” which, despite sounding like the name of a competition-grade kayak paddle, is a hollow shaft in the motor’s rotor where coolant circulates. Other AMG-specific elements designed to dispatch heat include specific ribs on the stator and a “needle-shaped pin-fin structure” on the inverter, which is constructed of specialized performance ceramics. A transmission-oil heat exchanger manages thermal activity to cool under duress and preheat components during cold starts for improved efficiency. AMG EQE SUV rangeThe automaker is still finalizing the range numbers for the AMG EQE SUV. However, the vehicle we drove showed an indicated 225 miles with a 90 percent battery charge at the start of our drive; after covering 72 miles in mixed conditions ranging from stop-and-go traffic on the Pacific Coast Highway to a stint on the interstate, an indicated 152 miles of range remained with the battery showing 60 percent. Napkin math suggests a total of 240 miles with a full charge, though it would leave the battery nearly depleted. Indeed, the onboard software predicted a remaining range of 100-153 miles, based partially on the driving style of the first 72 miles. (We spent nearly all our time behind the wheel of the EQE in Sport+ mode and subjected the vehicle to numerous full-tilt launches, as well as frequent foot-to-the-floor merges and passing moves on the highway.) Starting with a fully charged battery and driving with a gentle foot, the range likely would improve commensurately. For reference, C/D estimates the Mercedes-Benz EQE500 SUV, which carries the same-size battery but less powerful motors, at around 269 miles of range. The navigation system includes Active Range Monitoring software that, if it determines a programmed destination would bring you close to fully depleting the battery, will step in and provide the most efficient operation and prioritize nearby charging stations. Driving the AMG EQE SUVSelect the Comfort drive mode, and the AMG EQE moves with a relaxed athletic stride, in part by limiting drivetrain output to 493 horsepower. The standard air suspension adjusts to fit the mood, the electromechanical anti-roll bars loosen their grip on the chassis, and, despite the fitment of mildly aggressive 275/40R-21 Michelin Pilot Sport EV tires, the chassis delivers a surprisingly buffered ride suitable for coddled derrières. In faster situations, the AMG-tuned 4Matic+ all-wheel drive sends more torque to the rear in Sport and Sport+ modes for heightened agility. Up to 9.0 degrees of rear-wheel steering is on tap to aid in handling and maneuverability. The rear wheels turn opposite of the fronts below 37 mph for greater maneuverability; above that threshold, they turn in concert with the fronts, which aids high-speed maneuverability. The effect is a little disconcerting at first, but once you learn to trust the sensation, the rock walls lining the canyon roadway disappear from your peripheral vision. Six-piston calipers pinch 16.3-inch rotors in front with single-piston units in the rear biting 14.9-inch rotors. (A ceramic high-performance composite brake setup with 17.3-inch rotors is also available.) Yes, there’s still a bit of a fiddly, uncertain feeling at the pedal as the mechanical and regenerative systems exchange stopping duty, an issue we found with the standard EQE SUV as well. Thankfully, with three levels of regenerative braking available, one can minimize the amount of brake-pedal interaction. Strong recuperation mode is the most aggressive and returns the most energy but requires a slight rewiring of your instincts to employ it gracefully. Even at high speeds sweeping through winding mountain roads, the trick is to never fully remove your foot from the accelerator. Doing so engages the full regenerative braking force, which is deceptively effective at slowing the vehicle. And the software decision to throw out the anchor is made in approximately the first 1 to 4 percent of pedal travel. Keeping a light touch on the accelerator at all times allows you to modulate the braking force with reasonably organic results. Styling and interiorCosmetically, AMG has taken a decisively conservative tack. A new hood badge with the AMG emblem replaces the traditional Mercedes star. An AMG-specific body-color front fascia is punctuated with a black panel with chrome adornments, and the front aero elements also get highlighted in chrome. AMG interior signifiers include upholstery with specific patterns rendered in MB-Tex with microfiber and red topstitching, although nappa leather is available as standard too. There are embossed AMG logos on the seats and headrests, the requisite illuminated door sills, and an AMG flat-bottom steering wheel. The helm is a delight to grip, but the wheel-mounted controls feel a bit flimsier and far less tactile than those of previous versions. The standard Hyperscreen dominates the dash and here is packed with AMG-specific content, including the available AMG Track Pace software for all those who’ll be taking their electric SUV to track days. Though the 2024 Mercedes-AMG EQE SUV is worthy of the AMG tag, it redefines the product formula. Yes, it has heightened performance, but software plays an increasingly important role. In the EV age, tuner arms like AMG need to work overtime to cultivate the magic that separates them from their less rarefied siblings. For now, the 2024 Mercedes-AMG EQE SUV is simply the most engaging example of the EQE family. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Mercedes-AMG EQE SUVVehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE (C/D EST)
Base: $110,000
POWERTRAIN
Motors, F/R: permanent-magnet synchronous ACCombined Power: 617 or 677 hpCombined Torque: 701 or 738 lb-ftBattery Pack: liquid-cooled lithium-ion, 90.6 kWhOnboard Charger: 9.6 kWPeak DC Fast-Charge Rate: 170 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 119.3 inLength: 192.1 inWidth: 76.4 inHeight: 65.8 inPassenger Volume, F/R: 55/53 ft3Cargo Volume, Behind F/R: 55/14 ft3Curb Weight (C/D est): 6000 lb
PERFORMANCE (C/D EST)
60 mph: 3.0–3.2 sec100 mph: 7.7–8.0 sec1/4-Mile: 11.5–11.8 secTop Speed: 137–149 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 67/67/66 MPGeRange: 200–250 miOnline EditorAndrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. A rust-belt native and tireless promoter of the region, he once won a $5 bet by walking the entire length of the elevated People Mover track that encircles downtown Detroit. More

Pity the wind as it approaches the 2024 Lotus Eletre. From far away, it must be gleeful, spotting what appears to be a large SUV, perfect for settling down against in a nice relaxing whirl. But there will be no rest for our molecules. Instead, they’ll find themselves sped up and rushed through in orderly lines, bullied through tunnels and tucked closely against the belly and sides of the Eletre, left breathless in its barely disturbed wake. It’s a rough day for a would-be vortex when Lotus makes a slippery SUV. The Eletre has a mission besides maintaining a drag coefficient of 0.26. Lotus had to get a day job, and the Eletre is it. For the past 70-plus years, Lotus has been noodling around in Norfolk, England, building the sort of cars whose simplicity and purity are admired by many and purchased by few. A big sales year for Lotus would see maybe 4000 cars leave its factory. Most years saw fewer than 1500. All this was fine because a Lotus was art, made by a small group of dedicated craftspeople, content simply to keep the lights on and the cars light. Related StoriesGeely Group purchased a controlling stake in Lotus in 2017, and the Chinese conglomerate wants to make the brand a recognizable name outside of those who can quote Colin Chapman. With an ambitious goal of selling 100,000 cars a year by 2028—note that it took 70 years for Lotus to make its first 100,000 cars—Geely needs Lotus to offer more than sports cars for twisty roads. The solution, as it seems to be for so many sports-car brands, is a performance SUV. Lotus barrels into this segment with a two-motor, all-wheel-drive four-door that feels part Evija—electric, fast, Swiss-cheesed with aero from front to rear—and part Europa—fat-backed and likely to inspire heated design discussions. The first Lotus SUVThere’s plenty to talk about. The Eletre is a big machine, a couple inches shorter than a Lamborghini Urus, or, if you need a more prosaic baseline, about the same length as a Honda Pilot. Unlike a slab-sided Honda, the Eletre is a complex landscape of rises and gullies, its sides sucked in like it had buccal fat removal, its bodywork split with pass-throughs like a midcentury kitchen. Without many places for the air to bunch up and cause a ruckus, the first thing we noticed in our Solar Yellow Eletre S was how quiet the cabin was, even by EV standards. There’s no piped-in synthetic whirring, and the car’s active road-noise cancellation works so well in concert with the strictly managed airflow that you can hear the susurrations of your arm against the various faux-suede-covered surfaces in the Eletre’s well-padded interior. The only other noise during our drive is the occasional click and buzz of the active rear spoiler as it adjusts between its four settings, tucking away at low speed and fully deploying under hard braking. The Eletre offers three trim levels, all with two motors and an 109.0-kWh lithium-ion battery pack capable of charging at up to 350 kilowatts and offering an estimated range that, once the EPA slaps their label on it, should be around 260 miles for the most potent variant and 315 miles for the most civilized trim. Even the base Eletre comes standard with adaptive air springs, 22-inch wheels, four-zone climate control, a head-up display, and wireless phone mirroring. The Eletre S adds in the effective—if noisy—active rear wing, soft-close doors, ambient lighting, and a truly impressive 23-speaker audio system. Turn that thing up and you’ll easily drown out the spoiler. Both the base car and the S use the same permanent-magnet electric motors making a combined 603 horsepower and 523 pound-feet of torque. If that’s not zippy enough, there’s the Eletre R, with a more powerful rear motor that bumps up the total pony count to 905 and adds a two-speed transmission (like the Porsche Taycan and Audi e-tron GT) for an efficient mix of launch performance and range at high speed. The R also gets a Track mode that minimizes the stability control’s interference and ramps up accelerator response. Driving the EletreOn the subject of accelerator response, we can’t exactly call the Eletre S slow, but we were surprised at the laid-back approach it took to off-the-line acceleration. From a roll, it will stretch your jowls to your ears, but a stoplight start comes with a noticeable pause before the Eletre sets its Lotus-spec Pirelli P Zero PZ4 Elects in motion. Lotus says the relaxed start is on purpose, as the proposed audience for the Eletre S might be entering the electric-vehicle space for the first time and would prefer a more civilized start. For the feral among us, the Eletre R twitches and wriggles under power like a fighting trout, even with stability control on. Like Goldilocks, we might prefer something in the middle. When not tasked with attempting jack-rabbit starts, the Eletre S rides smooth as custard, thanks to lightweight aluminum suspension components, electronically controlled dampers, and the air springs. We never caught the car out with a bump or a pothole, and even an unexpected cattle guard couldn’t unsettle it. The Eletre is Lotus’s first venture into electrically assisted power steering, and here we find the electrons less favorable. The steering is quick and easy to dial in but heavier than necessary and short on feedback, diminishing the sense of connection. Heavier than necessary also describes the Eletre’s feel in corners. The Lotus rotates like a barrel racer, but even Lotus’s training can’t hide that it’s more Clydesdale than quarter horse. The Eletre’s approximately 5500 pounds make themselves known in sharp turns and under braking, when even the front Brembo six-piston brake calipers clamping aluminum hats and iron-faced rotors require a solid push of the pedal to bring things to a halt—and that’s with the brake regen cranked up to max. The Eletre’s interiorThe positives of a big Lotus are found in the Eletre’s top-shelf interior. Every touchable surface is sueded or knurled, with subtle pops of color and bronzed-metal finishes. The seats are plush yet supportive in the front, and the rear seat offers limo levels of legroom. Both the bench and the rear sport buckets are padded enough that calling shotgun will be a game of the past. Details like the metal mesh speaker grilles and pop-flush cupholders offer visual rewards from the moment you open the door. The long-term wisdom of covering those cupholders in suede is another story, but that’s a problem for after the spill. If you’ve ever been in a Lotus Evora with its minuscule 7.0-inch infotainment screen, you may be taken aback by the Eletre’s vast, glossy interface. The driver faces a 12.6-inch digital instrument cluster with a head-up display that was not customizable in our test cars, but Lotus says will become tweakable through a later over-the-air update, if not at delivery. The center touchscreen offers 15.1 inches of crystal-clear graphics, and even the passenger gets a slim strip of touch-sensitive display that allows control of the radio. Physical controls for media are on the steering wheel, and some climate controls have physical switches—lovely, textured toggles. Other controls, including for the air vents and the driver-aid settings, can only be accessed through the screen, but we found that most were within one or two taps of the main menu. Several of the Eletre’s flashier tech features—like the delicate cameras replacing the side-view mirrors and the adaptive LED headlights—won’t be available in the U.S. Others, like the deployable lidar, are attempts to get ahead of possible upcoming technology. Should more heavily automated driving become a reality, Lotus wants to have the hardware ready for an over-the-air software update. The Eletre is innovative and ambitious, but it struggles to find the middle ground between the expectations of a Lotus shopper and those of a luxury-SUV customer. One wants a vehicle to be raw, nimble, and connected; the other wants something comfortable, well optioned, and elegant. While it tries to straddle both lanes, the Eletre pulls hard to the SUV side. It nails comfortable, well optioned, and elegant. It’s also fast and supple, but even Lotus hasn’t figured out how to make an EV feel light and simple just yet. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Lotus EletreVehicle Type: front- and rear-motor, all-wheel-drive, 4- or 5-passenger, 4-door wagon
PRICE (C/D EST)
Base: Eletre, $115,000; Eletre S, $135,000; Eletre R, $155,000
POWERTRAIN
Front Motor: permanent-magnet ACRear Motor: permanent-magnet ACCombined Power: 603 or 905 hpCombined Torque: 523 or 726 lb-ftBattery Pack: liquid-cooled lithium-ion, 109.0 kWhOnboard Charger: 22.0 kWPeak DC Fast-Charge Rate: 350 kWTransmissions: direct-drive, direct-drive/2-speed automatic
DIMENSIONS
Wheelbase: 118.9 inLength: 200.9 inHeight: 64.2–64.4 inCargo Volume, Behind F/R: 54/22–24 ft3Curb Weight (C/D est): 5500–5850 lb
PERFORMANCE (C/D EST)
60 mph: 2.7–4.2 sec100 mph: 6.3–7.4 sec1/4-Mile: 10.3–11.4 secTop Speed: 160–165 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 70–75/75–80/65–70 MPGeRange: 260–315 miSenior Editor, FeaturesLike a sleeper agent activated late in the game, Elana Scherr didn’t know her calling at a young age. Like many girls, she planned to be a vet-astronaut-artist, and came closest to that last one by attending UCLA art school. She painted images of cars, but did not own one. Elana reluctantly got a driver’s license at age 21 and discovered that she not only loved cars and wanted to drive them, but that other people loved cars and wanted to read about them, which meant somebody had to write about them. Since receiving activation codes, Elana has written for numerous car magazines and websites, covering classics, car culture, technology, motorsports, and new-car reviews.     More

From the July 1991 issue of Car and Driver.Reaction to Jaguar’s XJS line, at its in­troduction in 1975, could be summed up in four words: “Works good, looks fun­ny.” On these pages you see a Jaguar XJ­S that is not new but that no longer looks funny. Like its British colleague the Rolls-Royce, the Jaguar has become a tradition. We have grown accustomed to its fascia, as Professor Higgins might say. The XJS has undergone, in the words of Jaguar itself, “extensive revisions.” You may need to scrutinize every square inch of the photographs to convince yourself of that, but the evidence is there. For devotees of the marque, as we shall see, there is also good news for the long term that transcends a simple re-skin­ning. But first, the overview: More on the Jaguar XJIn the United States. Jaguar will con­tinue to offer a coupe and a convertible version of its XJS grand tourer, both with V-12 power, both with automatic trans­missions only. The 4.0-liter in-line six that drives the Jaguar XJ6 sedan will replace the 3.6-liter six in XJ cars sold in Europe and Canada, a change that will not appear in the U.S. market until the 1993 model year. The U.S. will see the new XJS this fall, and prices will be high­er than the $55,905 and $67,565 now paid for the coupe and convertible, respectively. Before detailing the changes made to the XJS, a detail or two about Jaguar owners is in order. The Jaguar loyalist is an affluent person who wants comfort, speed, and style and doesn’t require it to be wrapped in ultramodern trappings. The Jaguar owner knows that the Lexus LS400 may be a superior car from the standpoint of modernity and reliability. The Jaguar owner just doesn’t care. He (and she) is, in simple terms, a tradition­alist. An example: U.S. Jaguar owners, asked to rate the styling of the 1990 XJS, gave it 9.8 out of a possible 10.0. Re­strained by such research findings (and, to be sure, by less than an oversupply of money), Jaguar’s changes to the XJ are also restrained. The XJS exteriors have been changed in ways that are subtle but substantive. In a few words, the skin is more roundly contoured than before, and in a few more words, you need to look at the car in per­son to grasp the extent of the surgery. You’ll see a new grille, a new headlamp design, a new flared rocker panel, a new C-pillar that produces a different profile, and a rounded rump that includes new taillamps. Where once five panels were required on the coupe’s rear fender, one now does the job—with a consequent improvement in appearance.Inside, what had been an elegant interior in the British manner has become far more modern in character. There are newly contoured electrically operated seats positioned within a leather-lined compartment that had benefited from the stylist’s hand. The aroma remains superb.A new instrument cluster with two big dials and four small ones replace the previous unfortunate layout, and there’s a trip computer, controls that are im­proved in touch and appearance, and a dash area that now matches the rest of the interior. The windshield has been raked more sharply, which improves air­flow but does little to minimize head­banging by tall drivers. Once best de­scribed as eccentric, the ergonomic atmosphere is so no longer. The Jaguar 5.3-liter V-12 engine has been graced with a new Lucas 26CU fuel system to go with its Marelli digital-igni­tion system, and it remains as satisfyingly smooth and silky as ever, even when compared with newer V-12s from BMW and Mercedes. On European-spec cars, the catalytic-converter-equipped V-12 now delivers 280 hp at 5550 rpm, up from 273 at 5250. Its 0-to-60-mph time should drop below eight seconds. Torque is up from 298 to 306 pound-feet at 2800 rpm. This low-speed torque strength remains one of the enjoyable features of the V-12. The figure for U.S.-spec cars will probably be slightly lower.We can’t imagine that you’ve missed this, but if you’re just returning from Outward Bound’s doctoral program or from the Antarctic, Jaguar is now owned by the Ford Motor Company. When a small company is bought by a large one, two things can come from the large company: money to accomplish needed work (good) and platoons of managers to help do the work (not so good). At Jaguar, the story constitutes a variation on this theme. To run its new acquisition, Ford in­stalled gruff, hard-nosed Englishman Bill Hayden, CBE, who has spent 41 years learning the rules of Ford corpo­rate combat. He also knows, based on his resume, how to manufacture cars. “Our objective in all this is quite simple,” Hayden says. “It is to produce bet­ter and better quality products here at Jaguar. Our commitment to that objec­tive will be rigorous and unrelenting.” In the few years he has before retiring, Hayden has taken it upon himself to pro­tect Jaguar from would-be Dearborn “helpers” who might or might not know a hooter from a toast rack—and to apply Ford’s successful manufacturing pro­cesses and quality-control procedures to a company whose reputation for quality and reliability left ample room for im­provement. The Jaguar officials we spoke with believe that millions of dollars are being spent where it does not yet show, but where it will ensure Jaguar’s long-term survival. One believer is Mike Dale, ex-Royal Air Force pilot and president of Jaguar Cars, Inc., the company’s U.S. subsid­iary. “He’s the toughest taskmaster I’ve ever worked for,” he says of Hayden, “but he’s helping us where we need it.” It would be inadvisable from our pre­view drive (involving pre-production cars) to assess the improvement in build quality that Jaguar stands to gain from the Ford way of doing things. But we can say that the V-12 remains a joy, that the cars feel tighter, and that a trip from where you are sitting to a destination 1000 miles distant would be a pleasant day’s drive. The suspension, a supple fully inde­pendent arrangement, not only delivers the excellent ride quality that’s long been a Jaguar hallmark, but also controlled the car quite well on the rough, twisting mountain roads that we used for our ex­ercise pad. Power delivery from the V-12 continues to be smooth, though the GM­-supplied Turbo-Hydramatic 400 automatic transmission still has only three speeds. Even at the risk of flying in the face of tradition, another speed or two wouldn’t hurt this unit at all. On the freeway, the XJS cruises effort­lessly, and conversation is possible even with the convertible top lowered. We have here the latest in a long line. How does its price compare with other grand-touring cars—for example, the Nissan 300ZX Turbo? That’s not the issue, according to Mike Dale. “We don’t see Jaguar in competition with specific models of cars,” he says. “We rather see Jaguar as competing with anything cost­ing $50,000—be it car, boat, or condo­minium—that an affluent person might consider.” As long as there are traditionalists, then, there’s reason to believe there’ll al­ways be a Jaguar. In this instance, it’s a better one. Arrow pointing downArrow pointing downSpecificationsSpecifications
1992 Jaguar XJSVehicle Type: front-engine, rear-wheel-drive, 2+2-passenger, 2-door coupe
PRICE
Base: $58,000
ENGINESOHC V-12, aluminum block and head, port fuel injectionDisplacement: 326 in3, 5344 cm3Power: 280 hp @ 5550 rpmTorque: 306 lb-ft @ 2800 rpm 
TRANSMISSION3-speed automatic
DIMENSIONS
Wheelbase: 102.0 inLength: 187.6 inWidth: 70.6 inHeight: 49.4 inPassenger Volume, F/R: 50/24 ft3Trunk Volume: 9 ft3Curb Weight (C/D est): 4050 lb
MANUFACTURER’S PERFORMANCE RATINGS
60 mph: 7.8 secTop Speed: 147 mph
EPA FUEL ECONOMY (C/D EST)City/Highway: 13/18 mpgContributing EditorWilliam Jeanes is a former editor-in-chief and publisher of Car and Driver. He and his wife, Susan, a former art director at Car and Driver, are now living in Madison, Mississippi. More