Car Reviews

From the September 2023 issue of Car and Driver.As plug-ins proliferate, we’re going to continue to see more SUVs like the Ford Escape PHEV. Launched in 2020, the Escape PHEV competes in a growing segment that includes the plug-in versions of the Hyundai Tucson, Kia Sportage, Mitsubishi Outlander, and Toyota RAV4. For 2023, the Escape receives a makeover, but it lacks the performance, richer interior, and all-wheel drive offered by rivals. HIGHS: Sharper styling, big new touchscreen, solid electric range.Ford previously offered the plug-in powertrain across several trims. Now the PHEV is a stand-alone model, and it’s pricey. The Escape PHEV’s $41,995 base price is higher than that of every competitor except the RAV4, and our test car’s $1595 panoramic sunroof and $4530 Premium package helped push the total to $48,320. A new nose borrows heavily from the Ford Edge. Inside, there’s a new 13.2-inch touchscreen. Apple CarPlay and Android Auto are wireless, and there are fewer physical buttons, with climate controls integrated into the bottom of the screen. Despite the high base price, most goodies require getting the Premium package, which includes a head-up display, a 12.3-inch digital gauge cluster, and quilted leather. Yet no matter how you option it, lots of ugly hard plastic remains.More on the Escape and Best HybridsThe hybrid powertrain again connects a 2.5-liter inline-four to two electric motors through a planetary gearset that allows for continuously variable ratios. Combined output is 210 horsepower, down 11 ponies from 2022. When the Escape is operating as an EV around town, the traction motor provides smooth and adequate acceleration. But the SUV feels lethargic when merging onto highways or executing passes. This Escape hits 60 mph in a leisurely 7.7 seconds, more than a second behind the Outlander and well off the RAV4’s 5.4-second run.LOWS: No all-wheel drive, steep pricing, rivals are quicker.The Escape does make the most of its lithium-ion battery, which is smaller than competitors’. The 10.7-kWh pack offers an EPA-estimated electric driving range of 37 miles, putting the Escape between the RAV4 (42 miles) and the Sportage (34 miles). The Escape was similarly midpack in our 75-mph highway range test, returning 30 miles against the RAV4’s 32 miles and the Outlander’s 24. The relatively stiff suspension could do more to filter the bumps yet doesn’t translate to athletic handling or much grip, returning just 0.78 g on the skidpad. Sport mode turns the light steering rubbery, and the interplay of regenerative and friction brakes leads to a touchy brake pedal. However, the Escape’s 176-foot stop from 70 mph is 19 feet shorter than the RAV4 Prime’s lengthy result. VERDICT: New tricks make this a good PHEV in a class of great ones.The minor makeover doesn’t address enough of the plug-in Escape’s shortcomings, and so it struggles to make a mark in the PHEV class. Not only is the plug-in Escape the slowest of the group, but it also is missing an all-wheel-drive option and could use a more luxuriously appointed interior. Or, a big price cut.Marc Urbano|Car and DriverMarc Urbano|Car and DriverArrow pointing downArrow pointing downSpecificationsSpecifications
2023 Ford Escape PHEVVehicle Type: front-engine, front-motor, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $41,995/$48,320Options: Premium package (10-way power-adjustable driver’s seat, six power-adjustable passenger’s seat, 360-degree camera, Bang & Olufsen 10-speaker sound system, front rain-sensing wipers, wireless charging pad), $4530; panoramic sunroof, $1595, floor mats, $200 
POWERTRAINDOHC 16-valve 2.5-liter Atkinson-cycle inline-4, 163 hp, 145 lb-ft + 2 AC motors, 90 and 129 hp, 48 and 176 lb-ft (combined output: 210 hp, 10.7-kWh lithium-ion battery pack; 3.5-kW onboard charger)Transmission: continuously variable automatic 
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.0-in vented disc/11.9-in discTires: Michelin Primacy A/S225/60R-18 100H M+S
DIMENSIONS
Wheelbase: 106.7 inLength: 180.1 inWidth: 74.1 inHeight: 66.1 inCurb Weight: 4038 lb
C/D TEST RESULTS
60 mph: 7.7 sec1/4-Mile: 16.0 sec @ 91 mph100 mph: 19.2 secResults above omit 1-ft rollout of 0.4 sec.Rolling Start, 5–60 mph: 7.7 secTop Gear, 30–50 mph: 3.3 secTop Gear, 50–70 mph: 4.4 secTop Speed (gov ltd): 122 mphBraking, 70–0 mph: 176 ftRoadholding, 300-ft Skidpad: 0.78 g  
C/D FUEL ECONOMY75-mph Highway Driving, EV/Hybrid Mode: 84 MPGe/40 mpg75-mph Highway Range, EV/Hybrid mode: 30/440 mi 
EPA FUEL ECONOMY
Combined/City/Highway: 40/42/37 mpgCombined Gasoline + Electricity: 101 MPGeEV Range: 37 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

Located in the North Atlantic between Iceland and Norway, the Faroe Islands are like a different world. The mountainous landforms are covered in grasslands where sheep act as organic lawn mowers, and cascading coastal waterfalls and quaint thatched-roof houses make first-timers feel as if they’ve been transported into a Lord of the Rings film. The brand of the four rings brought us here to drive prototypes of the 2025 Q6 e-tron Quattro and its sportier SQ6 sibling, models that promise to take Audi EVs into their own new world.Next-Level EVsThe two SUVs are essentially electric alternatives to the gas-powered Q5 and SQ5. The Q6s have similar dimensions but shorter front and rear overhangs and a longer wheelbase. More coupelike Sportback variants will be offered too. The new EVs do more than just bridge the gap between the Q4 e-tron and the Q8 e-tron, however. They’re the first Audis built on the Premium Platform Electric (PPE) architecture. Co-developed with Porsche, PPE will also underpin the Macan EV, and the platform’s arrival starts an important new phase in the Volkswagen Group’s electric future.More on the Q6 e-tron SUVSpecifically developed for EV models, PPE features an 800-volt architecture and uses next-generation motors. The battery, with an estimated capacity of about 93.0 kWh, has 12 modules packed with 180 prismatic-type lithium-ion cells that provide better energy density than pouch-type cells. The peak charging rate is 270 kilowatts. Audi estimates that charging from 10 to 80 percent will take under 30 minutes; it’s also targeting a 155-mile refill in 10 minutes. The regular Q6 e-tron, the longest-range version, should be good for 372 miles of range on the European WLTP test cycle, or about 315 miles using EPA methodology.The Q6 and SQ6 e-trons also debut new electric motors that are unrelated to previous versions. Designed to be modular, more efficient, and quieter, the motors feature hairpin windings and direct oil cooling for the rotor and stator, resulting in a higher power density while reducing the need for rare-earth elements. More compact and efficient than its predecessors, the asynchronous induction front motor is said to provide greater performance at less cost. The permanent-magnet synchronous rear motor is new and improved and weighs about 260 pounds. It’s also the primary drive unit, with the front motor taking a more passive role until duty calls or the driver activates specific modes.Driving in the FaroesDespite the Faroes’ strong Middle-earth vibes, the region has an impressive infrastructure featuring more than 300 miles of well-maintained roads and a network of undersea tunnels, including the world’s first underwater roundabout. During two days of driving, our route took us through that landmark and around the southern parts of the three largest islands.Like California’s Pacific Coast Highway, the roads outlining the Faroe Islands offer breathtaking views. They’re also quite narrow, with some sections shrinking to a single lane that forced oncoming traffic to yield to our convoy, which was cloaked in eye-popping colorful wraps. These traffic-jam-like moments gave us the opportunity to tinker with the Q6s’ regenerative braking system, which finally offers one-pedal driving (two less forceful regenerative settings can be toggled with the steering-wheel paddles). Audi EVs previously lacked one-pedal capability, because the automaker believed most drivers couldn’t use it smoothly. Evidently, Audi now has more confidence in us (or its system’s tuning).The dual-motor all-wheel-drive Q6 e-tron we drove has 375 horsepower, while the SQ6 offers 482 ponies; a Boost mode temporarily bumps peak output to 395 and 509 horses, respectively. Torque figures are not yet available. With the islands’ speed limits capped at 50 mph, we had few opportunities to explore higher speeds, but in our hands, the higher-performance SQ6 definitely has better body control and more spirited acceleration than the regular Q6. Audi estimates the Q6 will scoot to 62 mph in less than six seconds, with the SQ6 needing under 4.5 ticks.With the Q6 and SQ6 e-trons still in their pre-production stage, Audi asked us not to discuss the interior design, but we can report that the inside is like a rolling sarcophagus—as in extremely quiet. Sure, some wind noise is audible, but road noise is almost nonexistent. Switching to Dynamic mode breaks the silence with synthetic sounds that grow louder with stronger accelerator inputs. The artificial noise can be shut off for those who are annoyed by that type of thing. We don’t think anyone will complain about either Q6’s ride quality, though, because both are consistently calm and controlled. The prototypes have an air-spring suspension and 21-inch wheels with higher-profile sidewalls. Of course, we’ll reserve final judgment for when we can drive the production versions on the not-so-smooth roads back home. The steering has variable effort, but we’d like it to be more communicative, especially on the SQ6.Light ShowProduction on the Audi Q6 and SQ6 e-tron, likely as 2025 models, won’t start until next year. When they reach the streets, they’ll introduce Audi’s latest lighting technology. The split-headlight design includes customizable daytime running lights, and the second-generation OLED taillights have animations warning following drivers of oncoming hazards. Audi says it plans to promote adoption of this tech by other automakers in the coming years to help improve safety through vehicle-to-everything communication.Unfortunately, any U.S.-bound model will offer light animations only while the vehicle is stopped, per current federal regulations. The Q6 and SQ6 e-tron still offer a choice of multiple lighting signatures selectable through the infotainment system or Audi’s phone app. Additional designs for daytime running lights and stationary lighting animations are optional and cost extra. Along with automatic high-beams and the Matrix lighting package, they can be factory equipped or purchased on demand afterward. The gas-powered Q5 line is currently Audi’s bestseller, meaning the new Q6 and SQ6 e-trons are poised to introduce the PPE platform to the masses. With all new Audis introduced after 2025 set to be EVs, Audi is entering a whole different world. Senior EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

Chris Walter grinned. “We are looking,” he said, “to capture a new Mustang buyer.”Walter, middle-aged and fit, is the Mustang’s exterior design chief. He looks like a cross between Chris Martin of Coldplay and the retired British Formula 1 driver Jenson Button, and he was speaking to a group of journalists at the 2024 Ford Mustang’s media launch in California. Generally chipper and friendly, he is hard to dislike, and his team does nice work.More on the 2024 MustangListening to him speak in the Pasadena heat, we wondered about the GT’s new screen. Perhaps you have seen it: a rectangular piece of glass consuming roughly half of the dash, plopped between vents like a hat on a hat. Since the mid-1960s, when the model was new, Mustang interiors have traditionally been designed with a bit of restraint. Old Mustangs had dashboards that resembled a good pocketknife, simple and purposeful with bits of tidy icing. Same for the outgoing S550-generation Mustang, which served from model years 2015 to 2023. What’s happening?Good things, it turns out. Plus an acre of pixels. But mostly good things.Ford makes just one car these days, and this is it. Everything else in the lineup is a truck or an SUV. The new Mustang, dubbed S650, is the model’s seventh generation, essentially that 2015–23 platform plus moderate cosmetic and mechanical updates. The GT badge, traditionally the Mustang’s happiest balance of speed and price, gets a fourth-generation version of Ford’s Coyote 5.0-liter V-8.2024 Mustang GT Mechanical UpdatesFor many people, the Mustang is the reason for the horse-car season. That naturally aspirated 32-valve 5.0-liter under the hood for 2024 is a light refresh of last year’s engine, nudged here and there to reduce friction, increase efficiency, and bump output. Where the old GT engine had one throttle body, this one gets two; the oil pan, exhaust cams, and left-side exhaust manifold are also new. The result is 480 horsepower at 7150 rpm and 415 lb-ft of torque at 4900 rpm. Those numbers are up from 450 horses at 7000 rpm and 410 lb-ft at 4600. There’s also a feisty bark-burble on startup. Choose the optional active-valve exhaust ($1225), which was fitted to our car, and output rises to 486 horsepower at 7250 rpm and 418 lb-ft at 4900. As with the outgoing GT, redline is 7500 rpm regardless of muffler choice. The standard six-speed manual and optional 10-speed automatic also carry over.Underneath lies mild massaging. The electronically assisted power-steering ratio has been quickened slightly, from 16.0:1 to 15.5:1, and its control software has been reworked in the interest of improved feel. The body has been stiffened in critical places. The brakes are now electronically boosted, replacing the old vacuum setup. 2024 Mustang GT Interior and Exterior DesignInside, the classic dual-brow dash is gone. That long rectangular display is really two displays under one piece of glass: a 12.4-inch screen for the instrument cluster and a 13.2-inch touchscreen for most cockpit functions and features, from climate to stereo to launch control. It gathers finger gunge quickly but offers a mostly intuitive interface.The new styling, naturally, resembles but does not lockstep mirror the old. Ford says that externally, the three variants in the Mustang line—the four-cylinder EcoBoost, the GT, and the coming track-focused Dark Horse—share little more than headlamps. The panels are basically smoothed and clarified S550 pieces, dotted with tasteful hints of older Mustangs: the newly emphasized hips, the hood extractor vents and more aggressive grille openings on the GT and Dark Horse, the notch-shaped “bent” panel between the taillights. The last part is a neat touch, shadow-bound in all but direct light, helping the car look longer and lower. The new grille opening and underbody panels help reduce drag. The sum package looks nice in pictures and better in person, and the more you look at the fishlike nose, the less fishy it seems. Which may sound like damning with faint praise, but is really just proof that the human brain can adapt to anything and will take any oppor-tuna-ty to anthropomorphize the face of a new automobile. (Forgive us; your author is a sleep-deprived father of young children and by law must make a certain number of bad puns every year.)Driving the 2024 Mustang GTWe met the car in the form of a Performance-pack, manual-gearbox GT, Vapor Blue Metallic, a whopping $60,755 as equipped. Critical options included Pirelli P Zero PZ4s, MagneRide active dampers ($1750), a 12-speaker Bang & Olufsen sound system with a trunk-mounted subwoofer (part of the $2900 Premium package, this adequate system far better than the base offering, if a bit flabby in the mids and bass), and the GT Performance pack (for $4995, it includes more aggressive suspension, a 3.73 Torsen limited-slip differential, wider wheels and tires, and the list goes on). Brembo brakes, part of the Performance pack, have a nice feel and are easily modulated right up to ABS engagement.The previous GT was gobs of fun to commute in or hammer on, and this machine is slightly sharper. Without driving the two cars back to back, we’d say that steering feel and feedback seem slightly improved. As with the 2024 EcoBoost Mustang we tried earlier, the electronic brake booster seemed to make walking-pace braking a bit grabby and digital, but the brakes are otherwise a charm. MagneRide works wonders regardless of chassis mode, as magnetorheological dampers are wont to do, sopping up pavement heaves and expansion-joint smacks while helping produce good grip and agility. (With those modes, avoid Normal or Track on a back road; compared with Sport, both trade body motion for pace and response, albeit in opposite ways.) As with all generations of Coyote, the engine sounds deep and burbly down low, nice but not great for a V-8 of this size and character, rising to a less pleasant, hammering rasp at the top of the tach.If you cannot have fun in a car like this, you may not know what fun is. Few differentials are as nice and progressive on the road as a Torsen. Torque is stout in the midrange, tapering noticeably above 6500, falling off even more noticeably above 7000, most useful and satisfying in the middle of the tach. Sixty mph is available in second gear, and third is a joy on a back road, if often illegal. On that last point, we say who cares, it’s a new Mustang, it’s part of the American fabric, you only live once, Car and Driver does not encourage or endorse lawbreaking, but really, if you are alive and breathing, sometimes the rules are best left for colonoscopies and filing your taxes.A brief aside on that gearbox: The manual transmission is a version of the Getrag six-speed offered in various Mustang models for more than a decade. When new, it is a pleasure to shift, with a cleanly defined pattern and chunky action. Mustang heads will tell you this transmission has long been maligned for its fragility and lack of cooling, and that there is an ongoing class-action suit over some of those problems. Five will get you ten, and this is at least tangentially tied to why the coming Dark Horse will be fitted with the relatively durable Tremec TR-3160 six-speed manual. Do we wish a Tremec were fitted to the basic GT? Yes. Does Ford’s choice here seem odd, especially given how many V-8 Mustangs of yore wore wonderful, solid Tremecs and that V-8 Camaros have done the same for years? Of course. Did our low-mile test car make a bit of bearing-like noise if you leaned on the shifter slightly during an upshift to second? Sure. But at least there is the Dark Horse, which means someone somewhere is listening. If you buy a new manual GT—and anyone with a pulse should consider it—we would only suggest that you shift with fingers instead of fist, and that you pretend the gearbox innards are built dense but soft, like a Burger King Croissan’wich.A minor note, in all. What we have here is a V-8-powered, rear-drive, attractive new Mustang in the classic style, nicely updated. It is a big and good giggle to drive in any fashion, from tame commute to kill them tires dead. It’s still a bargain for what you get, it feels more special than the spec sheet would imply, and, wonder of wonders, it can still be had with a clutch pedal.This is a driver’s car, simple and sane, the kind we have long loved. It may not be all-new or perfect, but, like so many Mustangs before, it wants you there, needs you there, and demands you pay attention while simultaneously refusing to be a pain in the ass. These days, as ever, that’s a gift. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Ford Mustang GTVehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe or convertible
PRICE
Base: Fastback, $43,090; Premium Fastback, $47,610; Premium Convertible, $53,110
ENGINE
DOHC 32-valve V-8, aluminum block and heads, port and direct fuel injectionDisplacement: 307 in3, 5038 cm3Power: 480 or 486 hp @ 7150 or 7250 rpmTorque: 415 or 418 lb-ft @ 4900 rpm
TRANSMISSIONS
6-speed manual, 10-speed automatic
DIMENSIONS
Wheelbase: 107.0 inLength: 189.4 inWidth: 75.4 inHeight: 54.8–55.0 inPassenger Volume, F/R: 55/27–30 ft3Trunk Volume: 10–13 ft3Curb Weight (C/D est): 3900–4100 lb
PERFORMANCE (C/D EST)
60 mph: 3.8–4.3 sec100 mph: 8.3–8.7 sec1/4-Mile: 11.9–12.3 secTop Speed: 145–155 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 17–18/14–15/22–24 mpgFreelanceSam Smith is a freelance journalist and former executive editor at Road & Track. His writing has appeared in Esquire and the New York Times, and he once drove a Japanese Dajiban around a track at speed while being purposely deafened by a recording of Taylor Swift’s “Shake It Off.” He lives in Tennessee with his family, a small collection of misfit vehicles, and a spaniel who is scared of squirrels. More

Stare down the optional selfie camera atop the dash of the 2024 Mercedes-Benz E-class, and it’s clear that the automobile has entered a new age, not that more evidence was needed. Even for iconic nameplates, the ever-greater inclusion of technology for work, play, safety, and convenience has become an essential part of the picture. Yet while Mercedes has shown a departure from the past with its EQ-branded EVs, fans of traditional luxury sedans will find solace in the restraint of the E-class’s latest redesign. Evolved as it may be, this new car is pleasantly familiar. More on Mercedes E-classWhen it goes on sale early next year, the mid-size E will be easy enough to mistake for an S-class, its envelope having grown marginally larger than before while adopting more of its grander sibling’s flowing elegance. It’s a quintessential and attractive Benz from all angles. Reinforcing that notion to less observant eyes, LED elements in the taillights illuminate in the shape of the three-pointed Mercedes star. Technology as LuxuryThough the new E-class’s cabin veers toward tech-infused minimalism, traditional luxury trappings are present in abundance, and comfort levels are exceedingly high. The retention of a conventional three-box shape makes for welcome headroom in back, and rear legroom remains generous if not quite cross-your-legs friendly. Trunk capacity has swelled to an S-class-beating 19 cubic feet. The E ventures into the future by way of its expansive Superscreen digital interface, which neatly integrates a 12.3-inch instrument cluster with available 3-D graphics, a 14.4-inch touchscreen, and an optional 12.3-inch passenger display. It’s similar to the pillar-to-pillar Hyperscreen system found in some EQ models, though here it lacks haptic feedback for touch inputs, and the gauge display stands separately rather than integrated under a single piece of glass. Secondary hard buttons and switches are limited. The car’s environs can soothe like a day spa—or stimulate like a discotheque—via copious ambient lighting that throbs to the beats from the standard Burmester audio system’s 21 speakers. AI programming learns a user’s behavior and manages customizable “routines,” while up to five interior cameras, including the selfie unit, enable an array of functions. Zoom videoconferencing and access to TikTok, for example, are possible from behind the wheel when the car is stationary, and passengers can stream video and play Angry Birds without distracting the driver. It’s a lot of pixels and computer code to take in. But this is the first version of the MBUX operating system that Mercedes has produced entirely in house, and the more we interacted with it, the more intuitive it proved to be. Augmented-reality navigation and easy access to core features from the center home screen are a boon when you’re plying stressful, unfamiliar roads. The roster of standard and optional active safety systems is more encompassing than ever, with the highlight being the addition of automatic lane changes during hands-free cruising on the highway. Refined FoundationU.S. models initially will come in two familiar flavors, E350 4Matic and E450 4Matic, both of which feature all-wheel drive, a buttery nine-speed automatic transmission, and a 48-volt hybrid system that can contribute up to 22 horsepower and 148 pound-feet of torque yet does not increase the peak power outputs. We have yet to drive the E350, with its 255-hp turbocharged 2.0-liter four, but the E450’s turbo 3.0-liter inline-six remains a lovely tool for the E-class’s mission, as it’s wonderfully smooth and impressively quiet at speed. Its 375 horses (a 13-hp increase from before) and 369 pound-feet help the car devour miles with ease. Though slightly larger and about 170 pounds heavier than the outgoing E450, the new E proved pleasantly competent when driven with vim. A sports sedan it is not, but its optional air springs and rear-axle steering (with up to 4.5 degrees of wheel movement) noticeably enhance its agility in tight turns, as well as endow it with disciplined body control and a creamy ride, even on big 21-inch wheels (20s are standard). Given the E’s focus on refinement, activating its Sport mode and uncorking the active exhaust seems inappropriately uncouth, but we estimate the E450 should reach 60 mph in the low-four-second range at full chat. We don’t expect its EPA fuel-economy estimate to stray far from the previous model’s 26-mpg combined rating. Mercedes has yet to release pricing, but increases over the outgoing 4Matic sedans’ entry points—$60,400 for the E350, $66,700 for the E450—should be modest. With a lineage stretching back more than 75 years, the E-class remains one of the brand’s core products and serves a range of roles around the world, from taxicab to luxury cocoon. Though the latest E embraces progress for the digital age, Mercedes is wise not to rush its evolution. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Mercedes-Benz E450 4MaticVehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE (C/D EST)
Base: $67,000
ENGINE
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2999 cm3Power: 375 hp @ 5800 rpmTorque: 369 lb-ft @ 1800 rpm
TRANSMISSION
9-speed automatic
DIMENSIONS
Wheelbase: 116.6 inLength: 194.8 inWidth: 74.0 inHeight: 58.3 inTrunk Volume: 19 ft3Curb Weight (C/D est): 4500 lb
PERFORMANCE (C/D EST)
60 mph: 4.3 sec100 mph: 11.0 sec1/4-Mile: 12.9 secTop Speed: 130 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 26/23/31 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

Not everyone can afford to tick all the boxes; some folks simply want a piece of a beloved story. With new Mustangs, that means EcoBoost: the base model and fleet star, the four-cylinder found at Hertz counters coast to coast.The Mustang remains the only true car in Ford’s lineup, the lone holdout in a range of crossovers and trucks. The outgoing generation, which Ford called S550, ran from model years 2015 to 2023. The new car, S650, is basically the old car under a moderate makeover. It looks different, with a nicer interior, and the new dash screens are big enough to eat Milwaukee. If you’re tired of reading, that’s really all that matters. But you probably want to know more—the world is always curious about a new Mustang.For 2024, Ford’s famous pony looks sharper and cleaner, except up front, where it has a mouth like a toothy carp. The base car, whether coupe or convertible, gets a version of Dearborn’s EcoBoost turbo four—2.3 liters, 315 horsepower at 5500 rpm, 350 lb-ft of torque at 3000 rpm. The outgoing EcoBoost Mustang made 310 horses, unless you bought the optional hot-rod pack, which gave it 330. That option is now dead, which stinks. In other smelly news, a 10-speed automatic is now the only transmission, with the six-speed manual axed for the EcoBoost. Boo hiss. The new engine is optimized for efficiency, mostly via reduced friction and mass. The coupe’s EPA fuel-economy ratings have risen 1 mpg combined and on the highway; they’re now 26 mpg combined, 22 city, and 33 highway. EPA numbers for the 2024 EcoBoost convertible are not yet public, but last year they lagged at least 2 mpg behind the coupe’s. As on S550 EcoBoosts, there is an optional Performance pack. For $3475, you get wider wheels and tires, an engine-bay brace, a Torsen limited-slip differential with a 3.55:1 final-drive ratio (as before, 3.15:1 with a clutch-type limited slip is standard), MagneRide adaptive dampers, fixed-caliper Brembo brakes, and a “drift stick” hand-brake lever on the center tunnel. More on the 2024 MustangThat lever is a gimmick but fun. In sane driving, the lever gently engages the electronic parking brake. Punch a button in the dash menus and it becomes an old-fashioned flyoff, telling the brake software to instantly lock the rear wheels, which can snap them into a slide. This feature is neat and giggly, and it works well.About that dash: Some glass cockpits are just try-hard, even if you love screens. This one sticks out like a sore thumb full of pixels. There’s a 12.4-inch display above the steering column and a 13.2-inch touchscreen over the center console. The software interface is clean and mostly intuitive, which is nice, because the interior holds few physical buttons. Still, gross finger smudges and dust gather quickly, and in the Mustang’s lightly retro cockpit, it all wears like a cringey toupee. FordFordFord let journalists try new EcoBoosts on Los Angeles roads and a simple autocross course. We ran the latter in a Performance-package coupe, then took a red Premium-level convertible for a jaunt through nearby mountains. The Performance pack would have been nice there, though the trim we tried is generally more important. The base EcoBoost is the volume play, how most Mustang drivers will meet the name. Like its predecessor, this is a fine car, in the way that Chipotle makes a fine burrito: not great, not terrible, but good enough, given price and style. The seats are comfy and decently supportive. The interior is a nice uptick over the outgoing arrangement, with less hard plastic. Cowl shake is present in the convertible but not annoying. The electronically boosted brakes are a little grabby at parking speeds, but the electronically assisted power steering at least suggests load at the front tires, which means it beats the industry standard.Does a Mustang want a V-8? Sure, but the inline-four offers decent and ready torque, mostly in the midrange. Sadly, the 10-speed automatic is perpetually in a hurry to shift up, dragging the tach needle down the dial, where the engine moans and drones. (If you get the optional performance exhaust, fill the glovebox with Advil, unless you’re indulging in the goofy Remote Rev function that allows you to blip the throttle from afar with via the key fob.) The gearbox has a Low mode but otherwise cannot be shifted manually unless you pay for the optional shift paddles. Remarkably, for all of the above, the tally here is pleasant, with a sense of light occasion. Highway behavior is all-day chill but won’t put you to sleep. The trade-off is dowdy manners on back roads, where the body is controlled but floaty. Sharpening those reflexes would likely mean losing some comfort and mass appeal, and that’s not what base Mustangs are about—not how they find garages in middle America, how they outsell base Camaros and so much else at or below the price.The revised four-banger Mustang is easy to live with, affordable if you squint, and more than the sum of its parts, as base Mustangs have always been. Plus, it has that intangible draw, the pull of the original pony car. This is no V-8, but proximity to power is the next-best thing. The EcoBoost still feels like an attainable chunk of a grand old line, and that probably makes a lot of buyers very happy. With a name like this, that might be all that counts.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Ford Mustang EcoBoost
Vehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe or convertible
PRICEBase: Fastback, $32,515; Fastback Premium, $38,040; Convertible, $40,615; Convertible Premium, $43,540
ENGINEturbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port and direct fuel injectionDisplacement: 138 in3, 2261 cm3Power: 315 hp @ 5500 rpmTorque: 350 lb-ft @ 3000 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 107.0 inLength: 189.4 inWidth: 75.4 inHeight: 54.8–55.0 inPassenger Volume, F/R: 55/27–30 ft3Trunk Volume: 10–13 ft3Curb Weight (C/D est): 3600–3750 lb
PERFORMANCE (C/D EST)
60 mph: 5.0–6.0 sec1/4-Mile: 13.6–14.5 secTop Speed: 121–155 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 23–26/20–22/27–33 mpg FreelanceSam Smith is a freelance journalist and former executive editor at Road & Track. His writing has appeared in Esquire and the New York Times, and he once drove a Japanese Dajiban around a track at speed while being purposely deafened by a recording of Taylor Swift’s “Shake It Off.” He lives in Tennessee with his family, a small collection of misfit vehicles, and a spaniel who is scared of squirrels. More

The bad news about the new Porsche 911 Turbo is that its owners are probably going to get a lot of speeding tickets. The good news is that if they can afford its $110,000 price, they can probably afford the tickets.The new, fifth-generation 911 Turbo is not only the fastest-ever street-legal 911, it’s also the most refined. Spooling up to 125 miles an hour—on the German autobahn, of course—is utterly effortless in this all-wheel-drive sports car. And the urge to push the needle deeper, to tap into its extraordinary acceleration, is very difficult to resist.Traveling at the speed of three miles a minute is not to be recommended if you want to hang on to your driver’s license. But that velocity is so gracefully achieved that you’re always looking for any suitable stretch of blacktop. The 911 Turbo’s performance is simply intoxicating.And you don’t have to work the six-speed gearbox constantly to get that sensation. So broad and strong is the torque spread that even in the very tall sixth gear, you can summon real thrust. Above 70 mph you can leave the Turbo in high gear, forget the lower ratios, and still crush most rivals. Of course, dropping down a cog or two serves up even more blistering performance. Subjectively, this 911 feels closer in character to a big-capacity motorbike than a civilized supercar that weighs 3400 pounds.Porsche has worked hard on the aerodynamics to produce a lift coefficient of minus 0.01 at the rear (slight downforce). In combination with the new 911’s more predictable dynamics, the Turbo tracks dead straight above 150 mph and doesn’t need as many corrections or quite the intense alertness of the previous model (also an all-wheel-drive car), let alone the wayward early cars.What’s missing are the charismatic engine and exhaust sounds of a 911. The two intercooled turbochargers have muted them to the point that it doesn’t sound like a Porsche. It’s tough even determining where the noises are coming from; close your eyes, and this could even be a front-engined car.The water-cooled 24-valve 3.6-liter boxer is, in fact, a turbocharged version of the dry-sump 911 GT3/GT1 engine, rather than a blown and enlarged variant of the naturally aspirated 911’s 3.4-liter powerplant. It shares the block, the pistons, and the camshaft’s chain drive with the GT3 and uses the same head castings, smaller valves, and a different combustion-chamber shape. For the Turbo, Porsche’s VarioCam Plus system offers two intake timing positions rather than the infinitely variable setup of the GT3.Each K64 turbo serves its own cylinder bank with up to 12.3 psi of intercooled boost. To cope with such high boost, the compression ratio drops to 9.4:1. Output is rated at 415 horsepower at 6000 rpm and, more significantly, 413 pound-feet of torque across a plateau from 2700 rpm to 4600. The boost is so progressive it’s almost linear. It begins building at 1800 rpm, kicks a little at 2600, and delivers a fevered torrent of power all the way to the 6600-rpm redline and on to the 6750-rpm fuel cut-out. Porsche boasts that this Turbo offers 15 more horsepower than the old one, apparently forgetting the limited edition Turbo S that had 424 hp.Comparing Porsche’s own conservative test numbers, the new 911 Turbo’s 4.2-second 0-to-62-mph time bests the previous (400 hp) Turbo’s time by 0.3 second, and it beats the 911 GT3 by 0.6 second. Our last Turbo and Turbo S test cars both hit 60 mph in 3.7 seconds. The new car’s claimed 189-mph top speed is 9 mph faster than the 993 Turbo and 15 mph up on the semiracing GT3. Icing on the cake: Porsche claims the new Turbo gets 18 percent better fuel economy than its 400-hp predecessor, which serves as justification for retaining the standard 911’s 16.9-gallon fuel tank. (The last Turbo held 19.4 gallons and was rated at 13 mpg city and 19 mpg highway.) Still, make full use of the Turbo’s performance, and you’ll struggle to top 200 miles between fill-ups.Visually, the Turbo is easily the most radical of the 996-generation 911s. The wheel arches are swollen by 2.6 inches, a bi-wing is created by an active rear spoiler that rises 2.4 inches when the car reaches 75 mph (contributing to downforce), and clumsy-looking air-inlet vents in the rear fenders feed air to the intercoolers. Vents reminiscent of the 959 supercar’s are situated behind the rear wheels, adding to the Turbo’s meaner, more squared-off appearance. Yet the nose is rounder and longer to accommodate a third radiator and larger, Ferrari 360 Modena–like air intakes. These changes reportedly increase cooling capacity by 50 percent. The headlights, unique to the Turbo, arch down into the bumper and utilize xenon illumination for high- and low-beam lighting. Porsche says the extra scoops, vents, and wings only bring the drag coefficient up 0.02 to 0.32 relative to the standard 911 Carrera.Naturally, the new Turbo rides on the 911’s optional Sport suspension. The Turbo’s disc brakes are massive 13-inchers, cross-drilled and vented, with four-piston calipers at each corner. Later this year, for the first time on a production car, ceramic composite brakes, which weigh 50 percent less than standard discs, will be offered as an option. Also for the first time, Porsche offers the Turbo with a five-speed Tiptronic automatic. The internal workings are pur­chased from Mercedes-Benz, and engine output is not reduced with the autobox. Standard is a wholly revised six-speed manual. In routine driving, just five per­cent of the power is delivered to the front wheels via a front-mounted viscous cou­pling, but front-wheel torque can increase to as much as 40 percent to discourage oversteer. This 911 Turbo is remarkably easy to drive and simply flies around corners. Just to approach the car’s limits demands insanely high speeds, which eventually invoke Porsche’s electronic stability con­trol system (PSM). Even if you switch off the PSM, the system turns itself back on during braking, modulating each wheel individually to correct any loss of trac­tion. PSM can’t defeat physics, of course, but it provides the car with nearly drama-fee handling. The tires, noisy on coarse surfaces, hint at tramlining, and the ride is firm but not harsh. The 2001 Porsche 911 Turbo, priced at an estimated $110,000, is a refined and comfortable cruiser. And if it performs as well or better than its predecessor, it will rank as the quickest production car available on our shores. If that doesn’t jus­tify the price, what could?Arrow pointing downArrow pointing downSpecificationsSpecifications
2001 Porsche 911 TurboVehicle Type: rear-engine, all-wheel-drive, 2+2-passenger, 2-door coupe
PRICE
Base: $110,000 (est.)
ENGINEtwin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, port fuel injectionDisplacement: 220 in3, 3600 cm3Power: 415 hp @ 6000 rpmTorque: 413 lb-ft @ 2700 rpm 
TRANSMISSION6-speed manual/5-speed automatic
DIMENSIONS
Wheelbase: 92.5 inLength: 174.5 inWidth: 69.5 inHeight: 51.4 inPassenger Volume, F/R: 48/16 ft3Cargo Volume: 4 ft3Curb Weight (C/D est): 3400 lb
MANUFACTURER’S PERFORMANCE RATINGS (6-SPEED)
62 mph: 4.2 sec100 mph: 9.2 secTop Speed (drag limited): 189 mph
PROJECTED FUEL ECONOMY
European city cycle: 13 mpg More

From the November 1997 issue of Car and Driver.Barry Brown is the kind of person who likes to do things himself. For example, when he discovered during the filming of his movie Cloud Dancer that conventional movie cameras could not handle the g-loads generated by the Pitts Special aerobatic aircraft they were using, he designed a camera that could. In Brown’s rambling Pacific Palisades house is a harpsichord he made himself, along with several homemade hi-fi audio components. Outside in the four-car garage are two “prehistoric” racing cars­—a Tasman Cooper-Climax and a Shelby King Cobra—on which Brown has done extensive restoration work. More Full-Size SUVs and Fast SUVsSo it was inevitable that after he bought a GMC Yukon for use as a general runabout and tow vehicle, the car’s various shortcomings would cause him to con­template a few upgrades. One thing led to another, and the startling transformation led Brown to offer limited numbers of what he is calling the SuperSport Yukon. (Or SuperSport Tahoe, or SuperSport Sub­urban, if you prefer.) That SuperSport prefix is borrowed from the hot Chevys of yore. Right off, Brown thought the Yukon needed more power. A K&N air filter working with Doug Thorley headers and a Borla cat-back exhaust system helped open up the truck’s breathing, and a Hypertech plug-in module (compatible with OBD II) revised the spark-advance curve, changed transmission shift points, and took care of the larger-rear-tire size for speedometer accuracy. A Hypertech thermostat opens at 160 degrees instead of the customary 180 for cooler running, and undersized pulleys from the same company reduce engine drag and cut power-steering assist by 40 percent for better feel. A Jacobs Electronics UltraCoil and low-resistance plug leads were fitted to beef up the ignition system, and that was the extent of the engine work until Brown decided to try a supercharger as well. The car we tested wore a Paxton blower making 5 psi of boost, which, in conjunction with Brown’s other modifications, has helped turn the Yukon from about a 10-second 0-to-60-mph sprinter into a sub­-seven-second performer—no small achievement for a 5100-pound sport-ute. Its quarter-mile time improves from 17.4 seconds at 80 mph to 15.5 seconds at 89 mph, and our 30-to-50-mph and 50-to-70-mph passing tests each shorten by about a second. Test results suggest an output of 400 horsepower and 400 pound-feet. On the road, that translates to a dis­tinctly muscular feel, with strong acceler­ation available even at higher speeds. But straight-line grunt isn’t the SS Yukon’s most profound characteristic. It’s the way this big truck cuts through a mountain road that really impresses. It turns in cleanly with a minimum of body roll, and it holds the line with more tenacity than you’d ever expect from a vehicle of this type. That’s because the undercarriage has been sig­nificantly enhanced. In front, Bell Tech spindles drop the vehicle two inches and increase its track by 0.5 inch. A beefier 1.25-inch anti-roll bar was fitted, along with adjustable Koni shocks, Energy Sus­pension polyurethane bushings and pivots, one-inch-shorter Bell Tech springs, and A­-arms reinforced and trimmed by Precision Alignment to provide clearance for larger tires at full lock.At the rear, Chisholm Enterprises provided custom leaf springs that lower the ride height by four inches. Custom trailing links with Heim joints from Chassis Engi­neering locate the rear axle, and a one-­inch-diameter anti-roll bar from Bell Tech is added to tame the vehicle’s penchant for understeer. Like the front end, all bushings and pivots are polyurethane, and the shocks are Konis. Adorning the axles are 8.5-by-17-inch Antera 141 wheels, with Yokohama AVS S/T tires: 265/60HR-17s up front and 275/60HR-17s at the rear. To slow all the action down, Brown went to Baer Racing for 13.5-inch vented rotors straddled by four-piston Alcon calipers using carbon-fiber pads for the front wheel and 11-inch rotors for the rear wheels. Powered by Castrol Racing brake fluid via stainless-steel hoses, these anchors are among the most expensive items in the makeover ($6000), but they feel firm and powerful in use, and they reduced the distance taken to stop from 70 mph to just 180 feet. (A Chevy Tahoe LS we tested went 45 feet farther.) To put the last flourish on a thoroughly revitalized chassis, Brown had NASCAR supplier Sweet Manufacturing build a blueprinted 12.0:1 steering box, and this mechanism puts the cherry on the top of the reworked SS Yukon. There’s precise on-center feel, immediate response to pres­sure at the rim, and linear increase as you wind more lock into the steering. Coming back from our high-desert testing facility, we chose to cut through the mountains instead of droning down Highway 14 into Los Angeles, and this decision may have provided better test data (albeit subjectively) than all the numbers our instruments recorded. To our amazement, the Yukon could be hustled through the hills like a big Mer­cedes or a Bimmer. Because the steering is accurate, the body motions tautly damped, and the tires well up to the task of keeping the big vehicle on the pave­ment, we could maintain a pace that would scare most Yukon drivers witless. Brown still talks about it every time we meet. And the extra engine power and massive brakes are always there when you need them. Of course, the creaks and rattles of the Yukon’s less-than-perfectly solid structure underline the fact that you’re not in a big German limo, but the SuperSport’s road­-going dynamics bear a greater resem­blance to those supersedans than you’d think possible. Which is exactly what Barry Brown wanted. If you want the same thing, you can either go to the same people Brown consulted or have him do the work you want. Brown has divided the SuperSport conversion into packages. The normally aspirated upgrade costs $3700. The super­charger package runs $9725 and includes most of the first package. The suspension kit, at $13,615, isn’t cheap, but it contains several specially engineered components and really transforms the Yukon’s dynamic road feel. The cosmetic package, which includes a billet grille, replacement of the stock vehicle’s exterior trim, rose­wood interior trim, a high-zoot CD player and sound system, extra noise insulation, and the rear wing, runs $3320. The whole package, as we tested it, would run you $27,000 installed. It sounds like a lot, but you end up with a strong sport-ute that goes and handles like a big sports sedan. All for a total cost some­where around $55,000, if you shop smart for your donor Yukon, Tahoe, or Sub­urban. It sounds okay to us.Arrow pointing downArrow pointing downSpecificationsSpecifications
1997 Competition Associates SuperSport YukonVehicle Type: front-engine, rear-wheel-drive, 5-passenger, 5-door wagon
PRICE
Base/As Tested: $57,244/$60,118
ENGINEpushrod 16-valve V-8, iron block and heads, port fuel injectionDisplacement: 350 in3, 5733 cm3Power: 400 hp @ 4600 rpmTorque: 400 lb-ft @ 2800 rpm 
TRANSMISSION4-speed automatic 
DIMENSIONS
Wheelbase: 117.5 inLength: 199.6 inCurb Weight: 5100 lb
C/D TEST RESULTS
60 mph: 6.9 sec100 mph: 20.0 sec1/4-Mile: 15.5 sec @ 89 mphRolling Start, 5–60 mph: 7.2 secTop Speed (drag ltd): 131 mphBraking, 70–0 mph: 180 ftRoadholding, 300-ft Skidpad: 0.82 g 
C/D FUEL ECONOMY
Observed: 14 mpg
EPA FUEL ECONOMYCity: 13 mpg 
C/D TESTING EXPLAINED More

The idea of spending more than half a million dollars on a Subaru Impreza that isn’t a works rally car might seem crazy. Yet why should high-end restomods be limited to traditional classics, like re-created Aston Martin DB4s or better-than-new Shelby Mustangs? The Impreza’s motorsports glory and cult following means it can inspire an emotional connection just as strong. That’s something Prodrive has proved by selling the entire run of 25 of its P25s, despite a base price (in the U.K.) of nearly $600,000.Related StoriesMaking the Prodrive P25It’s been a year since we first told you about the British motorsports engineering company’s plans to create the P25—what it claimed would be the ultimate street-legal first-generation Impreza—and now we’ve had the chance to drive the car on a test track in England. Much has changed since Prodrive first announced the project last year, with the finished P25 getting new bumpers and lights, a redesigned rear-wing element, a different interior—and also a power boost. Last year Prodrive promised the P25 would make at least 400 horsepower, but that has now been increased to 450 horsepower, along with what we’re told will be more than the original promise of 442 pound-feet of torque. The engine is a heavily reworked version of Subaru’s long-serving EJ25 turbocharged 2.5-liter flat-four. It has been given forged pistons, stronger connecting rods, ported cylinder heads, and a new Garrett turbo. It also features a popping-and-banging anti-lag mode to keep the turbo spinning when the car is in what is meant to be a track-only Sport Plus mode. And the engine exhales through a bespoke Akrapovič exhaust system. It’s mated to a six-speed sequential gearbox, plus an active electronically controlled center differential that varies the amount of torque sent to each axle.The P25 demonstrator looks immaculate up close, but unlike many “continuation” models, it isn’t all-new. Underneath is an original Japanese-market two-door Impreza WRX STI, one that has been pulled to pieces and then restored and upgraded, with carbon fiber replacing sheetmetal for the roof, trunklid, hood, fenders, and the raised rear wing. Altogether, Prodrive claims that the P25 weighs just 2646 pounds, a figure that seems unlikely to modern eyes—the 2023 BMW M2 is around 3800 pounds—but is a reminder of how light even all-wheel-drive performance cars used to be.Driving the Prodrive P25Our drive took place entirely at the Millbrook Proving Ground in England, on the tight 0.8-mile handling circuit that has been designed to replicate the corners and contours of a rural British byway—which makes it an appropriate testing environment for a car produced by the same outfit responsible for Subaru’s World Rally Championship glory years.Climbing in to the P25 reveals what may be the finest quality cabin ever fitted to an Impreza. Not a high bar given the low-rent plastics of the original car, but now pretty much every surface in the P25 is covered in either carbon fiber or microfiber. Even the switchgear has been redesigned: There’s a panel of miniature rockers on the center console, an engine start/stop button (the first-gen Imprezas just used a key), and an infotainment touchscreen, plus a digital instrument cluster. There’s a sizable carbon-fiber shift paddle on the right of the steering wheel, but none on the left. This is how Prodrive built all of the paddle-shift WRC cars for Subaru: Pull for up, push for down.The engine fires up to a busy, mechanical idle. The P25 is loud but much less raucous than a real WRC challenger would be—conversations are possible without an intercom. The sequential transmission engages first with a clunk, and there’s the novelty of having to negotiate a clutch pedal to get moving. The clutch feels oddly light; it turns out to be actually controlling the clutch electronically, as Prodrive decided a two-pedal system would be too brutal for road use. But once moving, both upshifts and downshifts can be performed without the clutch.SubaruSubaruTrust builds quickly, as do memories of driving this generation of Impreza when it was new. The P25 isn’t quite as playful or adjustable as the original car was, largely because it has substantially more grip and a more disciplined chassis. Boost pressure needs a little while to build at lower revs, but once it has the engine pulls with visceral vigor. It’s less keen to rev than the original car was; the redline is marked at 6500 rpm, while the 22B zinged to 7900 rpm. But there was so much midrange torque, this never felt like a limitation on the tight circuit, especially given the lightning responses of the gearbox. The P25 combines softish springs with firm dampers, using wheel travel to fill dips and compressions but with the Bilstein dampers preventing unwanted secondary movement. There is discernible roll under cornering loads, but only to an extent that helps to orientate the driver to growing lateral forces. The lowness of the boxer engine’s center of gravity is obvious in the P25’s willingness to change direction.But steering feels very different from our memories of the original Impreza, which had slow initial reactions. The P25 feels much more direct and delivers crisp feedback from the front tires. At Millbrook many of these messages were about the limited grip the leading Bridgestone Potenzas had to call on; our drive came after several other hotshoe journalists had taken their turns, and the front rubber was clearly past its best, bringing the need to manage understeer in tighter turns. But traction was superb, and the upgraded brakes, with grooved rotors gripped by six-pot AP Racing calipers up front, delivered huge stopping power without complaint. Prodrive’s engineering team says the goal with the P25 was to create a road-legal car that would be faster than an original WRC-spec Impreza. We didn’t get to confirm that claim, but we can’t imagine that any of the small group of buyers—at least some of whom are in the U.S.—will ever feel their cars are lacking the capacity to create thrills. Let’s hope that at least some of them get driven in anger. Senior European CorrespondentMike Duff has been writing about the auto industry for two decades and calls the UK home, although he normally lives life on the road. He loves old cars and adventure in unlikely places, with career highlights including driving to Chernobyl in a Lada. More